Mercedes-Benz W204 C63 AMG 2008 Review

OVERVIEW
Haven't heard about AMG's takeover of Bathurst? Well, you're either reading this in an archival capacity after the next big bang (BTW how'd L Ron and the Scientology mob fare?) or you're new to the performance car world. For, launched to the Australian automotive media at the Mount Panorama Bathurst circuit just prior to Easter, the 336kW C63 has caused waves in more ways than one.

Bathurst is the spiritual home of Aussie V8 performance. In taking over the circuit for four whole days, the go-fast arm of Mercedes-Benz effectively threw down a challenge to all comers. At a circuit that's claimed plenty of cars and reputations, AMG raised its rude finger to the established local performance car kings.

Indeed, in allowing the assembled hacks to pound the living suitcase out of (nearly) its entire range, up hill and down dale (literally) on one of the toughest tracks in the world, Benz sought to make a point... When it comes to real world performance, AMG with its range of sedans, coupe and roadsters is top of the tree... King of the hill.

The C63 is the latest of AMG's creations to come Down Under. Built to spearhead the combined Benz-AMG C-Class range, it is also AMG's least expensive model. And it's priced to take on all comers -- at a stretch, even the locals.

That doesn't mean the 'experience' is diluted or downgraded in any way. Far from it, with the exception of the brand-new $300,000-plus SL63 (to arrive Down Under later this year) this is the most differentiated AMG model yet.

Around $17,000 under BMW's manual M3 coupe, it's also well under the original projected pricing of Lexus' upcoming V8-powered IS-F. It is a massive $21,000 saving over the last generation C-Class range-topper, the 270kW C55 AMG, and we reckon (see COMPETITORS below) it'll even tempt some HSV and FPV buyers.

Yet the C63 is a true AMG and wants for little. Unlike some European markets, the hot C-Class will arrive Down Under fully specified. There are just four (main) factory options: a carbon-fibre trim package; keyless go, and a rear-window blind. None will break the bank.

In addition to AMG specific bodywork and the extensive mechanical changes (see below), the C63 gets a significant interior upgrade. Bespoke, heated tombstone-style electrically-adjusted sports seats are a AMG-Benz first (for a while anyway) and the unique flat-bottomed, thick-rimmed steering wheel and AMG-specific instrumentation (including racetimer mode) add to the 'custom' effect.

Standard equipment includes all the normal goodies an up-spec C-Class buyer would expect and then some. The detailed list is too long to republish in full here but includes: active bi-xenon headlamps; tilt and slide electric glass sunroof; power windows, mirrors et al; three-zone climate control; splitfold rear seat with skiport; cruise control; high-end audio system; navigation (but no television tuner -- it's not yet available on the C-Class telematics platform), privacy glass and more.

In terms of safety equipment, the full Benz ProSafe package is fitted including -- as is the case with all C-Class models: ESP (a special AMG-fettled three-stage system), Parktronic park distance sensors, eight airbags and Mercedes' PRE-SAFE 'anticipatory occupant protection system'.

Not surprisingly then, initial response to the C63 has surpassed even Mercedes' expectations. At the launch Mercedes-Benz Australia boss, Horst von Sanden, said Benz held over 150 orders for C63 but believed the company would sell around 500 C63s this year -- a ten-fold increase on the best year of sales of the C 55 AMG.

Since then, the order bank has blown out -- if you order now (April 2008) you might just get your C63 in time for Xmas.

MECHANICAL
The most obvious change in the evolution from C to C-AMG is the 63's bodywork. At the front end there's a new-SL style bonnet with twin 'power domes' and a new grille with two horizontal elements -- the standard Avantgarde uses three.

The underbumper area has been beefed up and the front and rear guards are flared to cover the car's wider track. More aggressive side skirts are matched to a diffuser-style rear valance which frames AMG's trademark quad pipes. The boot lid spoiler is remarkably restrained when compared to the local go-fast sedans.

Wheels are 18-inch AMG alloys in a handsome five-spoke design. The centres of the 8.5 and 9.0-inch (rear) rims are finished in titanium grey, which accents the high-gloss machined sections nicely.

The mark of a true performance car, the C63's brake package is equally amply proportioned and fills the wheels nicely. The front brakes feature 360 x 36mm drilled and vented rotors with six-piston fixed calipers. The rears are 330mm units gripped by four-piston calipers.

It's under the skin where even bigger changes have been made, however -- and we don't just mean the V8 transplant.

AMG is seeking to further differentiate its cars from their donor Benz models. The C63 is the first example of the 'new generation' AMGs to arrive Down Under. While previous C-Class AMG models could be accused of being 'warmed over', the C63 is a much more convincing story.

Up front the C63 replaces the C-Class' standard set-up with a new three-link front suspension with 35mm wider track and unique geometry. In addition to upgraded springs and dampers (with unique AMG settings, rebound springs and geometry), the 63 also features a stronger front sub assembly, beefed up anti-roll bar and new bushes, for more direct feedback and less 'wind-up' and better suspension articulation under higher cornering loads.

The C63's steering system is also new. It's speed-sensitive and features a faster, non-variable steering rack. A more rigid rack-to-steering wheel connection adds to the precision and improves steering feedback, says AMG.

The C-Class' multi-link independent rear suspension has also been re-engineered for the C63. Along with using tougher rear axle components, the track has been increased 12mm and camber added to improve grip.

As good as the end result of the chassis geometry and component changes is, it's still the engine that dominates first and subsequent impressions of the C63, however.

No prizes for guessing what's under the C63's sculptured bonnet. The latest appearance of AMG's own naturally-aspirated, 6.2-litre 32-valve V8, in C63 guise the engine pumps out 336kW at a high 6800rpm but doles out the torque from much lower. The engine's torque peak of 600Nm at 5000rpm is "unrivalled in this class" says Benz. The peak torque of BMW's 4.0-litre M3 V8 of 400Nm is matched from around 1500rpm and from 2000-5000rpm there's more than 500Nm at your disposal.

We won't regurgitate chapter and verse here, but it is, quite simply, one of the world's great engines. For more check out our previous AMG 63 series model coverage here.

Perhaps disappointing for some performance sedan fans, there's no manual gearbox offered in the C63 -- the sole transmission is AMG's version of Benz's own seven-speed auto, dubbed SPEEDSHIFT PLUS 7G-TRONIC.

The trannie features three modes, S (Sport), C (Comfort) and M (Manual), with the latter using AMG-specific alloy wheel-mounted paddles. Shift times are up to 50 per cent quicker in M than C.

This is a true auto, not to be confused with the clutch-equipped SPEEDSHIFT MCT fitted to the new SL63, but nonetheless offers a DSG-style automatic throttle-blipping downshift function on in S and M modes. AMG says this "not only enhances the driver's engaging experience -- [but] the virtually jolt-free downshifting process also reduces the load-change responses and has a particularly positive effect when braking before bends on the racetrack."

It worked remarkably well at Bathurst (more below).

The end result of this technology -- and oomph -- is a circa-1700kg sedan that touches 100km/h in just 4.5sec from standstill yet still records a combined fuel economy figure of 13.5L/100km.

PACKAGING
About the only major component set that separates the C63 from the lesser Cs in terms of packaging are its new sports seats. These 'tombstone' style seats (with integrated headrests) are a departure for Benz and AMG. They proved to have sufficient location for our racetrack stints, but it'll take a reasonable road drive to determine if there are any downsides to the new design.

One feature worth noting is the AMG has resisted the temptation to mess with the C's rear seat. While some of the go-fast boys (and girls) may have sought to emulate the four-seat-only interior of, say, the Lexus IS-F, practicality won out. Oh, and have we mentioned there's a wagon coming?

Rather than rehash the full C-Class packaging story, we'll refer you to our coverage of the local launch of the model here.

SAFETY
As we detailed in our Australian W204 launch review (links hereabouts), local C-Class deliveries come complete with the full benefit of Mercedes' Pre-Safe crash avoidance and safety infrastructure. The C63 is no exception.

Though Pre-Safe and other components are optional in some markets, they are standard on every C-Class model Down Under. Standard active safety features including ESP, Adaptive Brake (ABS, EBD, EBA et al) and the like, get a further level of effectiveness thanks to the C63's impressive chassis performance enhancement.

Unlike previous generations of hot Cs, the C63's stability control can be turned all the way off. You've been warned! Most drivers, however, will enjoy the latitude of the standard setting on the road while selection of 'ESP Sport' will provide enough entertainment for all but the most adventurous drivers on the track.

Like previous AMG models, if you need to hit the brakes mid-event (in the case of a slide gone wrong or other oopsie) Sport mode is disabled, full ESP is resumed and you lurch back into line.

Traction control remains active in all ESP modes.

COMPETITORS
Twas a time where we'd simply write M and RS and be done with it... However, such is the aggressive pricing of the C63 that it opens up the likelihood that a wider customer group will be attracted to this muscular medium.

As noted above, there are plenty of local V8 nuts that spend $60-80K on local musclecar and dump an extra $30-40K into modifications. Could it be that the C63 will attract their interest?

On the other hand, what about buyers of, say, V8 E-Class models? The new W204 C-Class approaches the E-Class in terms of passenger accommodations and we're hearing constantly of luxo buyers downsizing... What would you pick -- an E500 starting at $161K-plus or the full C63 experience at more than $20K saving?

Back to the usual suspects, the M3 Coupe (yet to be confirmed as a four-door) is a hefty $163,900 with its new seven-speed DSG-style gearbox, while the just-superseded (in terms of base car) Audi RS4 will cost you even more -- $164,500. The C63's pricetag has seen Lexus go back to the drawing board on the local pricing of perhaps the C63's most direct competitor, the yet-to-be-released IS-F.

The interesting question will be how BMW prices the M3 sedan when/if it confirms its availability Down Under. By way of comparison BMW's M-Sport-equipped (auto) twin-turbo 335i sedan and coupe are just $5300 apart. Even allowing for the likes of the M3 coupe's carbon-fibre roof (which the sedan doesn't get), it's unlikely BMW would be able sell its M3 sedan at much less than $150K -- even in manual form.

ON THE ROAD
The C63 went light and squirmed on the bumps as fifth gear slotted home. Hard on the brakes and the flat-bottomed wheel required fast action, winding lock on and off as the front and rear ends respectively caught, lost and caught traction again in Mount Panorama's Griffin's Bend (now CAT Corner) at the end of Mountain Straight.

Vitally important for a fast climb to the mountain's summit, every kilometre per hour counted. There was no backing off.

Harder on the throttle as the car slid towards the painted ripple strip and concrete wall scarred with paint, before a touch of brakes, more throttle and finally a hard application of brakes for The Cutting -- where the tyres again began to scream in protest.

Were it yours truly's accurate and rapid efforts around the first few kilometers of the Holy Grail of Australian motor racing that I was describing. In fact, the driver was experienced Carrera Cup racer, Dean Fiore.

At the end of the C63's local launch Fiore was one of a number of 'proper' drivers who were showing us exactly how the latest from Affalterbach behaves at the edge of its performance envelope. And it's all very good news... For Mercedes-Benz and the wizards at AMG at least!

We'll reserve our final judgement until we drive the car on the road at more sedate speeds, but there's little if any doubt this is, by a margin, the best AMG four-door ever. Indeed, were it not for the fact that yours truly drove the latest SL 63 AMG just a week or so before the C63 soiree (at the former's international launch), we would have confidently dropped the four-door qualifier. Yep, it really is that good.

While previous hot C-Classes often had the mumbo to get your attention, the cars were usually less than at their best when the road got really interesting. On a racetrack they started to become a handful. Though our time in the C 63 was relatively short (about six laps of Bathurst's 6km-plus layout in total), it's clear that this is a different kettle of fish.

Like its mega dollar roadster stablemate, the real improvement has come in the terms of cornering manners and, importantly, agility. Bathurst is bumpy enough to get an impression of how the car will ride on normal roads. And while it's no creamy smooth S-Class, the C 63 cossets its driver more than archrival, BMW's M3, but yet seems (in isolation) to give little away the Bavaraian bahnstormer in the cut and thrust of a lap.

The secret is the AMG-specific front end (see more in Mechanical above) and, one suggests, around 40 years of learning how to make supposed sedate sedans handle. Unlike the C55 it replaces, instead of feeling like a smallish car with a big engine wedged up front, the C63 feels better balanced. Light on its feet, it belies its 1730kg kerb weight and dances on its big 18-inch alloys.

Like the SL 65, there's minimal interruption between the front wheels and your hands. No, there's not the same level of feel as the latest AMG flagship, but the C is not far shy.

Turn-in is sharp and there's less of the 'nodding' or pitching some other fast sedans (including some AMG models) sometimes exhibit when you're pushing on.  Indeed, the front end seems better than well planted, which at a daunting track like Bathurst inspires real confidence.

Over the top of the mountain where blind corners follow blind crests, the car's stable almost roll-free attitude flatters the driver. Add in the calming words and advice of top steerers like Fiore, Warren Luff, Marcus Marshall and my former MINI teammate, Paul Stokell, from the left-hand seat and even yours truly gets delusions of grandeur.

Acceleration from a standing start wasn't something we could test. We believe the sub-5.0sec claimed 01-00km/h time and rolling out of the pits and onto Mountain Straight you're up to the old fashioned ton in double quicktime. Down Conrod Straight in excess of 230km/h was fuss-free even if the traction control light was flashing over the hump!

While the 'Sport' setting on the autobox was not as intuitive as the SL 63's trick gearbox's 'Sport +' setting, it's still confidence inspiring and was only caught out when your right foot dithers.

As it pays to short shift a couple of times a lap at Bathurst, I chose to stick with full manual for all but one of my laps and can report the gearbox is sharp and well suited to the car. Unlike the new SL-AMG's SPEEDSHIFT MCT, this one still uses a conventional torque convertor. We've no complaints but one wonders whether AMG will choose to use the wet-clutch equipped box in the C63 in due course.

Aurally, the C 63 near perfect for a sports saloon. There's a real bark to the exhaust when the throttle's opened wide, yet on smaller openings it's more subdued, with little if any drone. And when it comes to more sedate usage, the car reverts to its C-Class roots. Suffice to say, the C63 replaces the C 320 CDi (more here) as yours truly's favourite C. It is that good. It is also that civilized.

But the big question most will want answered is not how the C63 compares to other Benz models but rather, how it compares to BMW's M3?

Without driving the two cars back-to-back on the same stretch of road and track, it's immensely difficult to call. They are both sensational vehicles -- the BMW with its revvy, sharp V8 and intuitive handling, and the C63 with its, errr... revvy, sharp V8 and intuitive handling.

In truth, the M3's probably quicker round most tracks with most drivers, but the C63 is never going to be far behind. On the road, we'd probably pick the C63 as the winner. Probably -- remember we haven't driven the C63 on Aussie roads yet.

Until BMW commits to importing the sedan version of the M3 Down Under (still a WIP we're told), there's room for both in our dream garage. Better still, perhaps we'd opt for the soon-to-be-released C63 Estate to provide an even more practical alternative to our new-found Euro V8 addiction.