Sometimes a little difficult to understand M GmbH. The BMW M550i is not just a newcomer to the various models, but also the newest member in the middle of a segment that, in principle, seems to be already inhabited. First and foremost, Audi S6, Methuselah amongst dynamic business sedans. Despite its age, its controls are clicked as full and not defined as elsewhere, the classical round instrument replication is staged very well, and even the warehouse of the mentoring system can remain proud of its meticulous technological architecture. Most importantly, the S6 is still an outstanding Audi from TDI. A kind of antiseptic aromatherapy for Audi's downcast students. Fun, full bodied, yet very dynamic in a very subtle way. Just 0.85 bar of charge pressures took the twin-turbo V8 lung volume to 550 Nm and 450 hp, cultivating a smooth displacement experience and infiltrating an almost subliminal 1.94 tonne sedan with the highest sovereignty.
Most of this is also due to dual-clutch transmission, well polished and fast when pressed. Just as in a straight measurement, where it moves into a torque band with momentum, it firmly releases and hides perfectly that its seven speed gearboxes have been long enough at the top. No problem, most mid-range ranges are under control with 16.4 seconds to 200 km / h, where it should let BMW control it. Though Munich revealed initially it stumbled a bit, because its automatic gearbox was not polished enough to produce great torque, but once in full swing, the M550i dominates the longitudinal dynamics test. BMW pushes the highest torque (650 Nm), utilizes most of the power (462 hp) and combines it with eight stages of transmission into a smooth power flow. All that's missing is feeling involved. Unlike the Audi, for example, that still allows the driver to participate in its power - thanks to the amusing V8 amusement. In principle, BMW does everything right; It pushes early, turns away and feeds depending on the soundtrack soundtrack of the driving mode of the V8 playlist.
But nevertheless, during the entire performance, there is always a little artificial envelope of high-tech democracy. Or another way: for V8, 4.4 liter is very sterile - like Rembrandt on screen. But what else do you expect from a car that is completely installed and fully digitized. Positive in this context: iDrive system menu navigation, which is more and more intuitive despite the increasing complexity. Negatives: the entire squad of the driver's assistance system, which can become confusing.
Why does that bother us? Well, on the one hand, because the help system only makes sense as long as it does not patronize the driving experience; and secondly, because there is actually a car here that seamlessly integrates its security algorithm into the trial process so they really support it.
In general, even after the most intimate togetherness, there is almost a little fear that can bother you in the Mercedes-AMG E 43 altogether. Sure, the two-part infotainment widescreen, which swells like a digital bookcase from the instrument panel, just like a matter of taste as the associated graphics, are animated in three different themes. But, and this is very big but, E 43 is well controlled by traditional values, apart from all modernity. Lightning fast, highly sensitive suspension, plus excellent seating comfort, which if not found only in the fancy cinema, coupled with a quiet interior atmosphere and top notch ergonomics. Mercedes-AMG E 43 really managed to be active and very relaxed at the same time.
Actually we have two winners to celebrate here. On the one hand, AMG E 43, which succeeds in mastering the pride of old Mercedes with AMG's new ideals in a great way; and in this light, perhaps the best E-Class ever. On the other side of Audi, who hides behind his perfect etiquette like a complicated handling, even though his successor arrives soon. BMW may be a very confident long-distance sedan, but this is not a M-Show!
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