BMW M3 CS v Mercedes-AMG C 63 S 2019 Comparison
A head-to-head between old arch-rivals takes an interesting turn on circuitBrutes in suits
When vegans invading farms and both sides of politics talking about electric cars are considered mainstream, there is something intrinsically appealing and liberating about a tyre-smoking, eardrum-bursting sports sedan.
Especially one in a Versace suit.
The perennial mid-size showdown is defined by two famous German sports sedans, in particular – the Mercedes-AMG C 63 and the BMW M3.
Both have managed to stay apace of our emission-friendly, politically-correct modern lives while remaining dynamically sharp, sophisticated and resolute; no mean feat.
The premise for this track test is to discover the dynamic wares of two specifically new models: the recently-updated Mercedes-AMG C 63 S and the flagship BMW M3 CS.
Why are we comparing them?
M versus AMG warfare has been happening for decades and, when it comes to mid-size sports sedans, in recent years the Benz has been heavily favoured in most road-based comparisons.
The reason for this track comparison is simple. Mercedes-AMG has just updated the strong-selling C 63 S, introducing softer rear suspension and a new nine-stage stability control suite, among other items.
Over in the red, white and blue camp is the most-focussed (and in our opinion, best) version of the current F80-series M3 line excluding the M4 GTS – the limited-production M3 CS, or Club Sport.
With Mercedes-AMG and BMW M each claiming a broader dynamic envelope than before, it begs the question: has either offering gone soft?
A track battle awaits.
Who will they appeal to?
Hoons and the well-heeled will be particularly drawn to the M3 CS and C 63 S.
Both can cover the 0-100km/h dash in four seconds or less – M3 CS in 3.9sec and the C 63 S in 4.0sec – and both are rear-wheel drive and fitted with automatic transmissions; the Bimmer a seven-speed dual-clutch and the Benz a new nine-speed.
The down-sizing trend has affected both BMW and Mercedes-AMG as their makers strive to meet tighter emissions regs. Whereas not so long ago both employed naturally-aspirated bent-eights, the C 63 S now uses a 4.0-litre twin-turbo V8 and the M3 a 3.0-litre twin-turbo inline six.
Notwithstanding the horsepower on offer, both are cloaked in fancy velvet wrapping thanks to myriad tech, safety and luxury features, as well. That’s because, for the large part, both are everyday drivers that often ferry around little ones.
The Mercedes-AMG occupies most of the spotlight from a fitout and appointment perspective, its opulent cabin furnished in quality leather, brushed metal and large immersive digital displays. Even in standard trim, the interior bristles with soft ambient lighting, Nappa leather upholstery and deep sports seats.
The M3 CS is a little light-on in comparison, with a relatively sparse cabin layout comprising dozens of hard-wired buttons and arguably less detail and trimmings.
But there are some cool performance touches, like the thick-rimmed, Alcantara-clad steering wheel finished with a rally-style straight-ahead etched into the 12 o’clock position, an embroided CS on the Alcantara dashboard plus grippy and supportive front bucket chairs.
If cabins were considered a portent for driving performance, you can see where this comparison is going…
In the engine department, it is the C 63 S that takes the headline figures – its 375kW/700Nm outputs dwarfing the CS’s 338kW and 600Nm on paper.
Moreover, the Benz delivers its power and torque figures earlier in the rev range, however, it will ask for more premium unleaded in doing so – a moot point, potentially, for either of these car’s target audiences.
Both offerings feature autonomous emergency braking and a full safety suite.
How much do they cost?
It’s a one-sided contest from a price perspective – again in favour of the AMG. The C 63 S starts at $160,900 (plus on-road), which is $20,000 less than its opponent despite a $3689 increase for the 2019 model year.
The M3 CS is priced at $179,529 (plus on-road costs), which is a considerable $50,000 more than the cheapest M3 Pure variant on sale, and $33,000 more than the next-best M3 Competition.
BMW justifies the extra spend with lashings of carbon-fibre (roof, bonnet, front splitter, rear diffuser, spoiler lip), forged aluminium wheels, geometry tweaks, firmer dampers and software tweaks to the power steering, electronically-controlled rear diff and stability systems. You’re also getting an additional 7kW and 50Nm over the donor model.
Another telling point of difference between M3 and C63 is rubber. Whereas the M-car has incredible Michelin Pilot Sport Cup 2 rubber, the AMG wears lesser Michelin Pilot Super Sport tyres.
Both cars are backed by three-year/100,000km warranties and are available with pre-priced servicing schemes. Redbook data reveals the C 63 is the better of the two in terms of resale value (based on trade-in value after three years).
What do they do well?
Let’s cut to the chase here: the M3 CS is sublime on circuit. Sure, it foregoes some luxury items and the F80 cabin is truly feeling its age in the face of the all-new BMW 3 Series range, but from a dynamic point of view it is unstoppable at Winton Motor Raceway.
In the hands of our resident racer, Luke Youlden (of Bathurst 1000 fame), the M3 CS singlehandedly beats every competitor’s lap at Winton from last year’s Australia’s Best Driver’s Car awards.
In fact, the M3 CS didn’t just beat them, it brained them; besting the times of all but one car – the $250,000 E 63 S 4MATIC+ -- by more than 1.5 seconds.
Over to Luke: “The grip is excellent around Winton and the CS is really well planted, but equally, the car feels angry and it feels racey. Turn-in is phenomenal and during steady-state cornering, it has so much grip on offer,” he said.
“What’s most surprising is the engine’s punch. On paper, the AMG has way more power and torque but it feels the opposite on circuit – the C 63 feels lazy in comparison. I’m manually shifting, but I prefer the gearing of the M3 – you’re not having to forever pull gears.”
To the lay driver, the CS is a rawer, more purposeful take on the M3. It eschews the light-switch style traits of the early F80 cars and feels more holistic on circuit, with meaty steering, excellent front-to-rear balance and a true agility at its core.
It is also more forgiving to drivers who aren’t Luke Youlden, with nicely metred slides and a discerning Sport mode in the stability control suite.
Officially, the M3 CS finishes with a respectable 1:32.53 lap time.
On the other side of the coin comes the C 63 S, which manages a 1:36.69 -- still not a bad feat, and good enough for fourth among our ABDC cohort.
But as Luke describes, the Mercedes-AMG is a “country mile” from the BMW when it comes to track work.
The yawning gap between the two comes down to a couple of intrinsic factors; the Benz’s tare weight is some 250kg more than the BMW’s and its rubber gives away valuable adhesion – and time – compared with the M3’s sticky Pilot Sport Cup 2 tyres.
“I’d say at least a second for the tyres and three seconds for the weight,” says Luke, rather astutely.
“The weight disadvantage is the biggest thing. The C 63 feels heavier and doughier in comparison, it has more weight over the nose and it struggles for grip, particularly in the rear.
“It’s a really strong car in isolation and still fun on a circuit, but it’s just not as competent as the BMW.
“If you want a track car, it has always been the same – you’d track the M3 over the C 63 every day.”
In the hands of a regular driver, the C 63 lacks the basic agility of the M3 through Winton’s tighter sections, and while its V8 feels and sounds muscular, it doesn’t quite match the M3 in middling revs.
Rear grip does present a problem upon exiting some corners, too; even with the Sport mode engaged in the stability control system, the electronic reins are automatically applied.
What is clear is the C 63 S is better tailored for road driving. In its latest update, Benz has smoothed the edges of its loud brute, with a softer rear-end, more refined transmission and added technology.
A track comparison is hardly the last word in deciding which one you’d purchase as a daily driver, but the C 63 has traditionally been the smarter, quieter and more refined of the two on the road.
In this case, the M3 CS is your go-to track option.
What could they do better?
The BMW M3 CS’s immediate shortcoming is its price and its age, which will both be remedied by an all-new replacement within about two years.
Another blight on the M3 is its finicky launch control system, which cannot consistently lay down the rubber with the same ease as its opponent.
For the C 63, yes it could be a better track car, but that would dilute some of AMG’s broader road focus.
Which wins, and why?
Were this a wider-reaching comparison, the result could easily swing in favour of the mighty Benz, reflective of its vastly superior equipment and technology, stunning interior and sonorous engine.
However, there is simply no argument to the physics and numbers with which the M3 CS covers the Winton circuit.
BMW says the M3 CS is made for circuit driving. In this comparison, it man-handles its opponent with a capital M.
How much does the 2019 BMW M3 CS cost?
Price: $179,900 (plus on-road costs)
Engine: 3.0-litre twin-turbo straight-six
Output: 338kW/600Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 8.3L/100km (ADR Combined)
CO2: 194g/km (ADR Combined)
Safety rating: Five-star ANCAP
How much does the 2019 Mercedes-AMG C 63 S cost?
Price: $160,900 (plus on-road costs)
Engine: 4.0-litre twin-turbo V8
Output: 375kW/600Nm
Transmission: Nine-speed semi-automatic
Fuel: 10.4L/100km (ADR Combined)
CO2: 237g/km (ADR Combined)
Safety rating: Five-star ANCAP
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