Ok review from the Wheels team.
Wheels - C63 AMG vs BMW M3
It's the mighty M3's toughest challenge yet - to dust down the most convincing, complete offering yet to wear an AMG badge.
I'm convinced that were you to visit the home of a typical AMG engineer in the cheery German town of Affalterbach, you’d witness scenes of domestic Armageddon. After all, these are guys who have never seen the need to resist using brute force to get the job done. A picture needs hanging on the wall?
Reach for a sledge hammer. The kitchen floor’s a bit dirty? Hang on, there’s a belt sander around somewhere. One of the goldfish is looking a bit off-colour? Dynamite ’em all; let God sort them out.
It’s the kind of attitude that has led to 5.4-litre supercharged V8 sedans that rattle their traction control at 160km/h and twin-turbo V12s that summon more twist than Chubby Checker. More recently, there’s been a 6.2-litre V8 to play with, and it’s been dropped into anything from the ML wagon to the S-Class and seemingly everything in between. The clear message is that if you want performance, then sheer, brutal capacity should pull any car out of a hole.
The big question is whether there’s also room for finesse, and that’s where the C63 AMG comes in. Based on the new C-Class platform that was good enough to win the 2007 Wheels Car of The Year thanks in part to its refinement, ride quality and handling prowess, it’s a fine car to start with. On top of the V8 transplant, there’s also new suspension that is wider as well as firmer, and a whole host of other AMG goodies.
But then, it would need to be good because the C63 is up against the established class superstar, BMW’s M3. It’s the coupe against which all others are measured and the latest E92 version has already proved its mettle, switching to V8-power (albeit one of much smaller capacity than AMG find necessary) while packing an array of technology, from a carbonfibre roof to multi-mode stability control and electronically controlled dampers. The M3 has already seen off Audi’s 4.2-litre V8 RS4 in a Wheels comparo earlier this year (January issue); now it’s up against an even more potent challenger.
The similarities between M3 and C63 are enough to put both on any buyer’s shopping list at the top end of the C-Class and 3 Series ranges. The V8s promise performance aplenty, exterior size is comparable, equipment levels are lush and, of course, they’re both as German as Löwenbräu. But there are also significant differences: the Mercedes is not only a four-door, it’s more than 100mm longer than the M3 and about 150kg heavier. It comes with a conventional (seven-speed) automatic as the only transmission choice, while the BMW has, for the moment, a conventional six-speed manual with clutch pedal.
Then there’s the pricing. The latest M3 jumped more than $15,000 over its predecessor to be a $157,000 proposition. The C63 has, quite astoundingly, gone completely the other way. Instead of paying around $159,000 as you might have for the old C55, the new car is in dealerships for $139,500.
It might not do much for residuals of the previous model, but against the M3 that $17,500 price difference must look mighty tempting. About the only option (from a brief list) worth looking at for the Mercedes is the $1700 Keyless Go system fitted to our test car, while on the BMW, the temptation is to spend $1900 on the premium audio system.
Luxury appointments such as satellite navigation, multi-function steering wheels, electric seats (and steering column adjustment), bi-xenon headlights, parking sensors and rain-sensing wipers are included on both. There are some variations in spec: the Mercedes has a sliding sunroof fitted as standard, and while the same is a no-cost option on the M3, you have to swap the carbonfibre roof for a steel lid. Would anyone?
The M3 offers adjustment for damper rates, steering sensitivity, throttle rate and stability control, while the C63 has a simple ‘off’ switch for its ESP. But while the Mercedes’ seats are no match for those in the BMW, on the whole, we’d still give the Mercedes a huge tick for value given its much lower price.
It also wins the straight-line performance shoot-out – although, as always, there’s more to it than just numbers. But let’s start with a few, such as power outputs. From its 6.2 litres, the C63 AMG produces 336kW, a good 50kW down on what the same engine cranks out in, say, the S63, but a handy 27kW up
on the M3. Not surprisingly, considering its extra 2.2 litres of engine capacity, the Benz completely out-torques the M3 – 600Nm plays 400Nm – although interestingly, the C63’s peak twist arrives higher in its rev range, at 5000rpm to the M3’s 3900rpm.
It’s enough to send the Mercedes to 100km/h in 4.8 seconds, and onwards to 400 metres in 13 seconds; on both counts a couple of tenths quicker than the M3. And the Mercedes does it with such ease it’s almost frightening. Leave the traction control switched on, squeeze the throttle and then plant it, and once the 18-inch Pirellis have gained a foothold the C63 erupts through the first few gears of the seven-speed auto bellowing like a NASCAR. It’s the sledgehammer, the explosive and body builder all rolled into one and it’s totally addictive.
Not that the M3 is in any way deficient, apart from what the stopwatch reveals. Its V8 revs harder and longer and launches just as hard once the right combination of initial revs and the take-up of the slightly stiff clutch are configured. The sound is more muted than the Mercedes, more metallic than rumbling. It is quick, but somehow lacks the C63’s ultimate punch and drama.
Depending on your view, the nice thing about the C63 is the lack of choice it gives the driver. Especially with the keyless entry and ignition system, because you simply jump in, hit the start button, bung it in drive and get away as fast or slowly as you prefer. Driven gently, the 7G-Tronic slurs through the gears, with the torque band of the V8 feeling wider than in other AMG models (it’s the lower kerb weight that does it). Really, the only chore is working out how to change radio stations on Mercedes’ COMAND system.
The M3 is a different story, requiring a custom set-up compared with the AMG’s plug-and-play. As well as iDrive, which seems designed to obfuscate any rational request, there’s the little voice at the back of the driver’s mind asking if the optimum driving mode has been chosen for the conditions. The steering, suspension, throttle and DSC settings can be adjusted on the screen, or accessed more quickly by a row of buttons next to the driver’s left thigh. It can also be put into play via the ‘M’ button on the steering wheel, but it’s all a bit fiddly. Thankfully, the six-speed manual and smooth V8 with its vastly flexible rev range make pottering around a doddle.
And here’s another thing; it doesn’t matter which damper mode is selected in the M3 from a comfort point of view, because the ride is sensationally good. On 40-aspect, 18-inch Michelin rubber (19s are optional) the BMW rides the roughest surfaces with aplomb, almost leaving the driver to wonder if this chassis will have the right stuff when the road demands it.
Sadly, the same cannot be said of the C63, whose ride is as poor as the BMW’s is plush. Unlike the beautifully damped C-Class, the stiffer set-up and wider track of the AMG car collude to provide plenty of crashing through bumps and potholes to an uncomfortable degree. Maybe that’s to be expected in a sporting sedan but it (a) feels agricultural compared with the M3 and (b) seems at odds with the C63’s bottomless pit of torque, auto transmission and four-door body that otherwise make it a seriously good grand tourer.
The C63 makes more sense when driven in anger because the whole package comes together beautifully. The steering is utterly sensual – much more linear and loaded with feedback in contrast to the M3’s deader, weightier movement. And the performance becomes more and more impressive: the big V8 fires the C-Class out of corners like a dog with mustard on its bum. The AMG engine delivers gobs of torque and noise at almost any revs, so much so that the M3 can feel stuck for in-gear acceleration. And that’s not something we’ve noticed before, which says plenty about the C63.
Speaking of gears, the AMG-modified seven-speed auto features a city-friendly comfort mode, but when switched to sport it will hold a gear to the rev-limiter, as it will in manual mode using the paddle shifters. It’s not a bad compromise – far better than most sequential manuals we’ve used. It even gives the throttle a blip on down-changes. Brakes? The 360mm, six-piston fronts and 330mm four-piston rears feel delicious at first but still fade with moderately hard use.
The M3, though, is a better car to drive hard. Maybe it’s balance, or a lower centre of mass but the front and rear ends seem to work better together; there’s instant communication as to the rear tyres’ struggle for lateral grip and the simplicity of the manual shift is perfectly matched to that marvellous engine. Ride quality must also be taken into account, because the M3 manages stunning handling without sacrificing comfort. It’s a very narrow margin, but dynamically, the M3 is a nose ahead.
Not surprisingly, given its smaller engine and manual transmission, the BMW also manages lower fuel consumption than the Benz. Figure on 14.5L/100km for the M3 and 16.2L/100km for the C63 and decide if the extra money matters.
Both cars have pros and cons on the packaging front. Being a two-door, the M3 has a back seat that is relatively difficult to access but once inside there’s a little more leg- and headroom than the Benz. Boot space is equally acceptable, but front seat occupants will probably prefer the C63’s greater oddment storage.
Choosing between the two is a dreadfully difficult decision. The C63 is something of a conundrum; easy to drive slowly or rapidly thanks to its auto gearbox and mighty torque band. It’s also by far the best handling AMG model to grace Australian shores, but the ride is a constant irritation, the seats are less than perfect and the leaner M3 has the edge on ultimate dynamics.
Crucially, though, the C63 is cheaper than the M3 and that sways the final decision in its favour.
The M3 is far from bowed by the AMG’s win here: it might be a little slower, less profound in its performance and seemingly overpriced, but it’s still a bloody great driver’s car. It’s just that as an all-rounder, the C63 is a just a
little bit better
.
Wheels - C63 AMG vs BMW M3
