Mercedes-Benz C 63 AMG Coupe 2011 Review

Mercedes-Benz C 63 AMG Coupe

The sound is pure racecar, and yet the car stays within emission norms and doesn't use any extra fuel.

It's proof that while the engineers at AMG, Mercedes-Benz's performance arm, are petrolheads at heart, they recognise that performance cars are a privilege in an ever-greening world.

There's little surprise then that the latest C63 is more fuel efficient than the car it replaces. Fortunately for the rest of us, it's also faster – and as well as getting a facelift with more than a hint of aggression, it now comes in coupe as well and wagon and sedan variants.

The sedan and wagon C63s have been the most popular AMG cars Down Under. Since the range's introduction in 2008, sales have risen to over 500 units per year. In 2011 it's likely sales will settle just short of that mark but only because with the facelift, stock levels have been down. The arrival of the coupe variant should see 2010's record of 533 C63s in a year smashed...

Benz insiders are quietly talking of sales numbers of 150 units-plus for the two door, with little substitution.

While we'll concentrate on the Coupe in this first drive, we'll outline the very minor equipment and performance differences for the sedan and wagon where possible. There's minimal difference – essentially you ‘pays your money and makes your choice’.

That money starts at $152,900 for the sedan. For your choice of coupe or wagon, AMG asks another $2000… Loose change once you're in this region.

Of a more substantial increment is the Performance Package (PP). Priced at $14,900, the PP boosts power by 22kW (thanks to the addition of SLS Gullwing engine internals), delivers minor trim changes inside and out, adds a carbon-fibre rear spoiler (on sedan and coupe), 19-inch alloys and an upgraded brake package. Almost 50 per cent of Aussie C63 buyers tick this box.

Unlike like some other AMG PPs, a limited slip differential is not included. It's now optional ($4850) but, incongruously, not available on the wagon.

Though the Mercedes-Benz option catalogue is substantial, there's little need to dip into it when you choose the ultimate C-Class. Like all of the facelifted Cs, the C63 benefits from a palpable interior upgrade and significant technology improvements – in terms of telematics, connectivity, satnav and the like. Check out our international and local launch reviews of the upgraded W204 C-Class platforms for more details.

Standard equipment across the C63 trio includes bespoke AMG instrument panel with colour TFT performance-oriented enhanced trip computer and display. The full COMAND sat-nav and audio system with Bluetooth streaming and telephone connectivity is standard and Aussie C63s also get 'Designo' Nappa leather upholstery in place of the Artico 'pleather' offered in other markets. The coupe model comes with panoramic glass sunroof as standard.

A two-tone Nappa interior is now a no-cost option – and looks better than it sounds. But be warned you'll pay plenty for the carbon-fibre dress-up kits Benz offers. The interior version costs $4840!

Boy racers may like AMG's new flat-topped and bottomed steering wheel (straight from CLS 63 AMG). Of the wheels on the outside of the car, standard is a choice of two 18-inch five-spoke designs. PP buyers get a 16-spoke bright 19-inch wheel standard. A black version with polished rim is optional – and looks THE business!

Go-fast tweaks include more heavily bolstered front sport seats but the sedan and wagon retain five-seat practicality -- unlike some of their counterparts in the segment. The Estate gets a 'normal' Benz luggage area with proper tie-down points, etc... It's even got a roof rack!

The two-door C-class rolls on the same wheelbase as the sedan and wagon. Thus while rear passengers do have to perform the normal two-door scramble, once seated there's plenty of room in individual, non adjustable 'buckets'. Cleverly, the folding electric front seats have an anti-crush function which means the front occupants can flick and forget the front seats without risking rear legs and toes.

Boot space is better than ample on the coupe. I was able to easily transport my bicycle without removing the front wheel thanks to the folding rear seat backs.

As in the E and CLS 63, the MCT features C (Controlled Efficiency), Sport and Sport+ modes. There is also a M (manual) mode for those so inclined.

Manual changes can be made via the gear shifter (a conventional toothed gate (unlike the new E63's abbreviated item, with push for Park) or steering wheel-mounted paddles... These are lovely alloy items that feel much better in hand than the old plastic units.

RS (Race Start) launch control is also standard -- though we resisted the temptation to use it during our mainly urban test period.

The MCT box delivers significant efficiency gains and very rapid (as fast as 100 millisecond) yet smooth changes when used in anger. There's a coast function when used in standard C mode that helps improve fuel economy and in Sport+ and Manual modes auto throttle blips on downchanges… Plus the gorgeous popping et al on the overrun – perhaps our favourite feature.

Engine changes are minor – at least in terms of hardware. The 6.2-litre V8 is essentially unchanged (AMG has worked to standardise some parts across the models that still use this engine – C63 and SLS) as are its outputs -- 336kW and 600Nm. The Performance Pack adds 22kW and 20Nm.

Mercedes-Benz claims a 0-100km/h time of 4.4, 4.5 and 4.6sec for the Coupe, Sedan and Estate respectively. Fuel economy has been reduced from over 14L/100km to 12.1L/100km for the sedan and coupe. The Wagon is 0.2L/100km thirstier.

Unlike most other performance cars, we were able to get remarkably close to the combined figure during our test period. Over a week or so of urban driving our C63 Coupe tester returned an impressive 13.7L/100km. Yes, we know what you're going to say – we should have been trying harder!

Other tweaks have been made to improve the C63. Both steering and suspension settings have been amended. For example, the new AMG steering system features a hydraulic on-demand steering pump and a sharper steering ratio. Steering column bushes have been changed to improve steering precision and front suspension geometry tweaked to make the wheel self-centre with more authority.

Brakes remain substantial 360mm discs all around. Performance Pack versions are 'composite' semi-floating designs which are easily picked thanks to the yellow-painted brake calipers.

Don't let Benz's 'composite' label trick you into thinking carbon-ceramic – the term relates to the use of aluminium top-hats to reduce unsprung mass. No carbon-ceramic option is offered on the C63 – though that may change when the Black Series version arrives...

As noted above, 18-inch wheels are standard with 19s available optionally and as part of the Performance Pack. Tyre sections are 235/40 and 255/35 on the standard wheels and 235/35 and 255/30 on PP equipped cars.

Our tester, a preproduction car, was a PP-equipped coupe but rode on 18-inch wheels. The ride was firm enough to question whether 19s are a smart move.

SAFETY

In keeping with its performance bent, there is a multistage stability control system that allows the choice of conventional levels of control, a looser setting that allows some tail-out action at the track, and the leave-your-brains-in-the-toolbox OFF position.

The last setting is usually accompanied with copious amounts of white smoke and a hefty bill for a new set of rear tyres. Or as one L Hamilton found out – an impoundment notice and hefty bill from the Old Bill.

As is the case with the new-generation C-Class a significant number of higher-tech safety systems are now available optionally. Everything from Blind Spot and Lane Keeping Assist to Adaptive (auto) headlamps systems can be optioned into the car.

At $150K-plus, however, we're surprised that radar cruise control is not standard across the C63 line-up. At least items like park assist and rear camera are...

BMW's M3 is available in coupe, sedan and coupe/cabriolet variants and is perhaps the most direct competitor for the C63. The BMW is a nimbler car in our experience. Though it lacks sledgehammer stomp of the C63, it builds speed with abandon and is plenty fast.

If you drove on a racetrack every day you'd pick the BMW. But we don't...

Audi's V8 RS5 is significantly more expensive than the C63 and is only available in coupe currently. It's a rip-snorter but lacks the rear-drive antics that endear the C63 so much. Its supercharged V6 S4 stablemate offers sedan and Avant (wagon) alternatives but in this company is out of its depth.

The other close competitor to the C63 is Lexus IS F. Much improved in its latest versions – with another round of suspension, diff and steering tweaks – the IS F is a very likeable sports sedan. If Lexus produced a smartly-styled wagon version, I could be very tempted…

He wrote: "Where the C250 is alive with information and dances with each subtle change in steering input or road surface, there's a blankness to the C63's steering on turn-in... More grip or not, most people will be faster at the front half of a corner in the standard car...

"Fire it into a longer corner though and it's a different story. The weight of the chassis quickly sits over the outside rear corner on throttle and you can alter the loaded wheel easily, depending on your inputs."

He's a good steerer, our MT, and not a bad writer. And in this example he's nailed it in one. And perhaps delivered a hint why BMW M3 buyers and C63 will remain in their traditional camps – never the twain shall meet.

Where BMW's amped-up midsizer is all about finesse, feel and precision, the C63 has always been about lifting heavy things, talking loudly and stomping on small furry things that go squeak.

There's reasonable feel through the steering of the latest car and AMG has unlocked more potential from the chassis – you'll only get near its limits at the racetrack. But equally it's clear it's not possessed of the jewel-like sharpness of the Beemer. That's not a huge negative in my book – just a fact. And the very reason why AMG has the fans it does.

The latest car gets a bodykit that's none-too subtle and it suits the C down to the ground. In fact, put the old and new C63 together and despite the fact the number of hard parts changed is small, there looks to be more than a generation of change.

The car bellows when you hit the start button (local C63 get proximity key and push button start) and at low speed emits a burble that turns (petrol)heads. Hit the throttle and it simply jumps forward and barks at you – usually in that order. Unless the road's damp, that is, when forward motion is momentarily delayed while lights on the dash flash and the rear tyres subtly warm themselves (not!).

In our nanny state driving the C63 becomes an exercise in self control. Even light throttle openings yield fruity acceleration. Thus it's a very pleasant sensation to use the MCT box in manual via the paddles, pick a high gear and let the engine torque itself into action -- all the while accompanied by a fantastic V8 soundtrack.

The C63s are feel-good cars – in each of their iterations. Though you can sign me up for the wagon, the new Coupe will tempt plenty. It's handsome and just a little bit wicked in a slightly overdone way. And as a very close friend of mine insists – it's better to be overdone than overlooked.

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