MERCEDES-BENZ C63 AMG COUPÉ (W205) MERCEDES-BENZ SLS AMG
The second C63 proved turbochargers and AMG could mix A fully bespoke supercar that’s a slice of purest AMG
THE FIRST-GENERATION C63 COUPÉ, THE W204 OF 2011, set the bar high, tackling its V8-powered BMW M3 rival head-on with AMG’S very first ground-up engine, the mighty M156 6.2-litre naturally aspirated V8. While still individually assembled under the same ‘one man, one engine’ philosophy, the M177 V8 found in the next C63, 2015’s W205, couldn’t be more different. Smaller in capacity by over 2 litres, it had twin turbochargers in a ‘hot-vee’ configuration and even 48V mild-hybrid assistance from late 2019. It was a far more modern powerplant, capable of greater efficiency figures under the right conditions, but AMG worked its magic to ensure there was still no shortage of the kind of character those three letters had led us to expect.
Power for the non-s C63 stood at 476bhp, with 479lb ft of torque, putting it in line with its Performance Pack-equipped W204 predecessor. The more potent S variant produced 503bhp and 516lb ft. Both were mated to a snappy seven-speed MCT transmission, and in either tune the C63 maintained a marked horsepower and torque advantage over its new BMW rival – the F82 M4 – which itself was now turbocharged too but had dropped down to six cylinders from the E92 M3’s eight.
Under the C63’s muscular bodywork lay a wider track than on the ordinary C-class, with its four-link front and multi-link rear suspension given a unique set-up. While the move to electrically assisted steering was a disappointment after the W204’s excellent hydraulic system, a progressive, highly adjustable chassis meant this new model was just as entertaining to drive as a C63 should be.
Early W205s have now been on the road for almost a decade, but even so reliability issues seem few and far between. A handful of owners have reported failures or sporadic errors with the electronic differential of the S model, and while some have got away with a simple software update or an internal motor repair, a full replacement could cost well into four figures. The M177 V8 has a reputation for being a strong unit, but it is known for the occasional sensor-derived misfire issue. Tight packaging in the engine bay means sensor replacement can lead to a costly labour bill. Interior build quality on the W205 isn’t as strong as in its W204 predecessor, so keep an eye out for squeaks and rattles.
Despite being the very last V8-powered C63 – and the last C63 Coupé for that matter – early, non-s W205 Coupés can be found for as little as £25,000. Increase the budget to just over £30,000 and 50,000-mile examples with more optional kit come within reach, while between £35,000 and £40,000 is the current sweet spot: this is where you’ll find 30,000-mile S models with the desirable staggered forged wheels. The very last 2023 cars in Night or Final Edition specification will set you back in the region of £80,000, but you might find it hard to justify doubling your outlay to get one.
THERE IS NO DOUBT THAT THE SLS IS A BONA FIDE modern classic. Its 300 Sl-inspired design has proven timeless, while the car’s character is the absolute pinnacle of old-school AMG: unnecessary tech and electrical assistance are nowhere to be found and the naturally aspirated V8 still sits among the finest of its kind.
Based on the M156 unit of the CLK63 and W204 C63, the SLS’S M159 adopted a new intake system, modified valvetrain, new camshafts, revised headers, and even a dry-sump lubrication system to allow for a lower centre of gravity. The result was a peak output of 563bhp in its original form, which made it the most powerful naturally aspirated production engine of its time. While the SLS proudly wears the same ‘6.3’ badge as its M156-powered relatives, it too really has a displacement of 6.2 litres, 6.3 being a reference to the capacity of AMG’S very first V8, the M100.
Paired with the same Getrag seven-speed dual-clutch transmission as found in the Ferrari 458 (albeit in a different state of tune), the result is a quoted 3.9sec 0-62mph time and 197mph top speed, ensuring the SLS remains a rapid car even 14 years on from its launch. Keen to reach its 7200rpm red line and incredibly responsive, it’s a powerplant like few others. The fact that AMG still produces the M159 solely for use in its successful Mercedes-amg GT3 racer is a good indicator of its strength.
While its long, imposing bonnet might seem intimidating at first sight, the SLS is a truly useable car once behind the wheel, with its steering light yet direct. Henry Catchpole referred to its dynamics as ‘almost like those of a very big Caterham’ during our first drive, which may sound a stretch for a 1620kg super-gt, but it goes to show just how much AMG can achieve when given free rein (the SLS was its very first ground-up model).
Owners have reported very few issues, with only the occasional gremlin in the dual-clutch transmission to note – a software flash often fixes these problems, and recalls and dealership fixes are likely to have rectified these issues under prior owners. While the M159 does share the camshaft adjuster wear issue of its M156 relative (see next page), the frequency at which most SLSS are used means you’re unlikely to run into this issue any time soon (the first symptoms of wear usually appear at around 60,000 miles).
SLS prices vary drastically depending on whether you’re looking for a roadster, a coupe, the 583bhp GT version or the highly soughtafter 622bhp Black Series. An early roadster with around 25,000 miles on the clock will be the cheapest you’ll find at somewhere in the region of £125,000, but coupes come at a premium, starting from £165,000 for 50,000-mile examples. The very best coupes on around 10,000 miles will set you back over £200,000, with the 2014 GT Final Edition likely to cost around £400,000, and the Black Series not far from £1,000,000.
As is clear from the direction prices are going, the SLS is not only a highly desirable driver’s car but also a sound four-wheeled investment in any of its hard-top forms.
THE CLK63 BLACK SERIES IS THE EPITOME OF mid-2000s AMG. Swollen arches, a 500bhp V8 and a strippeddown cabin are not elements typically combined with a luxury two-door coupe, but that’s precisely what Affalterbach conjured up to celebrate its 40th anniversary.
Based on the standard CLK63 AMG, the Black Series upped the ante with more power, a radical new design and a track-focused chassis set-up. Outside there were imposing widened arches (by 75mm front, 66mm rear) and ball-polished 19-inch forged wheels; inside the Black Series went without rear seats for weight savings and also swapped the front chairs for a pair of fixed-back Recaro Pole Position buckets. There was also plenty of carbonfibre inside and out – not a given back in 2007 like it is today.
At the car’s heart was the 6.2-litre naturally aspirated M156 V8, the very first engine developed from scratch by AMG. While this was one of its first iterations, it came in a strong 500bhp state of tune with 464lb ft of torque, sent to the rear wheels alone for a 4.2sec 0-62mph time and 186mph limited top speed.
The large-displacement stereotype is one of low-effort torque, but the CLK63 Black feels anything but lazy – given that the M156 was designed by Bernd Ramler, the man behind the Porsche Carrera GT’S V10, this should come as no surprise. The combination of this firecracker powerplant with a sharpened chassis and an entirely adjustable suspension set-up make the car a hoot to drive. Its slow-witted seven-speed automatic transmission is the only element of the package we’re not so fond of; a distinct lack of throttle blipping on downshifts makes it difficult to utilise engine braking too. Given some miles, though, it is something you can learn to live with.
Reliability is mostly strong, with the usual M156 quirks the only major items to note: the injectors and idler pulleys are best changed at around 60,000 miles to ensure smooth running; a camshaft adjuster rattle (on warm start) and leaky rocker cover gaskets are also worth keeping an ear and eye out for. Failing cylinder-head bolts were a concern on early M156 engines, and although Mercedes did swap the vast majority under warranty, it’s worth checking this has been done. Jerky low-speed downshifts could be a symptom of conductor plate and valve body issues within the 7G-tronic transmission, but this is rare. Interior quality is good and while some early CLKS did suffer bodywork corrosion, Mercedes addressed most of these flaws in 2007.
Only 30 Black Series CLK63S were delivered to the UK, so there is usually no more than one or two for sale at any given time. Expect to pay from £100,000 for one of these cars with around 35,000 miles on the clock, while left-hand-drive imports offer the potential for a five-figure saving on a car with similar miles.