REVIEW: Mercedes' C63 Performs White Magic

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.

rp

Want more updates?

Follow along @ twitter.com/rposluszny