#and rain goes from 0 to 60 in like a second; just full on jumping phayu and deepthroating him as quickly as he can

[wuxian-vs-wangji]

Um, Payu, I don't believe you ever dinged him for that f-bomb.

Also, one of my favorite things about Love Storm was bit by bit, piece by piece, over a long time, Phayu realizing and accepting that Rain has come to enjoy being punished.

You never see that moment of clarity, but at one point Phayu is just very much aware that Rain is eager to be punished. At that point Phayu's strategy is to just edge Rain and make his "punishment" the quantity of orgasms Phayu drags out of him before letting him sleep.

And then by the Special Novel, Rain develops a full-blown Domination/submission kink with a light humiliation twist that Phayu now has to keep pace with.

[eddiejpoplar]

TEST DRIVE: 2019 BMW i3 120 Ah – “Getting There”

Late last year, deliveries of the third version of the BMW i3 have kicked off, after the Germans announced the introduction of a new battery for their only pure-electric vehicle, one that would apparently pack even more energy. Unlike other manufacturers, BMW decided to approach the electric vehicle offensive a bit different, focusing on refining a recipe rather than starting things over every time progress was made in a certain field. That’s how we ended up with the BMW i3 120Ah, as the Bavarians call it, referring to the enhanced energy density of the cells stored in the floor of the car.

The i3 is a rather peculiar car in the BMW range and not just because the exterior design might not be everyone’s cup of tea. It’s a peculiar car because even though it was launched in 2013 as a completed, working product, it feels like it’s still being perfected as time goes by. Over the course of five years, the i3 received three major updates, all of them further refining a car that set out to do emission-free cruising a “normal thing”, with a holistic approach. Thus, notice I didn’t mention “tailpipe emissions” so far because when BMW set out to build this EV they considered the entire production chain, not just the fact that you personally wouldn’t burn oil while driving around town, which is just a small part of what being eco-friendly means.

Instead the Germans looked at the full picture, from the materials used for the car’s construction to the energy needed to put it together. That’s why they use hydro energy for the manufacturing of the carbon fiber body and why they use solar power to assemble all BMW i cars in Leipzig. It’s all aimed at reducing emissions and what we end up with is a car that’s 93 percent recyclable, a bold achievement in many regards.

Sure, there’s still a long way to go in this never-ending search for true emission-free cars but as the Italians say, Rome wasn’t built in a day and consistency and a stubbornness to never give up is what car makers need to make things work the right way. The latest iteration of the i3 is the perfect example in this regard.

Looked at from a traditional point of view, the i3 is weird, no matter how you look at it. It was designed to be weird yet be functional, and that’s exactly what it does. The car attracts curious looks on the streets even today, five years after it was launched, as somehow people didn’t get the chance to get used to it by now. Yes, it may fall a bit far from the usual Bavarian design tree, but to some people it looks good.

To me, personally, it feels a bit peculiar when looked at from up close as it may be a bit too tall and too short to qualify as a BMW. And yet, you unmistakably can tell that this is a BMW which means the designers did their job right. The car also comes with a couple of quirks that make it stand out in the crowd but not necessarily more practical or enjoyable.

I’m referring to the doors most of all. While the rear ones are rear hinged and create a spectacular look when they are open, living with an i3 shows that they mostly get in the way. In order to allow someone to jump in the back, you need to open the front doors first, then open the rear ones and then go about the same process in reverse to be able to close them back, starting with the rear ones. It’s tedious and can get frustrating at times, especially since someone thought it was a good idea to fit the seatbelts in the rear doors, hence forcing the people riding in the front to unhook their seatbelts so that passengers could get in the back.

Once inside though you can revel in what feels like one of the best interior designs currently available in a BMW these days. I just love the minimalist look and feel of things, as well as the materials used, most of which are eco-friendly or recycled. The plastics used for the dash and part of the door panels are made of recycled PETs, the wood is Eucalyptus because it’s the fastest regenerating tree and the wool used is obtain from a special breed of sheep, with faster growing wool than most.

All of that has been known about the i3 ever since it was originally launched, but for the new model there are a couple of updates. Among them you’ll find a new trim ‘World’, as packages on BMW i models are split into ‘worlds’. The new Mega World option includes a new color and new trims for the interior. You can see the Brown Trim and Mega Carum Spice Grey SensaTec with Brown Cloth highlights in our pictures and I have to admit they look great together.

The new gradient color of the seats also makes a good impression. The iDrive system was also updated to the 6.0 version and it now comes with WiFi hotspot and wireless charging for those phones with support for it. The new system moves a lot better than before, it’s fluid and has a better setup, allowing you to find information easier. As for the technology, the headlights can now be fitted with Adaptive LED lights which work great but might not be your best investment, as the i3 was created to be used mostly around town and the LED lights are most useful on the highway, at night.

On the outside, you can have a new color, dubbed Jucaro Beige Metallic, a new addition to the ever-increasing list of hues available. It looks good but if it was my money, I would stick to Protonic Blue, as I find it fits the i3 best. But while all these small add-ons would allow you to get more creative with the way you configure your i3 the biggest change comes under the floor.

As the name suggests, the new i3 gets a new set of batteries. Unlike the rest of the automotive world, which measures the size of the batteries in terms of wattage, the engineers at BMW i use the energy density as an indicator.

Whereas the original i3 came with a 60Ah battery, the new version now has 120Ah, thus seriously upgrading its range, while keeping intact the size of the battery pack. Albeit, as the figures show, the new package is now heavier, as the i3 tips the scale at 1,345 kg, some 65 more than the original version. That also means the sprint of the car is affected, the new i3 claiming a 0-62 mph sprint time of 7.3 seconds, 0.1 seconds slower than the original.

The high-voltage battery is produced at the BMW plant in Dingolfing and consists of eight modules, each with twelve storage cells: the latest advancements have resulted in a capacity of 120Ah along with a gross energy content of 42.2 kWh – while the size remains unchanged. To get a better idea of far this tech has gone, at the market launch of the BMW i3 in 2013, the equivalent figures were 60 Ah and 22.6 kWh, while the second-generation battery introduced in 2016 reached 94 Ah and 33 kWh. You won’t get to use all of the 42 kWh though, as the battery can’t be fully depleted, thanks to some protective software. However, you do get to use about 38 kWh of it, which should allow you to travel up to 260 km (roughly 160 miles), according to BMW. We decided to put that to the test.

The Germans claim the i3 should use around 13.1 kWh for each 100 kilometers covered, thanks to further developments done not only on the battery but also on the electric motor which should be more efficient now. This is where the efforts made in Formula E show their worth, as that’s currently the testing ground of BMW i.

With such ideal figures, the i3 should do up to 300 kilometers (186 miles) with one charge, according to the WLTP testing cycle, but real-life is often quite different than what tests say. During my time with the car I saw the range varying quite a lot, depending on the weather and driving conditions. On the first day, I managed to cover just 184 kilometers (114 miles) with one charge which was a bit disappointing. This should read thought as a ‘worst case scenario’ since the area where I was driving was hit by a horrendous icy storm, with sub-zero temperatures, and a freezing rain that simply wouldn’t stop.

The car was wearing snow tires and I had to drive through some serious slush all the time. Snow and ice made it quite an interesting experience and, even though I did drive in Eco Pro mode the whole day, I still had to use the heater to make sure I don’t get frostbites. That said, all the auxiliary systems were used throughout the day, from the heater to the windshield wipers, rear window heater, headlights, and so on. That’s why I doubt that anyone could get a worse result on a full charge and why I think the 184-kilometer range should be considered a baseline reading, a worst-case scenario.

As I got more acquainted with the car, the weather started to come around and a couple of days later, we had warm, positive temperatures, no more slush and an overall better experience. Over the next days the range reflected that quite obviously, as I saw an average of 230 kilometers (143 miles) for each battery charge, even though I didn’t use Eco Pro mode anymore but rather switched to Comfort mode. The heater still worked, as the temperatures didn’t rise by that much (were in the 3-5 Celsius range) but I didn’t have to use any other auxiliaries. The improvement was dramatic and, given a different climate, I think the claimed 260-kilometer range of BMW should be quite easily achieved.

As for the charging part, that’s the trickiest bit in the EV world right now. The standard charging cable is designed to be plugged into a conventional household socket. If that’s the case, the battery can be charged to up to 80 percent of its full power in approximately 15 hours with a charging capacity of 2.4 kW. The Bavarians also offer a BMW i Wallbox to those interested, which enables rapid three-phase charging with a capacity of 11 kW.

In this case, the time required to achieve an 80 percent charge of the large-capacity high-voltage battery is claimed to be 3.2 hours. The power electronics and high-voltage battery in the BMW i3 and i3s can also be used in conjunction with quick-charging stations that run on DC power, which are the fastest you can use today. If that’s the case, the charging capacity is 50 kW and the high-voltage battery reaches 80 percent of its total power in just 42 minutes. However, I should mention that this European i3 didn’t come equipped with quick charging capabilities as standard, but only if you purchase the Premium Package which includes it.

And yes, the figures claimed by BMW do match what I noticed in real life. Charging the i3 at a 50kW station is quite impressive, as I managed to get some extra 50 kilometers of range with a simple 10-minute charge. Most of the time though, I used a Type 2 charger with a capacity of 11kWh which allowed me to fully charge the car in about 4 and a half hours. Using a household socket would only work if you left the car to charge overnight.

As for the range anxiety topic, I think it can only become an issue if you don’t manage your expectations. BMW said it loud and clear when the i3 was launched: “We created this car for inner-city usage and according to our research.”

What that means is that BMW had a fleet of electric MINIs running around in the US and Europe for a couple of years before launching the first i3, to see just how long the average daily commute is. Their findings showed that getting to work is usually within the 10-kilometer mark (6.2 miles) and that you’ll probably drive for about 20 kilometers a day just going to work and doing some chores. That’s why they created the first i3 to allow you to do that without a problem, possibly even allowing you to recharge your car once a week. That’s absolutely doable with the latest iteration of the i3 as it was with the ones that came before

The best bit of news though is that BMW is applying the same recipe it has been following for decades when it comes to electric vehicles as well. They started off with a car that is now being refined over successive generations, with small tweaks that ultimately will lead to a great product. The fact that the i3 was upgraded significantly three times over the last 5 years shows just how the Germans want to go about this whole EV thing and I think it’s the best way to move forward, in search of the perfect blend of performance, battery size and range.

IFTTT

[jesusvasser]

2018 BMW M5 vs. 2018 Mercedes-AMG E63 S: Battle of Titans, Part 4

Welcome to round four of the BMW vs. Mercedes fight for the Hottest Sedan crown. This time, it’s the 2018 BMW M5 vs. the 2018 Mercedes-AMG E63 S, in Portugal. Unlike past throw-downs between the M5 and E63, this one features not just upgraded stats, but a new approach: BMW has finally decided to join the all-wheel-drive craze. It’s not that the M5 customer suddenly forgot how to handle all this power. No, it’s down to BMW’s marketing department, which has been pushing for all-wheel drive as a must-have at the top end of the premium segment for years.

Fact is, the rear-drive aficionados have long been in the minority, and the M boys should have seen this coming. But unlike the parent BMW brand, which jumped on the xDrive bandwagon years ago, the M division refused to adopt this crucial enhancer of safety and controllability (and, some might say, fun-killer) until Frank van Meel, CEO of BMW M and the former head of Audi Sport, took over. The Mercedes-AMG E63 went all-wheel-drive-only with the launch of its latest version in 2016, sporting the upgraded 4Matic+ system with variable torque split (previous AMG all-wheel-drive systems featured fixed torque split).

The sixth-generation M5 is definitely no longer your father’s go-faster four-door BMW. The biggest difference between old and new is the M xDrive system. With the exception of the sub brand’s X models, this is the first M car capable of pushing and pulling you out of trouble. An M5 for wimps? “Not at all,” says Van Meel, the man behind project F90. “All-wheel drive makes the new M5 faster, sharper, safer. Thanks to improved traction and stronger lateral grip especially on low-friction surfaces, it allows you to carry more momentum out of corners.” To avoid disappointment, all-wheel drive overrides rear-wheel drive only to correct arising instabilities, and one can lock the system in RWD for a family-sized serving of power oversteer. The transition between the AWD and RWD is nearly imperceptible.

While a transfer case takes care of the fully variable north-south torque split, the M differential masterminds the east-west force distribution. Those who prefer an extra portion of tail-happiness are invited to connect the M Dynamic Mode (MDM) with 4WD Sport, thereby casting a wider-meshed safety net. The next step on the way to your doctorate of oversteer is triggered by a stab at the DSC button. As soon as the yellow warning light comes on, the M xDrive menu offers three choices: 4WD, 4WD Sport and 2WD. Yes, things are beginning to get a bit complicated now—and that’s even before you start playing with the customizable steering, suspension, and drivetrain settings. With DSC off and 4WD Sport engaged, the new M5 is at its very quickest. The exit speed out of fast corners is now absolutely mind-boggling, the underlying rear bias remains a factor all the way into triple digit terrain, and traction and grip are simply extraterrestrial. Says Van Meel: “What sets our system apart is the single ECU which controls both diffs and the DSC/ASR/ABS algorithms. This application is so much quicker than the usual CAN-BUS convoys.” In rear-drive mode, old habits come through loud and clear.

Due to a long spell of dry weather on the sunny Portuguese Atlantic coast, the tarmac we’re traveling on has gotten dusty and offers grip reminiscent of a puck on an air-hockey table. Even with all the electronic overlords on full alert, the rear ends of these sedans-on-steroids keep wriggling, fidgeting, and twitching under pressure—a problem only made worse by the ultra-high-performance tires. After all, both the Pirelli P Zeros (BMW: 275/35 ZR20 front, 285/35 ZR20 rear) and the Conti SportContacts (Mercedes: 265/35 ZR20front, 295/30 ZR20 rear) need a hot, grippy surface to demonstrate their superglue talents—like what you’ll find at the Autodromo do Estoril, where you can brake car-lengths later and step back on the gas seconds earlier than on any backroad or interstate.

According to the official data sheets, the E63 S weighs 4,515 pounds, about 145 pounds heavier than the new M5, which itself has shed 33 pounds thanks in part to its carbon fiber roof. Subjectively, the all-in BMW feels a tad lighter and thus a tick more agile than the fully loaded AMG. While the BMW’s Pirellis are evenly worn down to the wear indicators after a hard day’s use, the AMG’s Contis show an asymmetrical degeneration from the crown area all the way to the outside shoulder, in the rear more so than in the front. This is allegedly down to the more aggressive suspension kinematics which spice up toe-in and negative camber. In theory, such a setup allows higher cornering speeds. In reality, any advantage ends at the breakaway point where grip lets go rather promptly.

Mind you, these are only first impressions, which need to be backed up by more laps on other circuits. But here in Portugal, the 20-inchers fitted to the M5 seem to sit flatter on the road, and when they let go, they do so in a more progressive fashion, fusing car and driver to a confidence-inspiring whole. We’re not talking about what’s happening in full drift here, but about the difference in pre-climax attitudes. Even though the Mercedes is equipped with a new triple-chamber air suspension, any trace of cushiness is absorbed by the firm dampers—and that’s before you select Sport or Sport Plus. The BMW offers a broader span of calibrations from reasonably comfortable to positively firm. It is the slightly less radical of the two contenders, still sharp yet more accessible along the boundaries of the laws of physics.

Irrespective of the fact that the M5 and E63 S aim primarily at older, wealthy, image-conscious customers, neither BMW nor Mercedes seems to put a particular emphasis on classic luxury car values like comfort or amenities. Instead, satisfying the urge to play appears to be the No. 1 priority. But before these two wild things can burn rubber, we must first punch in the correct settings. So while the left hand holds tight to the wheel, the right hand is busy pushing, twisting, scrolling, touching, and zooming, thereby diverting the driver’s attention from the road to the center stack. The more hardcore your desire to liberate the smoke trapped inside your tires, the deeper you must dive into the menu underworld. Just be prepared to need fresh rear tires after only six hot laps at Estoril, for it to suck the tank dry in record time, and very nearly deafen your audience in the process.

This “anything goes” philosophy is the driving force behind new features like the drift mode introduced in the S version of the E63. Even though all previous AMG sedans back to the E55 would, on demand, go sideways in full Technicolor without any electronic incentive whatsoever, the latest creation by the Affalterbach power brokers uses every trick in the hacker’s handbook to celebrate the fine art of power oversteer. Like in the M5, a carefully composed choreography takes you through the drift action in different stages. The sport handling mode is a relatively tame prelude, but there are three more steps to climb, labeled Sport, Sport Plus, and Race. In Race, with ESP switched off and the transmission in manual, all the power and torque are diverted to the rear wheels, which immediately yell for help and send smoke signals to the Portuguese sky, but to no avail: Up to 75 mph, it’s on the driver—and the driver alone—to master this 603-hp beast’s hunt for traction. Beyond 75 mph, the front axle rejoins the jam session, and the band begins to play a faster tune again (rear-wheel drive is not speed-governed in the M5).

BMW claims that the M5’s new eight-speed automatic matches the shift times of the previous seven-speed DCT. This may be so, but the memory chip inside my head misses the whiplash upshifts of the older gearbox. While the AMG employs a wet take-off clutch to shoot out of the starting blocks like greased lighting, the solution applied by the M wizards locks the torque converter immediately after launch for maximal thrust and minimal slip. No surprise then that these four-door rocket ships take just 3.2 sec (BMW) or 3.3 sec (AMG) to accelerate from 0 to 60 mph. In the 0-124 mph sprint, the M5 edges the E63 S by four tenths, running 11.1 sec against the AMG’s 11.5 sec. Why the widened gap? Because the nine-speed transmission fitted to the car from Stuttgart makes one more upshift. Since the observed fuel economy of either car would make champagne corks pop in OPEC circles, let’s just say that both cars can drink you under the table.

Both test cars were also fitted with optional carbon ceramic brakes, which are pointless on the road. Especially in autumn and winter, they rarely operate in the desired temperature window, and performance in the rain tends to be poorer than standard brakes, as low initial bite is typically followed by sudden and extreme deceleration. Chafing and squealing noises can also be an issue. On the circuit however, the composite stoppers are a major boon to driver confidence. It’s not only the absolute stopping power that makes a big difference but the absolutely constant pedal pressure and travel, the complete absence of brake fade.

The latest E63 S is a very fine piece of kit, but in certain areas it is not quite as well-honed as the new M5. Take the steering, for example. The M5’s variable-effort rack operates with commendable precision and response. Steering angle and steering effort work in total harmony, even when you start changing through Comfort, Sport, and Sport Plus modes. The E63’s steering feels meaty and switched-on, but the self-centering force is somewhat exaggerated, and it takes a more conscious effort to dial in lock. Wind on more, and the feedback starts to blur just a touch. In a nutshell, the AMG engineers, the software specialists, and the suppliers came up with a 110 percent solution that is, in certain situations, too clever for its own good. The steering of the M5 is more linear, and its response has more depth. Advantage: BMW, but not by much.

When the time comes to write the check, you may be surprised to find out that these pod-mates are less than two grand apart to start. Although the standard equipment leaves little to be desired, the option list is in both cases almost as long as the local white pages. Paint, trim, and seats alone can add a five-figure sum. While the BMW dealer will charge extra for the driver’s package which lifts the electronically controlled maximum speed to 191 mph, the AMG does 188 mph free of charge.

In more ways than one, these are two less-would-be-more cars. That’s less as in: less distraction, less complexity, less choice. The E63 S is crammed to the headliner with features—some nice to have, some thinly disguised gimmicks. The M5 tries to generate revenues and reputation by boasting assistance systems which allow you to take the hands off the wheel, however briefly, at up to 130 mph. If there’s a surefire way to trigger a heart attack behind the wheel, this must be it. There is little doubt that the best days of Comand and iDrive are over, but it’s only the BMW that wraps up the two preferred dynamic configurations and lets you tap them at will via the red M1 and M2 steering-wheel buttons. Add in decent voice control, and you have everything it takes to be fast and safe. The E63 S features Dynamic Select, a choice of automatic and manual modes, and a direct-access damper adjustment, but the corresponding controls are not particularly intuitive to use.

Decisions, decisions. Both of these hopped-up four-seaters are very good cars. That’s good as in fast, entertaining, and communicative. Yet the humble exhaust-mode button is the fundamental difference between the cars in microcosm: Hit it in the E63 S, and the tone changes from Tarzan to King-Kong; hit it in the M5, and you’re greeted with greater peace and quiet.

Although the M5 is the new kid on the block, the defending champion AMG puts up a hard fight. And it has a lot going for it, like mean looks and a brutal growl, a more excessive way of addressing all things dynamic, and the fact that it is also available as a wagon. The E63 S is about as rough and raw as the subbrand wants to go. In contrast, the M5 looks less butch and is less butch. It comes across as the more refined machine, sweeter at the limit, always tactile and composed, a tad more compliant, pleasantly relaxed at five tenths yet totally switched on when it really matters. It wins, if only by a head.

2018 BMW M5 Specifications

ON SALE Now PRICE $103,595 (base) ENGINE 4.4L twin-turbo DOHC 32-valve V-8/600 hp @ 5,700-6,600 rpm, 553 lb-ft @ 1,800-5,700 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD sedan EPA MILEAGE 16/23 mpg (city/hwy) L x W x H 195.5 x 74.9 x 58.0 in WHEELBASE 117.4 in WEIGHT 4,255 lb 0-60 MPH 3.1 sec TOP SPEED 155 mph (189 mph w/M Driver’s Package)

  2018 Mercedes-AMG E63 S Specifications

PRICE $105,395 (base) ENGINE 4.0L DOHC 32-valve twin-turbo V-8/603 hp @ 5,750 rpm, 627 lb-ft @ 2,500 rpm TRANSMISSION 9-speed multi-clutch automatic LAYOUT 4-door, 5-passenger, front-engine, AWD sedan EPA MILEAGE 23/29 mpg (city/hwy) L x W x H 196.4 x 75.1 x 56.6 in WHEELBASE 115.7 in WEIGHT 4,515 lb 0-60 MPH 3.3 sec TOP SPEED 186 mph

[jonathanbelloblog]

2018 BMW M5 vs. 2018 Mercedes-AMG E63 S: Battle of Titans, Part 4

Welcome to round four of the BMW vs. Mercedes fight for the Hottest Sedan crown. This time, it’s the 2018 BMW M5 vs. the 2018 Mercedes-AMG E63 S, in Portugal. Unlike past throw-downs between the M5 and E63, this one features not just upgraded stats, but a new approach: BMW has finally decided to join the all-wheel-drive craze. It’s not that the M5 customer suddenly forgot how to handle all this power. No, it’s down to BMW’s marketing department, which has been pushing for all-wheel drive as a must-have at the top end of the premium segment for years.

Fact is, the rear-drive aficionados have long been in the minority, and the M boys should have seen this coming. But unlike the parent BMW brand, which jumped on the xDrive bandwagon years ago, the M division refused to adopt this crucial enhancer of safety and controllability (and, some might say, fun-killer) until Frank van Meel, CEO of BMW M and the former head of Audi Sport, took over. The Mercedes-AMG E63 went all-wheel-drive-only with the launch of its latest version in 2016, sporting the upgraded 4Matic+ system with variable torque split (previous AMG all-wheel-drive systems featured fixed torque split).

The sixth-generation M5 is definitely no longer your father’s go-faster four-door BMW. The biggest difference between old and new is the M xDrive system. With the exception of the sub brand’s X models, this is the first M car capable of pushing and pulling you out of trouble. An M5 for wimps? “Not at all,” says Van Meel, the man behind project F90. “All-wheel drive makes the new M5 faster, sharper, safer. Thanks to improved traction and stronger lateral grip especially on low-friction surfaces, it allows you to carry more momentum out of corners.” To avoid disappointment, all-wheel drive overrides rear-wheel drive only to correct arising instabilities, and one can lock the system in RWD for a family-sized serving of power oversteer. The transition between the AWD and RWD is nearly imperceptible.

While a transfer case takes care of the fully variable north-south torque split, the M differential masterminds the east-west force distribution. Those who prefer an extra portion of tail-happiness are invited to connect the M Dynamic Mode (MDM) with 4WD Sport, thereby casting a wider-meshed safety net. The next step on the way to your doctorate of oversteer is triggered by a stab at the DSC button. As soon as the yellow warning light comes on, the M xDrive menu offers three choices: 4WD, 4WD Sport and 2WD. Yes, things are beginning to get a bit complicated now—and that’s even before you start playing with the customizable steering, suspension, and drivetrain settings. With DSC off and 4WD Sport engaged, the new M5 is at its very quickest. The exit speed out of fast corners is now absolutely mind-boggling, the underlying rear bias remains a factor all the way into triple digit terrain, and traction and grip are simply extraterrestrial. Says Van Meel: “What sets our system apart is the single ECU which controls both diffs and the DSC/ASR/ABS algorithms. This application is so much quicker than the usual CAN-BUS convoys.” In rear-drive mode, old habits come through loud and clear.

Due to a long spell of dry weather on the sunny Portuguese Atlantic coast, the tarmac we’re traveling on has gotten dusty and offers grip reminiscent of a puck on an air-hockey table. Even with all the electronic overlords on full alert, the rear ends of these sedans-on-steroids keep wriggling, fidgeting, and twitching under pressure—a problem only made worse by the ultra-high-performance tires. After all, both the Pirelli P Zeros (BMW: 275/35 ZR20 front, 285/35 ZR20 rear) and the Conti SportContacts (Mercedes: 265/35 ZR20front, 295/30 ZR20 rear) need a hot, grippy surface to demonstrate their superglue talents—like what you’ll find at the Autodromo do Estoril, where you can brake car-lengths later and step back on the gas seconds earlier than on any backroad or interstate.

According to the official data sheets, the E63 S weighs 4,515 pounds, about 145 pounds heavier than the new M5, which itself has shed 33 pounds thanks in part to its carbon fiber roof. Subjectively, the all-in BMW feels a tad lighter and thus a tick more agile than the fully loaded AMG. While the BMW’s Pirellis are evenly worn down to the wear indicators after a hard day’s use, the AMG’s Contis show an asymmetrical degeneration from the crown area all the way to the outside shoulder, in the rear more so than in the front. This is allegedly down to the more aggressive suspension kinematics which spice up toe-in and negative camber. In theory, such a setup allows higher cornering speeds. In reality, any advantage ends at the breakaway point where grip lets go rather promptly.

Mind you, these are only first impressions, which need to be backed up by more laps on other circuits. But here in Portugal, the 20-inchers fitted to the M5 seem to sit flatter on the road, and when they let go, they do so in a more progressive fashion, fusing car and driver to a confidence-inspiring whole. We’re not talking about what’s happening in full drift here, but about the difference in pre-climax attitudes. Even though the Mercedes is equipped with a new triple-chamber air suspension, any trace of cushiness is absorbed by the firm dampers—and that’s before you select Sport or Sport Plus. The BMW offers a broader span of calibrations from reasonably comfortable to positively firm. It is the slightly less radical of the two contenders, still sharp yet more accessible along the boundaries of the laws of physics.

Irrespective of the fact that the M5 and E63 S aim primarily at older, wealthy, image-conscious customers, neither BMW nor Mercedes seems to put a particular emphasis on classic luxury car values like comfort or amenities. Instead, satisfying the urge to play appears to be the No. 1 priority. But before these two wild things can burn rubber, we must first punch in the correct settings. So while the left hand holds tight to the wheel, the right hand is busy pushing, twisting, scrolling, touching, and zooming, thereby diverting the driver’s attention from the road to the center stack. The more hardcore your desire to liberate the smoke trapped inside your tires, the deeper you must dive into the menu underworld. Just be prepared to need fresh rear tires after only six hot laps at Estoril, for it to suck the tank dry in record time, and very nearly deafen your audience in the process.

This “anything goes” philosophy is the driving force behind new features like the drift mode introduced in the S version of the E63. Even though all previous AMG sedans back to the E55 would, on demand, go sideways in full Technicolor without any electronic incentive whatsoever, the latest creation by the Affalterbach power brokers uses every trick in the hacker’s handbook to celebrate the fine art of power oversteer. Like in the M5, a carefully composed choreography takes you through the drift action in different stages. The sport handling mode is a relatively tame prelude, but there are three more steps to climb, labeled Sport, Sport Plus, and Race. In Race, with ESP switched off and the transmission in manual, all the power and torque are diverted to the rear wheels, which immediately yell for help and send smoke signals to the Portuguese sky, but to no avail: Up to 75 mph, it’s on the driver—and the driver alone—to master this 603-hp beast’s hunt for traction. Beyond 75 mph, the front axle rejoins the jam session, and the band begins to play a faster tune again (rear-wheel drive is not speed-governed in the M5).

BMW claims that the M5’s new eight-speed automatic matches the shift times of the previous seven-speed DCT. This may be so, but the memory chip inside my head misses the whiplash upshifts of the older gearbox. While the AMG employs a wet take-off clutch to shoot out of the starting blocks like greased lighting, the solution applied by the M wizards locks the torque converter immediately after launch for maximal thrust and minimal slip. No surprise then that these four-door rocket ships take just 3.2 sec (BMW) or 3.3 sec (AMG) to accelerate from 0 to 60 mph. In the 0-124 mph sprint, the M5 edges the E63 S by four tenths, running 11.1 sec against the AMG’s 11.5 sec. Why the widened gap? Because the nine-speed transmission fitted to the car from Stuttgart makes one more upshift. Since the observed fuel economy of either car would make champagne corks pop in OPEC circles, let’s just say that both cars can drink you under the table.

Both test cars were also fitted with optional carbon ceramic brakes, which are pointless on the road. Especially in autumn and winter, they rarely operate in the desired temperature window, and performance in the rain tends to be poorer than standard brakes, as low initial bite is typically followed by sudden and extreme deceleration. Chafing and squealing noises can also be an issue. On the circuit however, the composite stoppers are a major boon to driver confidence. It’s not only the absolute stopping power that makes a big difference but the absolutely constant pedal pressure and travel, the complete absence of brake fade.

The latest E63 S is a very fine piece of kit, but in certain areas it is not quite as well-honed as the new M5. Take the steering, for example. The M5’s variable-effort rack operates with commendable precision and response. Steering angle and steering effort work in total harmony, even when you start changing through Comfort, Sport, and Sport Plus modes. The E63’s steering feels meaty and switched-on, but the self-centering force is somewhat exaggerated, and it takes a more conscious effort to dial in lock. Wind on more, and the feedback starts to blur just a touch. In a nutshell, the AMG engineers, the software specialists, and the suppliers came up with a 110 percent solution that is, in certain situations, too clever for its own good. The steering of the M5 is more linear, and its response has more depth. Advantage: BMW, but not by much.

When the time comes to write the check, you may be surprised to find out that these pod-mates are less than two grand apart to start. Although the standard equipment leaves little to be desired, the option list is in both cases almost as long as the local white pages. Paint, trim, and seats alone can add a five-figure sum. While the BMW dealer will charge extra for the driver’s package which lifts the electronically controlled maximum speed to 191 mph, the AMG does 188 mph free of charge.

In more ways than one, these are two less-would-be-more cars. That’s less as in: less distraction, less complexity, less choice. The E63 S is crammed to the headliner with features—some nice to have, some thinly disguised gimmicks. The M5 tries to generate revenues and reputation by boasting assistance systems which allow you to take the hands off the wheel, however briefly, at up to 130 mph. If there’s a surefire way to trigger a heart attack behind the wheel, this must be it. There is little doubt that the best days of Comand and iDrive are over, but it’s only the BMW that wraps up the two preferred dynamic configurations and lets you tap them at will via the red M1 and M2 steering-wheel buttons. Add in decent voice control, and you have everything it takes to be fast and safe. The E63 S features Dynamic Select, a choice of automatic and manual modes, and a direct-access damper adjustment, but the corresponding controls are not particularly intuitive to use.

Decisions, decisions. Both of these hopped-up four-seaters are very good cars. That’s good as in fast, entertaining, and communicative. Yet the humble exhaust-mode button is the fundamental difference between the cars in microcosm: Hit it in the E63 S, and the tone changes from Tarzan to King-Kong; hit it in the M5, and you’re greeted with greater peace and quiet.

Although the M5 is the new kid on the block, the defending champion AMG puts up a hard fight. And it has a lot going for it, like mean looks and a brutal growl, a more excessive way of addressing all things dynamic, and the fact that it is also available as a wagon. The E63 S is about as rough and raw as the subbrand wants to go. In contrast, the M5 looks less butch and is less butch. It comes across as the more refined machine, sweeter at the limit, always tactile and composed, a tad more compliant, pleasantly relaxed at five tenths yet totally switched on when it really matters. It wins, if only by a head.

2018 BMW M5 Specifications

ON SALE Now PRICE $103,595 (base) ENGINE 4.4L twin-turbo DOHC 32-valve V-8/600 hp @ 5,700-6,600 rpm, 553 lb-ft @ 1,800-5,700 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD sedan EPA MILEAGE 16/23 mpg (city/hwy) L x W x H 195.5 x 74.9 x 58.0 in WHEELBASE 117.4 in WEIGHT 4,255 lb 0-60 MPH 3.1 sec TOP SPEED 155 mph (189 mph w/M Driver’s Package)

  2018 Mercedes-AMG E63 S Specifications

PRICE $105,395 (base) ENGINE 4.0L DOHC 32-valve twin-turbo V-8/603 hp @ 5,750 rpm, 627 lb-ft @ 2,500 rpm TRANSMISSION 9-speed multi-clutch automatic LAYOUT 4-door, 5-passenger, front-engine, AWD sedan EPA MILEAGE 23/29 mpg (city/hwy) L x W x H 196.4 x 75.1 x 56.6 in WHEELBASE 115.7 in WEIGHT 4,515 lb 0-60 MPH 3.3 sec TOP SPEED 186 mph