I find it difficult to find straightforward Dyno charts for the E63S, so I found a nearby 4-wheel dyno and had my car run through some tests yesterday

Here are the results
- This is a 2014 E63S (US 4matic variant) with 84k miles, stage 1 Eurocharged ECU and TCU tunes
- The dyno is a "Mustang" dyno, so the rule of thumb is to apply a +15% correction to get what a DynoJet would tell you
- Used a +20% correction factor to get brake Hp/Tq

Results

 

I am impressed with OEM as these cars truly perform superbly, including making power past 6000rpm, although am surprised by the modest gain - after so much praise for how much more potent Tunes and Eurocharged in particular are.

In the defense of the tune, I believe it is the reasonable safe approach, on perhaps your 91 octane? fuel, your car is tuned to be safe in all weather conditions used hard safely. It is optimized, and I think that is success.

Congratulations, I hope your experience driving it is highly satisfying. Thanks for sharing your results.

 

Yes, it's a stout and very consistent performer!

I don't think the tune needs defending. I certainly didn't post the data to make it look bad. The shape of the curve is what matters, not some arbitrary summary "max" number. Sure, it only shows a +6hp and +70lbft gain for the maxes, but the plots (and my butt) tell an entirely different story!

With this tune the car is an absolute monster at the low end - where it matters to how I usually play with it. You can see why in the plots - substantial torque gains at the lower RPMs.

I've tried other, cheaper tunes before this one and I could not tell the difference; definitely not above my "placebo" threshold. However, with Eurocharged, it is 10000% a different animal. I have 2 ECUs so I can swap in the OEM or Stage 1 in about 20 seconds, so I go back and forth now and then -- There is absolutely no doubt which one I have attached.

These tunes are worth every penny and more!

 

This is odd... my photos appear to be missing now.

The results were
Stock
- 478whp, 534lbft mustang dyno, 550/614 dynojet, 660/736 brake
Stage 1
- 478whp, 605lbft mustang dyno, 550/696 dynojet, 660/835 brake

So tons more torque and the gains are all 2500-4500 RPM

 

I see your photos. Thank you for summarizing.

Yes indeed, the mid-range is what we experience when driving.

OEM power delivery feels very strong in the low end, yet still feels progressive at higher rpm: typically this type of power delivery feels "Turbo-Diesel" like, but our AMG do not feel Diesel Like (typical tuned diesel power falls by 4000rpm).

Because our cars truly have remarkable low-mid-range, and because I am afraid of low-end torque loading pistons (and rods that can bend) against the cylinder walls, and because - we kind of warship that crescendo to redline like GT3 or Ferrari 458, I kind of wished for extending the torque flat across toward redline, so that instead of much more mid, we get more top end.

Turbos are chocked by small exhaust housing, I think, first section of downpipes is a bit quirky, so I fully can understand how Eurocharged works within parameters.

I Wonder if your car would not substantially light-up in top end if you installed the A2D intake system? I think your airflow is now reaching the capacity of OEM airbuses.

Don't mind general comments, please, it's kind of sharing thoughts- ideas: since I never data logged my car, or any E63 5.5TT, I don't have facts based on which I can draw any conclusions. I like OEM+ idea, to keep realiability at OEM level, and give us that little extra for enjoyment, on rare occasion.

 

That's funny - I had an A2D intake on my car up until about 2 months ago when I was considering selling it since buyers are, rightly, wary of any evidence that the car has been tampered with. The intake is very nice and I recommend, but its performance really shines (as you point out) in the range where I rarely-if-ever get a chance to take the car. So, some lucky east-coaster got a smashing deal on a great product. I do wish I'd had it on for this test though - that would have been something to behold.

Regarding the exhaust, that's also funny. See this post: https://mbworld.org/forums/w212-amg/...ml#post9293268

Two weeks ago I replaced the oil cooler gasket and the oil filter housing gasket+spring plug. And, finally, the final original solenoid (alluded to in this post: https://mbworld.org/forums/w212-amg/...ml#post8798267). I'd been smelling an odor of coolant in the cabin for several months now and there was definitely evidence of oil seepage on the subframe and bottom of the oil pan. As it turns out, the oil cooler gasket was starting to fail and both coolant+oil were seeping out. I suspected either a pin-hole in the heater core or that the notorious firewall pipe leak was responsible for the coolant smell... but with those gaskets replaced, the odor is now gone, as is (so far) the need to top off the reservoir every month or so. I now think both oil and coolant were coating the bottom of the engine and when parked the coolant would boil off and the gasses were seeping into the cabin somehow. This was an unexpected victory!

In sum - The car is currently exactly where I want it. It has no issues and with the additional low-end torque, I very rarely go full throttle as the car is so quick that it just isn't needed - even when I am having fun. I think I really did find a gem 3 years ago when I bought this thing. It hasn't lost a single horse from its original power at 85k miles. I've promoted this car to my "ride or die" and hope to post in 10 years that I've passed 150k miles.

 

I just cant believe thats all the HP and Tq they got out of a Stage 1 tune compared to what they advertise???

What am I missing??

 

Maybe the car already had a tune on it?