Ironically, after penning yesterday's piece about the need for an E63 AMG Coupe, look what I happen to run into...
Source: rp
With the 2010 E63 beginning to roll-out in Europe this month and slated to debut in the U.S. in November, this was the last thing I expected to see parked several blocks from downtown Ridgewood, NJ. Decked out in an absolutely sinister-looking black on black combination, the new E63 looks menacing standing still.
An interesting aspect about this new E-class AMG is that I nearly passed it, perhaps it was the black paint job, because it remains relatively subdued. Sporting Florida manufacturer plates, I assume it was a car from Mercedes-Benz's North American Headquarters, located only minutes away in Montvale, NJ.
Ah, the beauty of living in Bergen County. Home to Mercedes-Benz, BMW, Jaguar, Volvo and Ferrari/Maserati/Alfa.
There is something supernatural about an inanimate object that has character; an entity that has no soul or life, but manages to create a connection with us.
It is not unusual to hear of a child who becomes attached to their beloved stuffed animal.But, when an adult becomes attached to a telephone or a vehicle and personifies the object, there are two things that spring to mind: one, the individual is mad. Two, the item is that good.
In regards to Mercedes-Benz’s C63 AMG, it is that good.
Source: Mercedes-Benz Media
This neatly brings us to why I am writing this.Back in late April, Mercedes hosted a press event for their all-new 2010 E-class.While showcasing the new E-class sedan and coupe variants, Benz happened to give us a peak at the all-new 2010 E63 AMG.Not only did its aggressive front valence and squared off, quad-tipped exhaust look appealing, but the sound that resonated from the 63’s 518-horsepower and 465 lb-ft V8 shook the room.I was caught behind the exhaust on one of the higher revs and literally jumped from the sound.
Following the up close and personal look at the 2010 E63, the next morning, Mercedes officials announced that there would not be a 2010 E63 Coupe.
What?After two previous generations of CLK AMG’s now they kill it?I could understand if the AMG program was being cut back on a larger scale but when I see ML63s, G55s and S/CL 63/65s being produced, it makes me wonder: why NOT an E63 Coupe?If anything, an AMG coupe would be right up its alley and could give some competition to the BMW M3 and upcoming Cadillac CTS-V Coupe.And, I do not even want to hear the E63 Coupe would be “too niche,” because that did not stop production of the CL63 and CL65.
Source: rp
It is not that the E550 Coupe was a bad driver.In fact, it was quite good.Equipped with a solid motor, it launches off the line with haste, the 550 Coupe corners with limited body roll and it is suave – props to the elimination of the B-pillar.The bigger problem lies within its personality; it is soft.And the AMGs of the world are anything but.
An AMG is the equivalent of a snarling bank robber strolling into a bank, blowing up the vault and rushing out the door with a big bag of cash.Mind you, the whole time the thief wears an Armani suit.
The point is, an AMG is meant to be a rawer version of a well-mannered Benz, which is exactly what the E550 Coupe is.Why not inject some personality into it?
That is what made the C63 endearing.It is loud, unrefined and it wants to put you into the seat.The C63 AMG is unbelievably brutal.Who is not a fan of the loud guy at the party?
Call me crazy but there is a connection between man and cars.If you have driven an AMG, you would believe it too.Just do not check me into the insane asylum.
The sound of a car can tell a lot.Almost like a picture, an exhaust note can say 1,000 words.For instance, when you hear an Aston Martin or Ferrari V12, singing their siren-like harmonies, it is clear they are trying to lure you in to seduce you.Then there are brutes.
Sounding more like a chainsaw on steroids or a boater’s dream, there are not too many cars that classify in this realm.And, rightfully so.Usually these cars have monstrous V8s bulging out of engine bay and enough torque to warrant a visit to the emergency room, simply to remove the silly smile off your face.That is the brilliant thing about performance cars, they are edgy and downright in your face; a proper sports car does not apologize for its behavior.Neither does the subject of this review.
Source: rp
With its blatant overindulgence in guttural, V8 burbles and unique whip cracking finale, the C63 AMG has one of the most radical stock exhaust notes I have heard.
It is as though the 63 met the innocent C-class, took it on a bender and de-flowered it.The brilliant noise provides this C-class with serious character.Previous experience in Mercedes-Benz’s products left me yearning for more as they came off as uninspired and isolated automobiles – the 63 could not be more disparate.
Comparing the AMG to the standard C-class is like comparing apples and oranges.They are not even in the same league, forget about the ballpark.There are a number of improvements on the C63 that speak to the gravity AMG brings to the table.
Source: rp
The most significant change is the wider track, nearly one and a half inches wider in front and a half inch in the rear.This endows the front end with flares so generous it makes DTM race cars jealous.
Ironically though, it is becoming harder to distinguish AMGs from their mediocre counterparts.With the popularity of C-class sport models, bearing similar styling treatments, now the AMG has some subtleness to it.If you debadge the nameplates on the car I am willing to wager that most people will overlook the quad exhaust tips. So, in some respects it is a sleeper.For some reason, this AMG’s styling reminds me of the B5 Audi RS4 with more flare – no pun intended.Perhaps it is the venting, located in the front valence, just beyond the front tires.
Source: rp
Regardless, it is a damn good looking sedan.At first the styling was not appreciated but over time it seems to grow on you.There are two ways to tell if you adore a car: the turnaround or by the continuous infatuation with driving said vehicle.And, every time I locked the Mercedes and walked away, I could not resist turning back to look.It is as though you are betraying the car by letting it sit still.
Source: rp
In the cockpit, AMG has revamped the interior to meet their discerning approval.Besides throwing in some aluminum trim, they have added sport seats, which are easily the most supportive I have ever experienced.Warning: being 6’8, 240 lbs I just made the cut.Any bigger and you will certainly be agitated by the narrow seat.But, if you are on the petit side, the vehicle is equipped with adjustable bolsters.If adjusted tighter, you are not moving far – if at all – while going into a tight corner.
Source: rp
Additionally you will find the thick, flat-bottomed, three-spoke steering wheel.Immediately behind this are the steering wheel mounted, silver paddle shifters for the seven-speed automatic transmission.Adorning the floor are AMG specific carpeted mats and tasteful aluminum pedals.Very attractive add-ons that serve more functional purpose, excluding the floor mats, rather than aesthetics.Overall though, I feel the interior seems to be designed rather American-like.
This is not necessarily a bad thing because older Benz interiors were rife with confusing ergonomics and were overwhelming to be surrounded by.Now, there are larger buttons and easy to understand symbols.Where this German’s interior differentiates from the American interiors is quality.Panels are fitted closely, materials are first rate and over bumps the interior is solid as a rock.My only grievances are the chintzy window switches and the abuse of chrome throughout the interior.Chrome accenting the dash, doors, trim bits, buttons, instrument cluster, cupholders and speaker surrounds is overkill.This was also experienced in the 2010 E-class.Moderation is key.
Source: rp
Although set up in a different way, Mercedes’ navigation interface is reminiscent of Audi’s MMI unit with more refinement.It is easy to use as it is equipped with center stack mounted sectional buttons (Radio, Disc, Navi, Tel, etc.) and an MMI-like circular switch flanked by Back and Clr buttons.The new software manages to flow around the system without lag and calculates/recalculates routes with haste.This is where it beats Audi’s system.No waiting around for eons.
More importantly, the C63 AMG is not meant to be ogled, it is meant to be driven and driven hard.This was apparent as my tester came with nearly no tread on the rear tires, clearly, other journalists had been doing an impressive amount of burnouts.Surprisingly though, the C63 remained planted throughout testing and did not get hairy in rainy conditions.
Under the Gullwing-inspired, “power dome” bonnet lives a 6.3 liter V8 producing 451 horsepower and 443 lb-ft of torque, there is an overabundance of power.I never thought I would say such a thing.Acceleration is brutal and harsh, with passengers becoming pinned in their seats or head slamming into the headrest.With wide open throttle, you plant your foot through the aluminum pedal and hang onto the steering wheel as you feel yourself dramatically pulled back.
Benz claims the 63 can achieve 0-60 in 4.3 seconds but it feels as fast, if not faster, than Cadillac’s CTS-V, which runs up to 60 MPH in 3.9 seconds.But, even more impressive is how quick the AMG can go from 60 to triple digits.
Can you say warp speed?Mind you this was with bald tires.
Source: rp
Mated to this badass V8 is a seven-speed automatic gearbox that can be operated VIA paddle shifters on the steering wheel.Named SPEEDSHIFT, it has three driving modes: “Sport,” “Comfort,” and “Manual.”Each has their own personality.Comfort gives the slowest shifts, and is tuned to provide less revs and gear holding.Sport mode shifts approximately 30 percent faster than Comfort and holds gears for higher revs.However, if you want the most impressive performance, it is wise to engage Manual.Mercedes says this mode shifts 50 percent faster than Comfort.Interestingly enough, to change gears VIA the shifter you have to move it to the left, to downshift, and to the right, to upshift.At first it seems pretty awkward but when you observe the instrumentation it makes total sense.
At the end of my time with the C63, however, I still preferred the traditional up and down actuation seen in many contemporary auto/manuals.
With its widened stance, the updated suspension works wonders through sweeping turns and handles punishing surfaces to the best of its ability.The AMG saloon is outfitted with a three-link front axle and a reengineered multi-link independent rear suspension that dials in more camber.This translates into a very capable cornering fiend that eats turns for breakfast.
Source: rp
Through twisties, the car feels as though it is on rails with manageable traction.
If that is too mundane for you, just push it past the limit and she will gently show you the tail end.Turning on the ESP Sport mode may inhibit your tail wagging at some point but it will definitely keep you out of a tree.
Impressively, the 63 has limited body roll and its suspension drives well in varying conditions.This German is versatile.Unlike Pontiac’s G8 GXP, which felt wooden, the AMG feels nimble and on its toes.Weighing in at nearly 3,650 lbs it is only 11 lbs heavier than a C350 and about 80 pounds lighter than a BMW M3 sedan.It is stiff without going overboard, like the Lexus IS-F that bounces frenetically down the highway.Although some may say it takes bumps on the harsher side, it comes with the territory of a rigid suspension and low profile tires.
Steering wise, the C63 is on the heavier side but not as though the front wheels are dipped in concrete.And, at low speeds it does not become so loose that driver’s lose confidence in the capability of the vehicle.Props goes to Mercedes for creating a steering set up that actually has some road feel.I know, I too was shocked.
Source: rp
At speed the car tracks the road perfectly and its inputs are dead on accurate without feeling as heavy as an elephant.Once again, the car proved it has the capability to maneuver and it is not like a vintage, straight-line performing American V8.
Coming to a stop, there is some serious hardware braking the C63.Vented and drilled, the AMG boasts 14.2 inch rotors up front squeezed by six piston calipers.The rear brakes measure 13 inches and are suppressed by four piston calipers.More or less, when getting on the brakes with gusto, it puts your stomach into your throat.Slightly uncomfortable but totally necessary.I put them to good use while driving on one of New Jersey’s finest roadways and a massive black bear was curious what all the racket was about.Mercedes-Benz C63 AMG brakes 1, black bear 0.
Remember though, all of these shenanigans comes at a price; thirsty drinking.Although the EPA rated the AMG at 12 city and 19 highway, with combined mileage of 15, I achieved just above 14 MPG after a week.Although I drove aggressively, I did put on a decent amount of highway mileage, which I assume dragged the MPG figure upwards.Considering the power driving the AMG, I was somewhat happy with my number.
Source: rp
In the end, giving back the keys to the C63 was a painful handoff.After all we had been through, and my countless turnarounds to look back at the hardcore Benz, it seemed as though it was personified.I have had it easier breaking up with ex-girlfriends, is that wrong?It is quite possible that I had a tinge of withdrawal the day after.
How do I figure that?The AMG is a drug.Every moment I was driving it, there was an immense, pleasure-filled rush and when I was not driving it, I craved three letters: A-M-G.
This is what makes a brilliant car.
I had not spent a week with an Alpine White, cold-skinned automobile.I had spent a week with a robust, powerful character.The formula that MB utilized on creating this car better continue on throughout the next generations of product because it is stellar.
Source: rp
If anyone is looking for a partner in a bank heist, count me in.Although the AMG is competitively priced in the market, it still boasts a $58,075 base price – including destination and a gas guzzler tax.As tested, with the goodies, and you are looking at a price just above $66,000.
At the time of publication, I had still not received the opportunity to drive the BMW M3.When the time comes, I would love to do a showdown.And, it may be a good thing I have not received the chance to drive an M sedan because I cannot imagine driving getting much better than the Mercedes-Benz C63.Keep them coming, boys.
Nearly as American as the hamburger, fries and a milkshake, it is a shame to see it go.It has been around since the mid 1920s and has been a driving force behind sensational products.When it was announced, on that fateful April day, that Pontiac would be phased out, I believe a part of every automotive enthusiast died.
Infamously known as a brand vying to put an aggressive spin on General Motors products, Pontiac had dialed up the sport and created years worth of memorable cars. Let us think back: the Bonneville, GTO, Firebird and G8 are all landmark vehicles.On the day they have decided to cease production of the Solstice I figured would be the best time to write an obituary for Pontiac.Then I started thinking.If anything, this should be a celebration and a time to memorialize the brand’s greatness.
Source: media.gm.com
Meaning there was only one thing to do: review the G8 GXP.
Let’s face it, Pontiac is in their predicament for one reason.It was not producing exciting, innovative products – which was the core of its original mission.To be an “athletic” brand, it had to bring together powerful motors, in-your-face styling and impressive driving dynamics.
But, in 2004 Pontiac had a renaissance and it started with the new GTO.Based off of GM’s Holden, it looked rather bland inside and out.In a day and age with the retro design throwbacks, coupled with the new Dodge Charger and a vintage-inspired Ford Mustang roaming the streets, it was a slaughter.Lacking any true Pontiac bloodline, the Holden was ignored.
One would think that the Holden-inspired G8 would suffer the same fate but it did not.
Source: media.gm.com
Styling wise it is a mesh of conservative lines paired with subtle undertones of sporty intentions.A quad-tipped exhaust system is integrated into the rear diffuser, a rear lip spoiler finds its home on the boot, large intakes are placed in the facade and 19 inch, polished rims provide a foundation.It is as though Pontiac took a page from Mercedes-Benz’s W124 E500 and BMW’s E39 M5 playbook.Well done, indeed.
Behind the wheel, the interior is put together well and is solid; however, the materials utilized leave much to be desired.For example, the silver interior trim bits appear to be simply painted plastic, leather that covers the seats and doors feels more like leatherette, and the upper dash is a peculiar hard plastic.It is rugged.
Source: media.gm.com
My biggest pet peeve is the E-brake handle, which is incorporated into the center console when not applied.But, when you pull it up to apply the E-brake it looks awful; a cheap mass of black plastic with an unsightly black tube.The trick: leave the E-brake down.
For nearly $40,000 it is normal to have higher expectations.
At least it is solid and there is plenty of room in all directions.Thanks to a large greenhouse, there is ample headroom – even for giants – and legroom, front and rear, is nearly endless.No buts about it, the G8 is a large car.This startled me because originally I did not realize how massive the G8 really was until it was in my driveway.
Source: media.gm.com
Switching gears, there is something endearing about the simplicity and straightforwardness that lingers around the G8.There are no transmission settings nor is there any fancy dual-clutch gearbox or inflatable bolsters integrated into the seats.With this Pontiac, what you see is what you get.And, I am fine with that because that is how a performance automobile should be.You get an emergency brake, a shifter and a steering wheel.That is all the gadgetry you need.
Source: media.gm.com
Twist the key and start the 6.2 liter LS3 V8; it growls to life with a bassy tone.Producing a respectable 415-horsepower and a hefty 415 lb-ft of torque, the GXP accelerates to 60 in an impressive 4.6 seconds.I reckon this can be improved if there were wider rear tires.Countless times I found the GXP wagging its tail and trying its very best to find traction at the back end.
Want to hear one of the greatest soundtracks?Upon lifting off the throttle, on the overrun, you will hear one of the finest tunes of the land: pops and bangs.
Accompanying this motor, for my test vehicle, was a six-speed automatic.I highly suggest going for the manual and not because the automatic was bad – in fact it was a pretty good example with timely shifting – but because the manual will induce more rawness into the GXP.
And as much as I love accelerating, it is just as crucial to have stopping power.Pontiac turned to Brembo and equipped the GXP with 14 inch, vented rotors in the front clamped by four piston calipers, and 12.76 inch rear rotors suppressed by a single piston.Brake feel is not immediate upon depression but once you work your way into the pedal stopping becomes direct.
Back to driver involvement, which seems like an oxymoron while discussing an American car.The G8 GXP has some of the heaviest steering I have felt in a contemporary car in a long time.Gripping the thick, sausage-like steering wheel I found the GXP to deliver precise turning inputs and at the end of a long testing session, my shoulders were a bit tired.That is the sign of a vehicle with a proper steering set-up.
Source: media.gm.com
Taking low-speed turns, the GXP feels a bit like petrified wood.Although rigidity is usually welcomed, I believe this may have been a bit overkill.So, after experiencing this it is clear the G8 is not an easy car to drive.You cannot wing it with a pinky or you will end up understeering into a pole and/or tree.At speed, the stiffness is welcomed wholeheartedly as it tracks the road perfectly with dead-on accuracy.It does not bob across lanes or require heightened supervision, it just goes.
This translates into the G8 having respectable handling characteristics.Through the corners you can punch it through the turn and it will follow through without getting sloppy or understeering.Granted, some body roll will be present due to its higher center of gravity but for a vehicle weighing over two tons, this is nearly as good as it gets.
Where the G8 truly shines is in the suspension department.Although it is shod with 19 inch rims, you would not know it because it handles road imperfections like a champ.Reverberations are kept to a minimum and the cabin is relatively isolated from harshness.It manages to achieve a near perfect balance of cush and firmness.It does not bounce across the highway, as though it is convulsing, nor does the GXP float like a magic carpet ride.
Source: media.gm.com
Given its power, size, cargo room and seating for five, the G8 makes a stunning grand tourer.Achieving 14.5 miles per gallon is not a travesty either, particularly when we are talking about 400 plus horsies.In addition, because it is not appointed like an Audi you can rough it up without feeling bad, albeit, the durability of the materials is questionable.
After spending a week with the G8 GXP it was easy to conclude it is truly an American great.Could it achieve classic status?That will be determined in the years to come.According to the Buick/GMC/Pontiac marketing chief , Cheryl Catton, the marque will only build 2,000 G8 GXPs and Solstice Coupes.
With that said, if you do not mind an interior of arguable taste and desire a proper sport sedan, the G8 GXP is more than adequate for your needs.After all, it is what the M5 and AMGs of the world use to be.
Source: media.gm.com
Finally, I must say that it is a good thing Bob Lutz decided to kill the G8 with the demise of Pontiac.If GM had taken the Pontiac and ruined it by creating a compromised Caprice it would have ruined the legacy of the G8.Now, Pontiac has had an unparalleled swan song and the brand will go out on top through the spirit of the G8 GXP.
Source: rp
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