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C-Class (W205) [First drives] 2015 Mercedes C63 Reviews and Road Tests
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The Mercedes-Benz W205 is the fourth generation of the Mercedes-Benz C-Class. Body styles: W205 (sedan), S205 (wagon/estate), C205 (coupé), A205 (cabriolet), and V205 (long-wheelbase). Production: 2014–2021, 2016–2023 (coupé/cabriolet). Model years: 2015–2021, 2017–2023 (coupé/cabriolet). Predecessor: C-Class W204. Successor: C-Class W206.
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- 2015 Mercedes-AMG C63 Review
By Arthur St. Antoine - February 23, 2015
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2015 Mercedes-Benz C-Class price starts at $38,400 > Learn More
Portimao, Portugal – The speedometer reads 152 mph as the end of the front straight of the Autódromo Internacional do Algarve rockets toward us like a 1,000-foot cliff. And still the guy behind the wheel stays flat on the gas. Wile E. Coyote time? Not at all. First, the man who’s put me in this seemingly terminal predicament is Bernd Schneider, ex-Formula 1 pilot, five-time winner of the German Touring Car Championship, a driver who can handle a car like van Gogh cajoled a brush. Second, we’re in the new 2015 Mercedes-AMG C63 S, a four-door passenger sedan, true, but a machine rife with race-bred DNA. A split-second later, seemingly too late to save us, Schneider hammers the huge carbon-ceramic binders. We body-blow against our seatbelts, and the C63S rips across the apex of Turn 1 in a balletic slide. Frankly, I’m surprised the two of us don’t just burst out laughing -- that’s how much ridiculous fun this is.
You already know the new Mercedes-Benz C-Class is good: The car easily notched a place on our 2015 All-Stars roster last fall. But what you couldn’t have known is how much potential was built into the basic architecture -- and how much the wizards at AMG would wring out of it. The new C63 and its more performance-attuned sibling, the C63 S, are deadly threats to the new BMW M3. Yeah, they’re that impressive.
Pure muscle is part of it. Under the hood lies a twin-turbo, direct-injection 4.0-liter V-8, each one hand-built by a single AMG technician from start to finish. The engine is nearly identical to the unit powering the 2016 Mercedes-AMG GT sports car, the only difference being a wet-sump oil system replacing the GT’s dry sump. In the C63 the V-8 is good for 469 hp (44 hp more than the M3) and 479 pound-feet of torque (73 lb-ft more). The more highly pressurized C63 S delivers an even loftier 503 hp and 516 lb-ft. It’s a beauteous powerplant, too, with the two turbos neatly nestled in a “hot” configuration within the engine’s V (making for a considerably narrower package). Yet despite the engine’s brawn, AMG says it’s the most fuel-efficient high-performance eight-cylinder in the world. Compared with the previous naturally aspirated, 6.3-liter V-8 in the old C63, fuel economy has improved by a claimed 32 percent.
Shifting is handled by a seven-speed AMG Speedshift automatic that replaces the conventional torque converter with a wet startup clutch for improved responsiveness. Three increasingly aggressive shift modes are standard (Controlled Efficiency, Sport, and Sport+) while the 2015 Mercedes-AMG C63 S adds a Race program that shifts fastest of all. Big aluminum paddles on the steering wheel allow easy manual gear selection, though of course fully automated shifting is also available at the touch of a console button.
Underneath lies a new AMG adaptive suspension prioritized for handling precision and grip. The track, both front and rear, is wider than the standard C-Class, while the various pieces are crafted with lots of lightweight aluminum. The C63 benefits from a rear mechanical limited slip, and the C63 S gets an electronic rear locking diff. Four driving modes allow for easy customization of steering response, throttle aggressiveness, and chassis stiffness. The C63 S again adds a Race mode for track laps.
The cockpit is an attractive blend of leather, aluminum, and gloss-black trim. An excellent three-spoke leather performance wheel -- standard on the C63 S -- dominates the driver’s position, while the center console is set off by a large, iPad-like LCD display jutting from the dash. Options include carbon-fiber cabin accents and performance seats. AMG has smartly allowed separate adjustments of everything from the driving mode, shift settings, and damper stiffness, enabling easy customization of the car to your exact tastes. Driving on a bumpy road but still want aggressive manual shifts? No problem: Set the chassis to Comfort and the tranny to Sport+. I must admit, though, I had no fondness for the “mouse-like” central controller that operates such functions as navigation and the Burmester surround-sound audio system. It’s fussy and overly sensitive, making seemingly simple tasks such as turning the nav voice on and off a pain.
It was a C63 S that I drove around Portugal’s Autódromo Internacional do Algarve -- a k a the Portimao Formula 1 test circuit -- and, man, the thing is beastly. And sweet. There’s so much torque gushing to the rear wheels, I had to step on the throttle as if it were a sleeping crocodile -- or watch the back end swing off toward Lisbon. (Later, back in the pits, I asked AMG chairman Tobias Moers if he and his engineers ever considered all-wheel drive. “No,” he replied with a huge smile. “We wanted the C63 to be fun.”) Yes, even in Race mode, some traction control steps in to keep the tail from committing outright felonies, but this is one playful chassis. Do not think for a moment I’m saying that’s a bad thing.
The standard speed-sensitive electromechanical steering is outstanding, providing lots of cornering and road feel, especially in Sport+ and Race modes. The 2015 Mercedes-AMG C63 S complements the steering system with standard dynamic engine mounts that adapt their stiffness depending on how the car is being driven -- reducing vibrations and further improving handling response by helping control the engine’s mass in turns..
Driving the C63 S around the track what’s inescapable is that fabulous V-8 working up front. The thrust is delicious (AMG claims 0 to 60 mph in 3.9 seconds for the C63 S, 4.0 for the C63), and the sound is glorious. Depending on the driving mode, a flap in the forward third of the exhaust system opens to send Maximum Bellow howling out the tailpipes. (Under more restrained throttle, the engine is quite subdued.) AMG claims the C63 S will keep on gunning until reaching an electronic limiter at 180 mph. (The C63 tops out at 155 mph.) As mentioned at the outset, the optional carbon-ceramic binders (not available on the C63) have zero trouble hauling the car down from outrageous velocities.
A drive in the standard C63 in the hills around Faro, Portugal, amply demonstrates the ease at which the car eats up twisting roads and highways alike. Also notable is an excellent optional head-up display that shows speed, rpm, and more. This is a comfortable, handsome, neatly sized car with performance to burn. I have to wonder, though, if most buyers won’t simply make the leap straight to the full-on C63 S. AMG hasn’t yet announced pricing, but figure about $63,000 or so base for the C63 and $73K for the C63 S. For the extra dough, the S offers more power, dynamic engine mounts, 19-inch alloys (versus 18s on the C63), the electronic rear diff, Nappa leather, and available carbon-ceramic brakes.
Either way, though, it’s clear that the new BMW M3 is on notice. With more power and far dressier cabins, both new AMG models have the goods. Expect the streets to heat up when the new toys from Affalterbach arrive on our shores this spring. Meantime, a thorough AMG versus BMW comparison test is headed your way soon.
Read more: http://www.automobilemag.com/reviews/driven/1502-2015-mercedes-amg-c63-review/#ixzz3Sc7lB9GH
DJRaze99
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2015 Mercedes-AMG C63 S First Drive
The whole world seems to be going turbo. That’s mostly a good thing.
In the case of the Mercedes-AMG C63 S, it’s a very good thing.
While it’s impossible not to love the 6.2-liter M156 V-8 that powered the last C63 AMG, the new M177 4.0-liter twin-turbo V-8 is a worthy successor, packing up to 503 horsepower and sharing much of its makeup with the M178 engine found in the brilliant Mercedes-AMG GT and GT S.
In the C63 and C63 S, the engine does all the right things it does in its two-door alter ego: provides immediate thrust at nearly any RPM, keeps pulling right up to redline, and makes delicious—if slightly muted—sounds.
Paired with the smart and crisp AMG Speedshift MCT seven-speed automatic transmission, the engine truly brings the AMG-adulterated C-Class platform to life, leaving the car and driver both yearning for the next curve, the next straight, the next apex.
On Track
When it comes down to it, a performance sedan of the Mercedes-AMG C63’s caliber needs to be able to deliver on track; the BMW M3 and M4 duo certainly do, and theCadillac ATS-V looks like it might just be the overdog. Audi’s S4 may do some battle with the base C63 (non-S-model), but it doesn’t really have a contender without an RS 4.
Fortunately for AMG, the C63 S delivers with an abundance of nearly everything. Power? Check. Rear-drive balance? Double check. Surprisingly good steering? We’re headed toward plaid.
Comparing the C63 S to its nearest natural competitor, the BMW M3, is perhaps one of the most enlightening revelations for the brand-agnostic performance enthusiast: where once the BMW would have had the superior ride quality, steering feel, and sport seats, the pendulum has swung completely to Mercedes-AMG’s side.
Where the BMW feels leaden and lifeless (read: anything below about 100 mph), the C63 S feels lithe and limber. Above 100 mph, both cars are a joy to drive, but the BMW still feels more like a surgeon’s laser scalpel, while the C63 S is a back-alley switchblade—in hoonistic respects, at least.
Turn in and the front end grips—despite what ultimately felt like a lack of tire, I never experienced any chassis-based understeer. Driver error can still induce some, but a quick dab of throttle or a more carefully trailed brake will repair the widened arc, thanks to the car’s surprisingly refined and progressive behavior at the limit.
With the AMG Dynamic Select system in Race mode (or a well-configured Individual setting), and Sport Handling mode engaged by a single press of the traction control button, the C63 S willingly hangs its tail out at a few degrees of drift, allowing the driver to keep their foot in it when getting out of corners, complementing the trailbrake-ability and offering tantalizing hints at zero-steer possibilities.
As for quibbles, there are only two, and they’re related. Fitted with relatively narrow tires, the powerful sedan feels like it’s just a bit short of the grip the chassis could use at the limit. That slight shortfall of grip also reveals itself under braking, where the front doesn’t bite quite as hard as I’d like even with the carbon ceramic brakes. That slight lack of grip is, ultimately, a well-tuned choice, however, encouraging the driver to approach or even slightly exceed the limit, communicating exactly where that line lies. On track, the C63 S is a car that will engage, thrill, and, for the dedicated, allow room to grow as a driver.
The Street
Driving through the beautiful Algarve countryside, its mix of rolling hills and sweeping ocean vistas flashing between the famous cork trees, it would be easy to let the golden hue of happiness add its glow to whatever the rental agency offered, much less the new Mercedes-AMG C63.
But the C63 needs none of the frippery. It is its own European paradise.
From the comfortable and spacious seating to the capable and straightforward COMAND infotainment system, the C63 and C63 S are, in normal circumstances, among the best of Mercedes-Benz’s latest offerings—comfortable, smooth, and feature-packed.
Amp up the pace a tick, and the AMG comes out, like a good dose of bitters waking up a fine cocktail. What was pleasant becomes potent; what was serene, electrifying. The spirit of the C63 S explored on the track is in evidence on the road.
The Non-S-Model
You may have noticed that, to this point, most of the time has been spent on the C63 S. That’s because the C63 is just about the same—but less so, in nearly every way.
Less power, less braking capacity, less interior content, less pricey, less appealing.
With the C450 AMG 4Matic sitting right below the C63 in power and performance (more to come on that this week), and the C63 S offering so much more, we’re not sure where this inverse Goldilocks (Skcolidlog?) is supposed to fit.
Looking Forward
With only a 10-pack of laps on track and a scant handful of hours on the roads, my time with the Mercedes-AMG C63 and C63 S hasn’t yet been extensive enough for a more complete evaluation. On first impressions, however, the performance luxury sedan world is on notice—and newcomers like the Cadillac ATS-V will have a high bar to clear.
If you’re in doubt, you don’t have long to wait and see for yourself: the 2015 Mercedes-AMG C63 and C63 S will be in U.S. showrooms and available for order this April. Pricing will be announced closer to launch, but expect the standard C63 to start in the low-$60,000s and the C63 S to start in the low $70,000s.
http://www.motorauthority.com/news/1096941_2015-mercedes-amg-c63-s-first-drive?fbfanpage
The whole world seems to be going turbo. That’s mostly a good thing.
In the case of the Mercedes-AMG C63 S, it’s a very good thing.
While it’s impossible not to love the 6.2-liter M156 V-8 that powered the last C63 AMG, the new M177 4.0-liter twin-turbo V-8 is a worthy successor, packing up to 503 horsepower and sharing much of its makeup with the M178 engine found in the brilliant Mercedes-AMG GT and GT S.
In the C63 and C63 S, the engine does all the right things it does in its two-door alter ego: provides immediate thrust at nearly any RPM, keeps pulling right up to redline, and makes delicious—if slightly muted—sounds.
Paired with the smart and crisp AMG Speedshift MCT seven-speed automatic transmission, the engine truly brings the AMG-adulterated C-Class platform to life, leaving the car and driver both yearning for the next curve, the next straight, the next apex.
On Track
When it comes down to it, a performance sedan of the Mercedes-AMG C63’s caliber needs to be able to deliver on track; the BMW M3 and M4 duo certainly do, and theCadillac ATS-V looks like it might just be the overdog. Audi’s S4 may do some battle with the base C63 (non-S-model), but it doesn’t really have a contender without an RS 4.
Fortunately for AMG, the C63 S delivers with an abundance of nearly everything. Power? Check. Rear-drive balance? Double check. Surprisingly good steering? We’re headed toward plaid.
Comparing the C63 S to its nearest natural competitor, the BMW M3, is perhaps one of the most enlightening revelations for the brand-agnostic performance enthusiast: where once the BMW would have had the superior ride quality, steering feel, and sport seats, the pendulum has swung completely to Mercedes-AMG’s side.
Where the BMW feels leaden and lifeless (read: anything below about 100 mph), the C63 S feels lithe and limber. Above 100 mph, both cars are a joy to drive, but the BMW still feels more like a surgeon’s laser scalpel, while the C63 S is a back-alley switchblade—in hoonistic respects, at least.
Turn in and the front end grips—despite what ultimately felt like a lack of tire, I never experienced any chassis-based understeer. Driver error can still induce some, but a quick dab of throttle or a more carefully trailed brake will repair the widened arc, thanks to the car’s surprisingly refined and progressive behavior at the limit.
With the AMG Dynamic Select system in Race mode (or a well-configured Individual setting), and Sport Handling mode engaged by a single press of the traction control button, the C63 S willingly hangs its tail out at a few degrees of drift, allowing the driver to keep their foot in it when getting out of corners, complementing the trailbrake-ability and offering tantalizing hints at zero-steer possibilities.
As for quibbles, there are only two, and they’re related. Fitted with relatively narrow tires, the powerful sedan feels like it’s just a bit short of the grip the chassis could use at the limit. That slight shortfall of grip also reveals itself under braking, where the front doesn’t bite quite as hard as I’d like even with the carbon ceramic brakes. That slight lack of grip is, ultimately, a well-tuned choice, however, encouraging the driver to approach or even slightly exceed the limit, communicating exactly where that line lies. On track, the C63 S is a car that will engage, thrill, and, for the dedicated, allow room to grow as a driver.
The Street
Driving through the beautiful Algarve countryside, its mix of rolling hills and sweeping ocean vistas flashing between the famous cork trees, it would be easy to let the golden hue of happiness add its glow to whatever the rental agency offered, much less the new Mercedes-AMG C63.
But the C63 needs none of the frippery. It is its own European paradise.
From the comfortable and spacious seating to the capable and straightforward COMAND infotainment system, the C63 and C63 S are, in normal circumstances, among the best of Mercedes-Benz’s latest offerings—comfortable, smooth, and feature-packed.
Amp up the pace a tick, and the AMG comes out, like a good dose of bitters waking up a fine cocktail. What was pleasant becomes potent; what was serene, electrifying. The spirit of the C63 S explored on the track is in evidence on the road.
The Non-S-Model
You may have noticed that, to this point, most of the time has been spent on the C63 S. That’s because the C63 is just about the same—but less so, in nearly every way.
Less power, less braking capacity, less interior content, less pricey, less appealing.
With the C450 AMG 4Matic sitting right below the C63 in power and performance (more to come on that this week), and the C63 S offering so much more, we’re not sure where this inverse Goldilocks (Skcolidlog?) is supposed to fit.
Looking Forward
With only a 10-pack of laps on track and a scant handful of hours on the roads, my time with the Mercedes-AMG C63 and C63 S hasn’t yet been extensive enough for a more complete evaluation. On first impressions, however, the performance luxury sedan world is on notice—and newcomers like the Cadillac ATS-V will have a high bar to clear.
If you’re in doubt, you don’t have long to wait and see for yourself: the 2015 Mercedes-AMG C63 and C63 S will be in U.S. showrooms and available for order this April. Pricing will be announced closer to launch, but expect the standard C63 to start in the low-$60,000s and the C63 S to start in the low $70,000s.
http://www.motorauthority.com/news/1096941_2015-mercedes-amg-c63-s-first-drive?fbfanpage
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Thread has become a picture thread in an hour. Impressive 
Seriously, ditch all pics but one or two in every post please. We know what the car looks like now, and it would keep things readable in this thread, and smartphone friendly...
On topic, this car is brilliant and looks fantastic. Job very well done MB!
Seriously, ditch all pics but one or two in every post please. We know what the car looks like now, and it would keep things readable in this thread, and smartphone friendly...
On topic, this car is brilliant and looks fantastic. Job very well done MB!
kingjr9000
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Why did you dislike my first post merc1?
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- Marcus
Why did you dislike my first post merc1?
Sorry. I'm on my iPad, hit the wrong icon. Corrected.
M
kingjr9000
Das Beste Enthusiast
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Ive done that a few times too. Thanks
kingjr9000
Das Beste Enthusiast
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First drive: 2015 Mercedes-AMG C63 and C63 S
Down boy! For 2015, AMG trained its brutal C63 without neutering it
HIGHS
LOWS
The last C63 was a beautiful but brutal thing. It would just as soon deafen nearby wildlife, orphan your children, and turn the sky black, as it would embarrass a BMW M3 on the local raceway. While it was a mental motoring machine, and downright scary in many situations, it was also captivating.
Though I loved it, I steered people to its competitors, like the Audi RS 4 and the BMW M3, because while not as enlivening, they were much more manageable. Now, though, there’s a new C63. And I am delighted to report it’s just as mental as before … but a whole lot more livable.
Lightness
Of all the remarkable things about new C63, of which there are many, perhaps the standout is the sensation of lightness. So many modern performance cars, from the Jaguar F-TYPE to the ALPINA B6, feel cosmically heavy. They still drive remarkably well, but they feel weighed down.
It seemed there would be no way to escape this sensation of remarkable heft, as cars are literally getting heavier and heavier with each iteration. Amazingly, though, without carving out essentials like airbags, navigation, or sound deadening, AMG has created a high-performance, V8-powered super sedan that feels featherweight.
And that goes for more than just its cornering capabilities. Every part of the car has a feeling of airy effortlessness. The electronic steering, for example, is lighter than many cars in the category, but far more responsive and nimble.
The driver doesn’t need to mash the brakes or the throttle either, to get an immediate response. Just like Muhammad Ali, the 2015 C63 truly floats like a butterfly and stings like a bee. While your passenger is digging grooves into the dashboard with their fingernails as you fling the AMG through the bends, you feel perfectly in control.
This is something that both my driving partner and I experienced. From the passenger seat, it felt like the C63 could go off at any second at full-tilt. From behind the wheel, though, the driver never breaks a sweat while testing the boundaries of friction and grip.
Indeed, though the straight-line speed is awe-inspiring and grin inducing, it’s the cornering where the C63 shines. Thanks to the perfectly rigid chassis, solid suspension, and featherweight feel, the thing just glides through the bends. And when the driver stomps the pedal in a corner, while it will happily drift a bit, the electronics keep the car from spinning off into the trees and the driver to his early grave.
Delightfully, the C63 does this without simply cutting throttle, as previous cars have, which oft made the driver feel impotent, as he or she fruitlessly hammers the throttle with nothing happening at the wheels. In the new C63, during slippage, the engine still churns out all its torques, but the car keeps grip and plows through the turn. How does this happen? In actuality, most of it is thanks to the new mechanical locking rear differential. But, anecdotally, I suspect much German magic is involved.
Another wonderful thing about the C63 is its exhaust note. AMG has done wonders keeping the cabin free of roadway white noise but also allowing the V8’s crackling barks to permeate the interior. Delightfully, they’ve done this without artificially piping in sound by way of speakers or other auditory tricks. It’s the perfect blend between loud enough to enjoy while stamping the throttle, but not so loud that the driver feels embarrassed driving through their own neighborhood.
The specs
The 2015 Mercedes-AMG C63 comes in two flavors: C63 and C63 S-Model. Both are powered by the new AMG 4.0-liter twin-turbo V8 and mated to AMG SPEEDSHIFT MCT seven-speed sport transmission, which routes power to the rear wheels through the mechanical locking rear differential.
The 2015 Mercedes-AMG C63 and C63 S are youthful, vibrant, and manageably mental.
The “standard” C63 produces 469 horsepower and 479 pound-feet of torque, while the S-Model creates 503 hp and 516 lb-ft. 0 to 60 is conquered in 4.0 and 3.9 seconds respectively. The C63 will top out at 155 mph, while the S will hit 180 mph.
The aforementioned 4.0 is related to – but not exactly — the 4.0 found under the hood of the new Mercedes-AMG GT sports car. Each engine is hand-built by a single worker, and an unusual “inside hot V” design means the turbos are mounted inside the V of the engine, rather than on the outside. This and other innovations mean the C63 and C63 S are both faster and more efficient – consuming 32 percent less fuel — than their predecessors’ 6.3-liter naturally aspirated V8.
S-Model
The C63 is the best-selling model of Mercedes’ performance arm. Accordingly, it is a bit of a legend. Unfortunately, or fortunately, depending how you look at it, it is easily outshined by the C63 S.
Yes, the 2015 C63 is mental and tremendous fun. It just isn’t quite as rollicking or riotous as the S. The S is more boisterous thanks to the dynamic exhaust, smoother thanks to the dynamic engine mounts, and all-round more rip-roaring thanks to its extra ponies.
At same time, while more bonkers than the C63, it’s not as unhinged as the outgoing C63 507 Edition, which is to say, you can drive on the edge while still having the time of your life … without fear of ending it altogether.
And if you’re looking for something that’s not as crazy, and more daily-driver-y, the 2016 Mercedes-Benz C450 AMG 4MATIC is effectively 80 percent of the C63 — for a lot less money.
Conclusion
The comparisons aren’t simply restrained to the AMG family; there are several outside competitors as well. Chief among them is the all-new BMW M3. At the time this review is written, Mercedes hasn’t announced official product pricing. They have hinted, though, that the C63 will start in the low $60,000s and the C63 S will fetch an asking price somewhere in the low $70,000s. Considering that, for my money, I’d have the C63 every day of the week over the Bimmer.
The AMG’s interior is far more plush and premium. The V8 sound is far superior to that of the M3’s industrial fridge-sounding inline six. And the suspension is far more forgiving in the Comfort mode. All-round, though, by comparison, the M3 feels far more like a machine than the C63. The AMG instead is an accessory to your sporting nature; it reaches deep inside and inspires fierce and frothing motoring greatness. The M3 is for lap times, but the C63 is for good times.
That isn’t to say the C63 and the C63 S are perfect. If I have to nitpick, and I do because it’s my job, I’d say the Sport seats are a bit too stiff for long trips, the interior still doesn’t feel as premium as it should for the price, and the COMAND infotainment system is still woefully overly complicated.
Those things aside, the 2015 Mercedes-AMG C63 and C63 S stagger me. They’re youthful, vibrant, and manageably mental. And I can’t wait to spend more time with them both.
http://www.digitaltrends.com/car-reviews/2015-mercedes-amg-c63-and-c63-s-first-drive/#ixzz3SduHnmjY
Down boy! For 2015, AMG trained its brutal C63 without neutering it
HIGHS
- Featherweight on-road feel
- Exuberant and barking V8 exhaust note
- Rear-wheel drive dynamics
- Break-neck acceleration
LOWS
- Exceptionally hard sports seats
- Woefully complicated COMAND infotainment system
The last C63 was a beautiful but brutal thing. It would just as soon deafen nearby wildlife, orphan your children, and turn the sky black, as it would embarrass a BMW M3 on the local raceway. While it was a mental motoring machine, and downright scary in many situations, it was also captivating.
Though I loved it, I steered people to its competitors, like the Audi RS 4 and the BMW M3, because while not as enlivening, they were much more manageable. Now, though, there’s a new C63. And I am delighted to report it’s just as mental as before … but a whole lot more livable.
Lightness
Of all the remarkable things about new C63, of which there are many, perhaps the standout is the sensation of lightness. So many modern performance cars, from the Jaguar F-TYPE to the ALPINA B6, feel cosmically heavy. They still drive remarkably well, but they feel weighed down.
It seemed there would be no way to escape this sensation of remarkable heft, as cars are literally getting heavier and heavier with each iteration. Amazingly, though, without carving out essentials like airbags, navigation, or sound deadening, AMG has created a high-performance, V8-powered super sedan that feels featherweight.
And that goes for more than just its cornering capabilities. Every part of the car has a feeling of airy effortlessness. The electronic steering, for example, is lighter than many cars in the category, but far more responsive and nimble.
The driver doesn’t need to mash the brakes or the throttle either, to get an immediate response. Just like Muhammad Ali, the 2015 C63 truly floats like a butterfly and stings like a bee. While your passenger is digging grooves into the dashboard with their fingernails as you fling the AMG through the bends, you feel perfectly in control.
This is something that both my driving partner and I experienced. From the passenger seat, it felt like the C63 could go off at any second at full-tilt. From behind the wheel, though, the driver never breaks a sweat while testing the boundaries of friction and grip.
Indeed, though the straight-line speed is awe-inspiring and grin inducing, it’s the cornering where the C63 shines. Thanks to the perfectly rigid chassis, solid suspension, and featherweight feel, the thing just glides through the bends. And when the driver stomps the pedal in a corner, while it will happily drift a bit, the electronics keep the car from spinning off into the trees and the driver to his early grave.
Delightfully, the C63 does this without simply cutting throttle, as previous cars have, which oft made the driver feel impotent, as he or she fruitlessly hammers the throttle with nothing happening at the wheels. In the new C63, during slippage, the engine still churns out all its torques, but the car keeps grip and plows through the turn. How does this happen? In actuality, most of it is thanks to the new mechanical locking rear differential. But, anecdotally, I suspect much German magic is involved.
Another wonderful thing about the C63 is its exhaust note. AMG has done wonders keeping the cabin free of roadway white noise but also allowing the V8’s crackling barks to permeate the interior. Delightfully, they’ve done this without artificially piping in sound by way of speakers or other auditory tricks. It’s the perfect blend between loud enough to enjoy while stamping the throttle, but not so loud that the driver feels embarrassed driving through their own neighborhood.
The specs
The 2015 Mercedes-AMG C63 comes in two flavors: C63 and C63 S-Model. Both are powered by the new AMG 4.0-liter twin-turbo V8 and mated to AMG SPEEDSHIFT MCT seven-speed sport transmission, which routes power to the rear wheels through the mechanical locking rear differential.
The 2015 Mercedes-AMG C63 and C63 S are youthful, vibrant, and manageably mental.
The “standard” C63 produces 469 horsepower and 479 pound-feet of torque, while the S-Model creates 503 hp and 516 lb-ft. 0 to 60 is conquered in 4.0 and 3.9 seconds respectively. The C63 will top out at 155 mph, while the S will hit 180 mph.
The aforementioned 4.0 is related to – but not exactly — the 4.0 found under the hood of the new Mercedes-AMG GT sports car. Each engine is hand-built by a single worker, and an unusual “inside hot V” design means the turbos are mounted inside the V of the engine, rather than on the outside. This and other innovations mean the C63 and C63 S are both faster and more efficient – consuming 32 percent less fuel — than their predecessors’ 6.3-liter naturally aspirated V8.
S-Model
The C63 is the best-selling model of Mercedes’ performance arm. Accordingly, it is a bit of a legend. Unfortunately, or fortunately, depending how you look at it, it is easily outshined by the C63 S.
Yes, the 2015 C63 is mental and tremendous fun. It just isn’t quite as rollicking or riotous as the S. The S is more boisterous thanks to the dynamic exhaust, smoother thanks to the dynamic engine mounts, and all-round more rip-roaring thanks to its extra ponies.
At same time, while more bonkers than the C63, it’s not as unhinged as the outgoing C63 507 Edition, which is to say, you can drive on the edge while still having the time of your life … without fear of ending it altogether.
And if you’re looking for something that’s not as crazy, and more daily-driver-y, the 2016 Mercedes-Benz C450 AMG 4MATIC is effectively 80 percent of the C63 — for a lot less money.
Conclusion
The comparisons aren’t simply restrained to the AMG family; there are several outside competitors as well. Chief among them is the all-new BMW M3. At the time this review is written, Mercedes hasn’t announced official product pricing. They have hinted, though, that the C63 will start in the low $60,000s and the C63 S will fetch an asking price somewhere in the low $70,000s. Considering that, for my money, I’d have the C63 every day of the week over the Bimmer.
The AMG’s interior is far more plush and premium. The V8 sound is far superior to that of the M3’s industrial fridge-sounding inline six. And the suspension is far more forgiving in the Comfort mode. All-round, though, by comparison, the M3 feels far more like a machine than the C63. The AMG instead is an accessory to your sporting nature; it reaches deep inside and inspires fierce and frothing motoring greatness. The M3 is for lap times, but the C63 is for good times.
That isn’t to say the C63 and the C63 S are perfect. If I have to nitpick, and I do because it’s my job, I’d say the Sport seats are a bit too stiff for long trips, the interior still doesn’t feel as premium as it should for the price, and the COMAND infotainment system is still woefully overly complicated.
Those things aside, the 2015 Mercedes-AMG C63 and C63 S stagger me. They’re youthful, vibrant, and manageably mental. And I can’t wait to spend more time with them both.
http://www.digitaltrends.com/car-reviews/2015-mercedes-amg-c63-and-c63-s-first-drive/#ixzz3SduHnmjY
Mick Briesgau
Tire Trailblazer
- Messages
- 6,821
Can't wait to drive this one. I'm kind of hooked on AMG since my testdrive in the S63 AMG 4-matic Coupé
Amat46
Chicane Challenger
- Messages
- 2,376
Fact is that normally Cris Harris videos comes in late and you have to read through other reviews to get an initial impression of a car. But this time around Chris's video is already up that's all you need. It makes every other review less informative/interesting.
Oh and what a fantastic machine. Full points to AMG for sticking to their roots.
Oh and what a fantastic machine. Full points to AMG for sticking to their roots.
kingjr9000
Das Beste Enthusiast
- Messages
- 1,763
I think the steering wheel is actually electric.
Zafiro
Supreme Roadmaster
- Messages
- 30,811
AutocaR:
2015 Mercedes-AMG C63 S review
Flagship performance C-Class is more than ever a true rival for BMW's M3, and impresses with both its breadth of ability and its practicality
http://www.autocar.co.uk/car-review...g/first-drives/2015-mercedes-amg-c63-s-review
2015 Mercedes-AMG C63 S review
Flagship performance C-Class is more than ever a true rival for BMW's M3, and impresses with both its breadth of ability and its practicality
http://www.autocar.co.uk/car-review...g/first-drives/2015-mercedes-amg-c63-s-review
- Messages
- 19,808
- Name
- Martin
All steering is mechanical - there is a steering column linked to a steering rack.
There are two types of steering - unassisted and power assisted (power steering)
Power assisted steering reduces the amount of steering effort required of the driver by augmenting the force required to move the steering rack, and hence, wheels.
There are two forms of power steering:
- hydraulically powered* by a hydraulic pump which is in turn driven by the engine
- electrically powered by an electric motor driven off the car's battery power source
The AMG GT makes use of hydraulic power assistance for its steering
The AMG C63 makes use of electric power assistance for its steering
*also called servoed
There are two types of steering - unassisted and power assisted (power steering)
Power assisted steering reduces the amount of steering effort required of the driver by augmenting the force required to move the steering rack, and hence, wheels.
There are two forms of power steering:
- hydraulically powered* by a hydraulic pump which is in turn driven by the engine
- electrically powered by an electric motor driven off the car's battery power source
The AMG GT makes use of hydraulic power assistance for its steering
The AMG C63 makes use of electric power assistance for its steering
*also called servoed
- Messages
- 19,808
- Name
- Martin
Why - what's wrong with that statement?
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Mercedes-Benz
Mercedes-Benz Group AG is headquartered in Stuttgart, Germany.
Established in 1926, Mercedes-Benz Group produces consumer luxury
vehicles and light commercial vehicles badged as Mercedes-Benz, Mercedes-AMG,
and Mercedes-Maybach.
Its origin lies in Daimler-Motoren-Gesellschaft's 1901 Mercedes
and Carl Benz's 1886 Benz Patent-Motorwagen, which is widely regarded
as the first internal combustion engine in a self-propelled automobile.
The slogan for the brand is "the best or nothing".
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
