The launch of updated versions of the Mercedes-Benz C63 AMG and E63 AMG provided a clear insight into the changing nature of the AMG division and the market for sportscars. AMG first began updating stock-standard Mercs in the late 1970s when it shoehorned a stonking naturally aspirated 5,0-litre V8 under the bonnet of the venerable W123 range. In 2006, AMG shunned its force-fed 3,2-litre V6 and 5,4-litre V8 in favour of the 6,2 litre V8 that still does service in some models, including the three variants of the C63 AMG range and in significantly altered form in the SLS AMG supercar. However, increasing pressure due to EU emissions regulations and from environmental lobbyists has sped up the need to reduce fuel consumption and CO2 levels. And so, when production of current AMGs that use the 6,2-litre V8 end, so too will this amazing engine meet its demise.
Nowhere was this how-to-keep-everyone-content conundrum clearer than at the local introduction of the updated C63 AMG saloon, brand-new Coupé and E63 AMG saloon. Where the pair of smaller cars boasts the older, naturally aspirated V8, the revised E63 AMG sports the latest 5,5-litre twin-turbocharged V8. Have a look at the Fast Facts box below to compare the emissions levels and fuel consumption of older-tech versus new. The 6,2-litre has no answers. Nevertheless, we’ve made no secret about our admiration for the 6,2 and there’s no better home for it than in the relatively light, compact frames of the C-Class range.
The main event at the launch was, of course, the C63 AMG Coupé, a model that finally takes the fight to the M3 two-door and recently hatched Audi RS5.
Fast Benzes have always appeared relatively tame and non-descript, but not in the case of this two-door; flared wings and bloated sills, additional air intakes, super-bright LED driving lamps, arch-filling 18-inch alloys (which can be upgraded to menacing-looking matte-black 19-inchers) and deep front and rear spoilers make no secret about what’s hiding under the fluted bonnet.
The cabin is similarly overstated thanks to deeply bolstered driver and passenger pews (which can be upholstered in a number of extrovert colour combos, including the scarlet-red of the pictured car), and a thick, flat-bottomed wheel.
Around the technical Zwartkops Racetrack outside Pretoria, the Coupé displayed great poise under braking and in the fast sweeps but could not hide its weight in the tighter bends. The overabundance of torque (yes, you can have too much) saw ESP cutting power at the exit of some corners (a caveat: it was my first time driving Zwartkops, so I left the system on). Apparently, with ESP switched to sport, the system allows for some slip at the exit of bends, allowing the driver to exert more control and so balance the car on the throttle.
We also had an opportunity to fling the saloon around on a couple of laps. I did not notice much difference between the two, but the four-door did feel like it leaned slightly more (which can be explained by the Coupé’s 44 mm lower roofline, aiding the centre of gravity). Both were slightly out of their element, though; they’re far better on the road, where the only bugbear was a slightly too-firm ride (admittedly on the pock-marked roads leading from Zwartkops to Magaliesburg) and noticeable wind noise on the two-door. The star of the show remains the V8, though. It burbles enthusiastically at low revs before reaching its howling crescendo at 7 000 r/min. It really is a wonderful thing and one of my favourite powerplants.
However, as impressive as the two Cs were on the day, they were no match for the charm and competence of the E63 AMG. I was lucky enough to previously drive both saloon and Estate versions fitted with the 6,2-litre and deeply admired both, but I wasn’t bowled over. Memories of the E55 AMG’s supercharged 5,4-litre V8’s effortless low-down grunt clouded my impression of the E63 AMG. Surely, customers interested in a large, heavy AMG would prefer ever-present power to the need to chase the torque peak at 5 000 r/min?
Therefore, the addition of the 5,5-litre is perfectly judged. It manages to almost match the 6,2-litre’s aural qualities while providing far more instant shove at low revs. It complements the E-Class’s more laidback demeanour to a tee; I found it impossible to unsettle the E63, especially with the dampers tuned to one of their firmer settings. The steering is excellently weighted (lately, AMG has been getting steering so right) and the brakes strong and progressive. Yet, on the road it’s comfortable and quiet. The best current AMG? Perhaps…
*Mercedes-Benz offers Performance Packages on the C and E that feature uprated power (358 kW, or 410 kW on the E), high-performance braking systems, carbon-fibre and alcantara trim and painted brake callipers, among others. It costs R71 800 for the C and R82 000 for the E. According to Mercedes, about 20 per cent of customers tick these boxes.
**Don’t miss our upcoming performance issue, in which two twin-turbocharged German thunder saloons go head-to-head on the road and track. Any guesses which ones?
FAST FACTS
C63 AMG saloon and Coupé
Engine: 6,2-litre V8
Power: 336 kW at 6 800 r/min
Torque: 600 N.m at 5 000 r/min
0-100 km/h: 4,4 secs
Top speed: 250 km/h (limited)
Fuel consumption: 12,0 L/100 km
CO2: 280 g/km
Prices: R875 980 (saloon) and R937 380
E63 AMG
Engine: 5,5-litre V8, twin-turbocharged
Power: 386 kW at 5 250 – 5 750 r/min
Torque: 700 N.m at 1 750 – 5 050 r/min
0-100 km/h: 4,3 secs
Top speed: 250 km/h (limited)
Fuel consumption: 9,8 L/100 km
CO2: 230 g/km
Prices: R1 266 405
*Click on the DOCUMENTS tab above the images for full technical data of each car.
