2003 BMW M5 vs. 2003 Mercedes E55 AMG

This pair has met before. And it's always been a helluva fight. Among the eight intoxicating M and AMG machines we've experienced throughout this hyper-performance, from-Germany-with-Love comparo, these maximum-strength midsize sedans proved most everyone's favorites. I've driven both on Germany's autobahns at their maximum (unfortunately, electronically controlled) limits, and I assure you: They remain mine.

You know the formula: The E55 AMG stems from the standard E-Class sedan, with the basis of its fortification being a superb 5.4L/349-hp SOHC V-8. It's backed by a five-speed automatic transmission, now well-managed by Mercedes' TouchShift electronic control system. The 5 Series becomes an M5 courtesy of an also-handbuilt 5.0L all-alloy DOHC V-8 that delivers an even more impressive 394 hp (same as the Ferrari 360 Modena) V-8. There's considerable race technology here: eight individual throttle butterflies, a semi-dry sump oiling system with scavenging pumps, and a driver selectable sport mode that can adjust throttle tip-in and steering assist for a more aggressive feel. You'd better like clutches and matching revs, as your only transmission choice is a six-speed manual.

Both receive their own brand's elixir of elements to complete and balance their respective performance packages: 18-in. speed-rated rolling stock on light-and beautiful-alloy wheels, upgraded suspensions and brakes, subtle body mods, upgraded interiors with supportive seating, upgraded sound and nav systems, and the obligatory badging. The E55 is unchanged from '01; the M5 differs only in that it received standard automatic headlight controls, a BMW Universal Transceiver, and a new color choice for '02. BMW plans to import about 2400 M5s this year; Mercedes will bring us just 550 AMG-ified Es. Two supremely well-matched players.

These cars aren't quick. They're genuinely fast: The M5 blisters 0-60 mph in a 911-like 4.6 sec. The Mercedes stays in the fours by 0.01 of a second at 4.99. The BMW's approximately 4/10 advantage hangs on through the quarter mile (13.08 at 109.41 mph versus 13.46 at 106.71). The difference isn't so much the old saw about power losses with an automatic transmission as that the Mercedes was all too happy to just smoke 'em at the starting line. In spite of a clutch that takes some practice to be smooth with, Senior Road Test Editor Chris Walton actually found the M5 easier to launch.

Away from the track and on the road, both sedans are fierce mile-eaters. There's plenty of torque for nearly every situation, particularly in the Mercedes; its torque peak is greater, and at a lower rpm, than that of the BMW. We've criticized Mercedes transmissions for lazy downshift, poorly matched gear ratios, and too often being in the wrong gear at the wrong time. None of that applies in this case. The TouchShift's manumatic selector allows you to pop up and down the gears with a light, intuitive flick of the lever. Leave it in Drive, and it responds as if connected to your intent and right foot.

Our slalom test course tends to bring out the best, or worst, in any car's handling portfolio, and here the differences are marked. The M5 clears the conefield at 66.96 mph, with the E55 well back at 62.84. And 4 mph is a big difference in this game. While overall grip levels between the two feel quite similar, the Mercedes doesn't handle high-speed left/right/left transitions nearly as well. Its tail feels pendulous, as if all too happy to come around, when really pushed. The M5 rotates more about its midpoint and feels easier to keep under control. High-speed stability in both cars is exceptional, with a slight nod to the E55. The E also turns in an impressive 120-ft 0-60 braking distance, only bettered by the M5's stellar 116. The Mercedes' steering feels a little heavier, the BMW's offering just a nick more feedback-and each provides worthy, communicative response.