New 2019 Mercedes-AMG C63 review – BMW’s M3 challenger just upped its game

Still the most focused in its segment, the updated Mercedes-AMG C63 line-up leaves no stone unturned in pursuit of performance

New 2019 Mercedes-AMG C63 review-1

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PRICE: $86,658 (C63 saloon)

Engine’s as strong as an ox and loves to rev, new nine-speed gearbox
Too many drive modes

We like Mercedes-AMG’s C63. It may have traded its glorious naturally aspirated V8 in 2015 for a smaller, turbocharged eight-cylinder motor but its hard-as-nails character and steely eyed focus on performance and driver thrills has endeared the line-up to us all at evo. 

It’s quite the line-up, too. Four body styles (coupe, saloon, estate and cabriolet), two states of tune for the hot-vee 4-litre and rear-wheel drive throughout. So while contemporary rivals from Audi Sport and BMW M have one or two options for you (coupe and forthcoming four-door coupe from Audi or saloon, coupe and convertible from BMW) neither delivers a full quartet and only BMW offers different levels of performance through its Competition Pack and limited run CS models.

As with the rest of the C-class line-up, the C63 range has emerged from its mid-season refresh with all four body styles and both engines still offered. 

Engine, transmission and 0-100 time

Is there a performance engine used in more applications than AMG’s 4-litre V8? I ran out of digits after I’d counted 20 models the twin-turbocharged engine is fitted to. This includes anything from a two-seater Nürburgring lap record menace (the GT R), a five-metre plus long limo (S63), roadsters, coupes, saloon and estates, seven-seat SUVs and, of course, the new G wagen. 

In this revised C63 line-up it remains unchanged from its previous application, with two power and torque outputs depending on whether you go for the normal or S model. The lower powered unit develops 469bhp at 5500-6250rpm and 479lb ft of torque from 1750 through to 4500rpm. Go for the S and power increases to 503bhp between 5500 and 6250rpm with torque escalating to 516lb ft from 2000 to 4500rpm. 

Regardless of engine tune, all C63 models are fitted with the latest nine-speed AMG Speedshift MCT auto replacing the previous seven-speed unit. With a wet-clutch instead of the torque converter, not only is it lighter but the nine-speed unit also benefits from quicker response times under acceleration. In manual mode you can blissfully hit the engine’s limiter with the ‘box refusing to change up until you’ve flicked the right-hand paddle. And an electronic limited-slip diff is fitted to all models, regardless of engine output.

The quickest of the refreshed C63 range is the 63 S Coupe reaching 100kph in 3.9sec and limited to 290kph. Its 469bhp brother requires an additional tenth to reach the sprint benchmark and is restricted to 250kph. The S Estate and Cabriolet models are a tenth quicker to 62 than the non-S variants at 4.1sec, with S models of both topping out at 278kph compared to 250kph for the non-S. Opt for the saloon and you’ll wait 4.0 and 4.1se respectively to reach 100kph and hit the limiter at 290kph and 250kph respectively. 

Technical highlights

Are you sitting comfortably, warm/cold brew in hand depending on your time zone? Good, then we’ll begin with the revised C63’s range of technical wizardry. 

We’ll start with the AMG Dynamic Select drive functions. There are six in total, five pre-programmed: Slippery, Comfort, Sport, Sport +, Race (for the C63 S models only) and Individual, the latter lets you select your desired engine, gearbox, damping and exhaust setting. 

It doesn’t stop there, because both engine derivatives are also available with AMG Dynamics. A new piece of tech, it works with the ESP system (more of that later) to allow more measured and precise distribution of torque to the rear axle. An automated system, AMG claims it will react more quickly to a situation (which it has calculated) than the driver can. 

Naturally there is more than one setting for AMG Dynamics, too. Basic is for when you are in Slippery or Comfort mode. Advanced is activated when you select Sport and lowers the steering angle and yaw damping, allowing for the steering to be more responsive. Pro is connected to Sport +, sharpens the steering further still and claims to provide the driver with more assistance. Then there is Master, linked to the Race mode it allows a slip of oversteer and livens up the steering even further. To use Master you also need to slacken-off the ESP to ESP Sport mode or turn it off completely. 

Next it’s AMG Traction Control. Introduced with the AMG GT R, this nine-stage system is only available on C63 S models. With ESP switched off the scale ranges from Level 1 for wet conditions and a high safety net all the way to Level 9 to allow the rear axle and standard electronic diff to dance around until its Michelin Super Sports have had enough. 

There’s more, too. AMG Ride Control is standard and combines steel springs with adaptive dampers that can be configured as thus: Comfort, Sport and Sport+. And finally (stop cheering at the back), C63 S models get dynamic engine mounts as standard. 

Inside the changes are a little less comprehensive. There’s a new 12.3-inch digital display for the instrument cluster and a 10.5-inch display for the infotainment system which includes access to AMG Track Pace – an on board data logger for you frustrated Lewis Hamiltons. There’s also a new AMG steering wheel featuring the touchpad controls first seen on an S Class. 

What’s it like to drive?

Like a C63 S that’s been through a very thorough once-over and freshen up. Its thunderous V8 still leaves you in no doubt that this is a supersaloon for those who enjoy their muscle cars served with an extra slice of aggression. Initially you put this down to the twin-turbocharged V8’s aggressive soundtrack – even when you’ve left the drive mode in normal it delivers above and beyond both Audi’s and BMW’s six-cylinder turbocharged alternatives – but it doesn’t take long to discover the latest AMG delivers across the board.

Benefiting from its inherent grunt advantage, as well as a throttle response and a willingness to rev that its six-cylinder rivals just can’t match, only the naturally aspirated V8 that Lexus wedges into its RC F coupe is ahead of the C63 S in the throttle response stakes. But it’s the free-revving nature of the AMG’s 4-litre V8 that’s most unexpected, with lag non-existent and responses on a par with some of the very best naturally aspirated engines of the past.

The new nine-speed MCT Speedshift gearbox is a huge contributory factor to the improvements felt from the V8. Naturally the evolutionary life cycle has resulted in shifts that are both sharper and quicker, that’s a given. But the nine ratios (up from seven) within the casing feel better suited to the engine’s characteristics, too. Unlike some of today’s turbocharged V8s of a similar capacity, the AMG unit is happy to take a lower gear when rivals would prefer you to roll along on a wave of engine torque. And in the C63 this makes you feel more in control of the action, integral to every process of the drivetrain’s performance.

A result of the C63 S’s more focused nature is its harder-edged approach to dynamics. It’s not harsh for the sake of it, every tight damper movement allowing for more commitment and a greater depth of connection between the fleshy bit behind the wheel and, well, the wheels themselves. On the car’s international launch in Germany we came away with a fear that the billiard-table smooth test roads were masking a brittle ride and solid chassis. Thankfully that’s not the case. Yes, a C63 S is firmer than the outgoing M3 and Audi’s RS4, but the pay-off is a far more naturally reacting car.

There’s an alertness to the steering that’s missing in its rivals, with the front tyres hooking up early and allowing the rear axle to provide the shove out of the corner. With AMG’s nine-stage traction control (taken from the AMG GT R and a system that requires time to explore and experiment with to find your perfect set-up) the attitude and the angle the rear axle can take through and out of the corner is all down to you and how friendly you want to be with your local tyre fitter. Gratuitous oversteer aside, the new TC system does allow you to tailor the C63’s dynamics to suit your preferred driving style, adding an additional layer of detail to its behaviour. It’s one of those rare pieces of technology that adds more to the driving experience that it removes.

Price and rivals

Entry-point to AMG C63 ownership starts at $85,815 for the standard C63 saloon while the S model lifts this to $97,414. A Coupe S will set you back in the region of $100,373.

Audi’s new RS4 Avant costs $80,371, its RS5 coupe retailing at $82,180 and don’t forget Audi will also add the RS5 Sportback later this year, a body style AMG only offers as an SUV in the guise of the $89,646 GLC 63, or $101,964 for the GLC 63S.

BMW has three body styles to rival AMG’s four: the $77,497 M3 saloon and $78,110 M4 coupe and cabriolet. Unlike Audi, BMW M also offers a few performance options: standard, Competition Pack models and CS, although not for the M4 Cabriolet. 

Leaving Germany for a moment, there is also Lexus’s rather splendid $79,202 RC F coupe, a leftfield choice but one with the most charismatic engine of the lot and an unexpectedly sweet chassis, too. 

This article originally appeared at

Copyright © evo UK, Dennis Publishing

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