2015 Mercedes-AMG C 63 S review: a boisterous, little hot rod of a sedan

2015 Mercedes-AMG C63 S (photo: Brian Makse)

The Black sheep of the Mercedes-Benz family has arrived and it's AMG tuned. Followoing the introduction of the all-new Mercedes-Benz C-Class last year, we now get the new Mercedes-AMG C 63 with more power, more speed, and more thunderous noises emanating from the exhaust. (see photos)

If that name sounds a little odd, that's because, as of the 2016 model year, no longer are the AMG performance-tuned specials badged as Mercedes-Benzes. All of these enthusiast models are now officially known as Mercedes-AMGs, for a more distinct and simple nomenclature.

Walkaround

The C 63 is perhaps the most understated sedan in its segment. It has the same soft, modern proportions as Mercedes-Benz’s range-topping S-Class, with the dimensions of the brand's entry-level C-Class sedan. In AMG spec, it’s anything but entry level.

The 19-inch forged wheels let you know that the C 63 means business. That they’re wrapped in Michelin Pilot Super Sport rubber says the C 63 is deadly serious about its business. Look through the wheel spokes and you’ll also find massive brake rotors clamped by six-piston calipers.

The front track is wider than your neighbour’s C-Class and with the wider tires, the fenders are a subtle 14mm wider. Unless you look at a standard C-Class and the C 63 side by side, there’s one thing you’d never notice. The AMG is 70 millimetres longer and that additional length is all in the car’s nose, presumably to better fit the V8 engine and revised suspension.

The fascia’s air intakes are larger to support the greater cooling demands of the AMG-built engine – more on that later – and unlike some of the C 63’s competitors aero add-ons, the AMG’s are subtle. Unless you’re looking, you’d be hard pressed to spot the small front splitter and decklid spoiler. AMG fans will also spot the branded, quad tailpipes peeking out from the lower bumper.

Interior

Perhaps the cabin’s most impressive feature is the excellent, optional Recaro front seats. They’re supportive two-piece buckets and despite fundamentally useless openings in the seatbacks for shoulder harness pass-throughs, they are fantastic seats.

The AMG-spec steering wheel is perfect with its thicker wheel rim and sporting shape. Alcantara is in the right spots on the wheel – nine and three – for your perfect hand position, and overall the seating position is excellent in terms of both driver interface and visibility.

Technology

The C 63 is fitted with the new C-Class’ updated COMAND infotainment unit and the only thing I’m willing to complain about is that it takes a little while to learn. Even after a week, I was struggling to remember some basic functions, but a couple of days into another Mercedes-AMG test, I had it figured out.

The model I tested is specifically the C 63 S, meaning it has more power and torque than the standard C 63, and it also features some interesting technology. First, there is now an electronically-controlled limited slip differential and these things are simply magic because they’re capable of a range of operation that no mechanical diff can even dream of. In the C 63 S, the diff dials in the right amount of lock under power and opens up for braking stability.

The S also gets dynamic engine mounts whose merits wonderfully bridge the gap between comfort and outright performance. They’re soft in standard drive modes, but when you switch the car to Sport+ or Race modes, the mounts instantly firm up and you actually can feel that in the small of your back. It’s like the car tenses up, ready to be hustled. Very cool, AMG.

The AMG DYNAMIC SELECT is a fancy way of saying you can choose from four drive modes, plus one personalized mode. The only thing that’s really disingenuous with this car is that in Race mode, it dials up all of the powertrain settings, but it leaves ESP in sport, so you have to turn it off if you want to slide the car. That’s not really race mode.

Performance

Both C 63 and C 63 S use AMG’s new 4.0-litre V8 which features some pretty innovative tech. The turbos are actually inside the engine’s V, something AMG is able accomplish by reversing intake and exhaust gas routing. It’s pretty clever and does a great job of minimizing turbo lag to the point of it being completely unnoticeable.

The engine, however, does throw tons of heat and is one of the hottest in recent memory. On the other hand, it’s entirely worth it, because this motor makes 503 hp and 516 pounds of torque in C 63 S spec, which makes it the most powerful in the category. Officially it's rated to do 0-to-100km/hr in 4 seconds. It’s also the best sounding engine in the category (just watch the accompanying video to hear it for yourself).

The transmission is a remarkably well-rounded 7-speed dual clutch box. It’s quick and smooth, both up and down the gears, and only faintly reluctant at parking speeds. It’s definitely easier to live with than the M3’s dual clutch.

The three stage dampers should take advantage of the more rigid chassis and make the ride relatively comfortable in default mode, but spring rates are on the firm side and make no mistake, this car does not ride like your mom’s Mercedes. It has such a firm ride that it’s difficult to tell the differences between the damping modes.

Steering response is fantastic, nice and quick. It probably has the most assist of any car in the segment, yet is still very precise. Braking is excellent and it shouldn’t be a surprise given the massive brake package. Brake modulation and feel is quite good, giving the driver real confidence with the pedal. Speaking of pedals, throttle response is far more linear and ultimately superior to the M3.

Chassis balance is very good, but I’m not willing to say excellent, because you get slightly better feel from the M3’s chassis. On the other hand, if you’re an experienced driver, feel is secondary and you can really get on top of this car and hustle it through any corner.

Value

The C 63 starts at $74,000, making it $2,000 more than BMW M3 and a significant $8,000 more than Cadillac ATS-V, making the iron from Detroit a veritable bargain in this segment. This C 63 S, with its more power and torque, as well as the excellent e-diff, among the other S equipment, is the one you want and starts at $82,900.

As tested, with Intelligent Drive and Premium Packages, as well as the interior’s carbon fibre trim and the excellent aforementioned seats, this C 63 S rings it at $94,200. Similarly equipped, an M3 costs about the same, while ATS-V is the performance bargain at around $80,000. For manual transmission die hards, the C 63 is the only car in the segment that does not have one available, but I never once missed it during my test.

Conclusion

The AMG perfectly fills the gap between the clinically precise BMW M3 and the cutting edge Cadillac ATS-V with a boisterous, little hot rod of a sedan from Stuttgart. It certainly sounds the best and, for bench racers at least, you’ve got horsepower bragging rights, as it’s the most powerful sedan in the segment.

Overall, the C 63 S is another wicked option in the highly competitive performance sedan segment. In my book, it’s a very compelling option and if you’re shopping for one of these hot sedans, I don’t envy you because you’ve got a tough decision to make.