IT’S A FINE MIXTURE OF STYLE AND SUBSTANCE
Refreshed sedan and convertible can hit 100 km/h in four seconds
P A DERBORN, GERM A NY The midcycle refresh of the MercedesAMG C 63 brings a new grille and, on the S models, a functional rear diffuser. Of course, there are macho fenders, side sills and a discrete lip spoiler to emphasize the look. Likewise, the cabin has been tweaked to keep it in touch with the times. The result delivers both a more menacing outward appearance and a classier cockpit. For 2019, the lineup has also been streamlined: While the sedan will be offered in both C 63 and C 63 S variants, the Coupe and Cabrio arrive in S guise only.
The 63 S’s cabin now has richer materials and a new flat-bottomed steering wheel with two black mouse-like Touch Control buttons. The right button looks after the central Comand infotainment functions; the left sees to the information displayed in the instrumentation, which includes a boost gauge. Some very serious AMG Performance seats (optional) deliver fabulous lateral support
Also new is the AMG Track Pace app, which allows drivers to record their performances around a race track and then use the stored data to find out where precious tenths of a second were lost or found. The track layout is shown in the central display with sector times appearing in the dash. The sublime 4.0-litre, bi-turbo V-8 in the base form pushes 469 horsepower and 479 pound-feet of torque, which give the sedan a run to 100 kilometres an hour in 4.1 seconds. Opting for the S model bumps the output to 503 hp and 516 lb-ft of torque at 2,500 rpm. This, in the coupe, drops the run to 3.9 seconds and bumps the top speed from the C 63 sedan’s 250 km/ h to 290 km/h.
What would an AMG be without the requisite exhaust note? The C 63 has it in spades. It snaps and snarls like a rabid dog on startup and can be tailored to suit the driving situation. It either slides by discretely when in stealth mode or it can be amped up to give it the sort of basso profundo that makes the little hairs on the back of your neck bristle. It sounds simply marvellous.
The pity is that the wagon will not make it to Canada. Not only does it have more versatility, it amps up the exhaust sound because there is no parcel shelf blocking its access to the cabin.
Both engines use a new ninespeed automatic transmission with a wet start-off clutch in lieu of a traditional torque converter. The clutch brings a faster launch and quicker shifts. It drives the rear wheels through a new electronically controlled limited-slip rear differential. Unlike most, it does not rely on brake intervention to work. Rather the differential is locked proactively so there is less wasted energy when hauling out of a fast corner and it improves acceleration performance.
All models get an air suspension with adaptive damping. It brings supreme control, softening a rough road while keeping body roll to an absolute minimum. On the drive, it just hunkered down and focused on keeping the tester’s P285/30R20 rear tires glued to the tarmac.
Everything from the engine and transmission to the suspension, steering and exhaust can be tweaked.
There are six drive modes: Slippery, Comfort, Sport, Sport+, Race and Individual. Each alters the tone and ferocity of the drive. Slippery makes the C 63 S meek and mild. Sport+ brings out the inner tiger with delayed upshifts, a quicker throttle response and a firmer no-nonsense ride. Race is best saved for track days when wearing a skid-lid (that’s a helmet for all of you non-track types).
Individual mode is a little different. As well as being able to select comfort or dynamic for engine, transmission, suspension and so on, it allows the driver to select the underlying mode. Around the Bilster Berg race track, the C 63 S sedan proved to be about a subtle as a sledgehammer in a silk purse. It may appear demure and collected on the outside, but underneath every piece of technology is working frantically to keep it glued to the tarmac and obeying driver input with a keenness just not expected of a family conveyance. It was truly tenacious through the corners and a beauty of a brute on the straights. Mercifully, the massive composite front rotors and four-piston calipers scrubbed off excess speed without fading into oblivion.
One of the more entertaining moments occurred when verifying the acceleration times. Mashing the gas from a standstill made the C 63 S’s traction-control light flash because of the tremendous surge of mid-range torque. It is not easy to overwhelm warm P285/30R20 rear tires on a perfectly dry road, but the C 63 S sure did, and it did so time and time again.
The reworked C 63 is blindingly quick, dynamically endowed and equally luxurious. Regardless of whether you are ripping up your local race track or out grocery shopping, this car gets it done in fine style.
The pricing has yet to be announced, but if MercedesAMG follows previous introductions, the new C 63 should not stray too far from the 2018 models and respective trim levels. Driving.ca