Mercedes-AMG S65 Coupe first drive review

Torque doesnâ€™t come cheap in twin-turbo, V12 form.

David McCowen

00:5026 January 2015

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Mercedes-AMG S65 Coupe first drive review

Torque is a beautiful thing.

A motor's muscular ability to produce torque determines its acceleration, pulling power and in-gear flexibility.

We quantify it in Newton metres, measuring exactly how much twisting force an engine could apply to a theoretical metre-long bar mounted to a pivot point.

And this car has more of it than anything else on sale.

Meet the Mercedes-AMG S65 Coupe, home to a hand-built twin-turbocharged 6.0-litre V12, the most muscular passenger car engine you can buy.

The big coupe's 463kW, 1000Nm engine outputs are like few others on the road.

A handful of exotic supercars such as the Ferrari F12 and Lamborghini Aventador make more power, but the sheer twist offered by the AMG S65 sedan and coupe stands alone.

Putting it into context, Holden's V8-powered SS Commodore is a fairly fast car thanks to its 6.0-litre V8 that makes 270kW. But the home-grown Holden's torque peak of 530Nm at 4400rpm is just over half of what the big 'Benz can summon at 2300rpm.

Such torque so low in the rev range is the difference between working with a colleague who can hit the ground running at 9am and one that needs a leisurely chat, cup of coffee and half an hour of email perusal before easing into productivity.

That sort of grunt is a revelation on the road, where a brief squeeze of the throttle can double speed limits in seconds.

Singing with a determined growl in its lower register, the coupe sounds like a thug at a court appearance with barely controlled menace under the thin veneer of decency required by formal surroundings.

The engine is paired with a new seven-speed automatic that replaces a five-speed unit in the previous-generation CL65 AMG coupe and a new stop-start system help trim fuel use to 11.9L/100km.

Seven gears feels like about four too many on the road, but that did not discourage us from making the most of the V12 with metal shift paddles mounted on the back of a flat-bottomed steering wheel.

While that powerplant undoubtedly has the chops to tow heavy loads for long distances, it's not a practice Mercedes encourages.

Instead, the V12 is all about effortless, continent-crushing power. It makes more sense on the Autobahns of Germany, where customers can exploit a top speed limited to 300km/h. In the real world, an official 0-100k/h time of 4.1 seconds is impressive, but the big motor feels constrained on regular streets and is much happier on the open road.

We put the car through its paces on a route in California that included a trip through Rattlesnake Canyon, a demanding ribbon cut into the side of bluff cliffs outside Santa Barbara.

Trickling through nearby suburbs, we made way for a modified Subaru WRX STI with video cameras mounted on its bonnet before following its determined driver up a mountain pass. It was a given that the Subaru could never outrun AMG's heaviest hitter on straight roads, but the luxury coupe's cornering power came as a surprise.

Helped by air suspension that subtly leans into corners like a motorcycle, the S65 moves with confidence and makes excellent use of Continental tyres.

The system uses twin cameras mounted near the rear view mirror to watch for corners in the road ahead, preparing the suspension to help the car tip into a bend as the driver steers.

The AMG corners in a way no two-tonne luxury barge should, refusing to roll about in the nautical fashion that can blight large cars.

Weighty if slightly aloof speed-variable steering minimises driver inputs, lending an effortless vibe as there is no need to grab armfuls of lock on tight turns.

The system isn't quite as progressive or intuitive as a conventional hydraulic steering rack, but it is well suited to the grace of AMG's flagship coupe.

Whopping ceramic brakes with gold-painted callipers slow the car progressively and without fuss.

This car is all about effortless performance, something it has in spades. Unlike sporty cars such as the C63 AMG that have a fairly abrasive ride, the S65's air suspension is impressively smooth, scanning the road ahead for bumps and appropriately softening or firming the suspension to minimise bumps from the road.

Away from the canyon, the AMG retains plenty of appeal anchored by one of the best cabins on the road.

Ensconced in sport seats trimmed in nappa leather from Mercedes-Benz' Designo customisation arm, wealthy drivers feel right at home with first-class materials and workmanship from the AMG studio at Affalterbach.

Few cars can touch the luxury offered by a model with more than 90 Swarovski crystals in LED headlamps that blend variable lighting with cornering illumination and active high beam assistance.

Our test car was finished in a sparkling shade of emerald green that matched chrome wheels, badges and grille, along with an interior trimmed in saddle brown leather with glossy pinstriped piano black highlights.

Double-glazed windows contribute to one of the quietest cabins on the road, while twin 12.2 inch infotainment screens offer plenty of offer clear communication along with a colour heads up display that helps drivers focus on the road.

Lapses in concentration are accounted for with a safety suite that includes active cruise control and lane keeping assistance, along with autonomous braking and a self-driving stop and go system for traffic jams.

The front seats are a luxurious place to be, but the rear is remarkably short on room given the size of the car. The back seats also lack window controls, which can make passengers feel hemmed in by a high window line and the close proximity of its front chairs.

While that would represent a problem for the passenger-focused S-Class sedan and S600 Maybach, this coupe is aimed at customers who want to drive their luxury car, rather than riding in the rear.

Mercedes has not confirmed exactly how much the €244,000 S65 Coupe will cost when it comes to Australia, but if the similarly priced SLS Black Series is any indication, the S65 Coupe is likely to cost more than $600,000 in Australia.

Torque isn't cheap.