Ronda, SPAIN – The Mercedes-AMG C63S Coupé is hardcore. I realise it’s an infantile statement, but that’s the exact impression of the Benz that lingers in my mind. Perhaps I was spoilt by the scalpel-like precision of the Mercedes-AMG GT-S, with which the newcomer shares its powerplant (albeit in a different state of tune and with a bespoke installation)… Maybe the 26-corner, 5,4-kilometre layout of the Ascari circuit, which emulates some of the most notorious bends of the world’s legendary race tracks was way too complicated for my often-preoccupied brain to process (in a matter of four laps, at any rate)… Whatever the reason for that lasting memory, the C63S Coupé ultimately pummeled Dutchman Klaas Zwart’s evocative ribbon of asphalt into submission with sheer muscular belligerence.
In terms of outputs, the difference between the previous C63 AMG Coupé and its successors don’t seem that significant, at least at first glance. The new Mercedes-AMG C63 Coupé produces 14 kW and 50 N.m more than the previous version, and the S version adds another 25 kW and 50 N.m on top of that for grand totals of 375 kW and 700 N.m. But there are major differences. The previous car was powered by the venerable 6,2-litre V8, but the new C63 and its C63S sibling are propelled by a 4,0-litre V8 with a pair of billowing turbochargers neatly nestled between its cylinder banks.
The preceding V8 was anything but lazy, but the new model’s throttle response is near-instantaneous and with maximum torque already available at 1 750 r/min, the transmission will never – I repeat never – leave you wondering whether its hooked the right ratio. I only felt the need to use the shift paddles when seeking to amplify the sonorous yowl of that maniacal V8 while driving through a tunnel.
But back to the track excursion: I had been advised to select Sport+ in the AMG dynamic select driving programme for at least the opening laps, but that’s where it stayed. Race mode offers a greater level of um, latitude before the ESP reins in driver-induced waywardness, but it turns out the C63S doesn’t need much in the way of hamfisted steering and throttle inputs to perform rear-end oscillations.
After my first leery moment, when I urged the Benz into a banked hairpin at a foolish pace and the front and rear ends considered going their separate ways, I treated the accelerator with the utmost of respect and made measured inputs to the meaty brake pedal – a pair of courtesies that are increasingly rare in a world where many drivers instinctively trust stability control systems to save them.
Thanks to dynamic engine mounts, which adjusts their stiffness according to driving conditions and vehicle behaviour, as well as a model-specific rear axle configuration augmented by an electronically controlled limited slip differential, the Benz is a joy to command when you set it up neatly for bends and let the apparatus do the rest on corner exits.
Perhaps the otherwise well-weighted steering feels less than razor-sharp because the front end needs to contend with pointing the C63S, which weighs a not-insignificant 1 800 kg in “ready-to-drive condition” (fuel tank 90% full, with driver and luggage), in the right direction without unnecessarily upsetting the car’s balance. It could also be argued the steering setup is a compromise to aid driving comfort – because during brisk overtaking manoeuvres, the Benz’s tail is not averse to getting its wriggle on.
The C63S is not a car for wimps, but that’s not to say that the ultimate AMG-fettled C-Class Coupé does not have measures of finesse. The general ride quality is on the firm side of pliant, but not crashy (the AMG ride control’s electronically controlled shock absorbers smooth out most of the abrupt, smaller bumps but feels a bit floaty over the bigger ones) and the interior quality is utterly class-leading with tasteful applications of carbon fibre inserts, brushed aluminium trim and metallic switchgear, as well as subtle AMG detailing on the dials and leather upholstery. In addition, I believe several C63S owners will specify the performance exhaust system (with three selectable flaps) so they can adjust the timbre and ferocity of the growling V8’s soundtrack to suit their every mood.
Lastly, it would be remiss not to mention the C63S’ aesthetic execution. Whereas AMG exterior upgrades can add a level of muscularity – but also fussiness – to some of Mercedes-Benz’s products, the newcomer and its C63 sibling are the best-looking examples of the C-Class Coupé range, especially in terms of their rear three-quarter aspects. That’s because the models are 64 mm and 66 mm wider front to back, which give them a more hunkered-down appearance. The C63S further features a silver chrome grille and 19-inch twin-spoke alloys.
So in conclusion, the C63S is not the model I’d recommend to conventional C-Class Coupé buyers. If you’d like to feel the brute power of an AMG 4,0-litre V8 under your right foot, the standard C63 should fit the bill. However, if you’re a skilled driver who likes to take time to feel out their driving machine and explore the breadth of its capability, this model might just be what you’re looking for.
This model will be introduced locally in March 2016.
