Mercedes-AMG C 63 in the test

Rossen Gargolov
Mercedes-AMG C 63 put to the test
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' If I want to drive a Mercedes, I'll call a taxi! ', a friend said to me recently. The turnaround at AMG has not yet reached everyone. But prejudices against the Mercedes sports department are no longer justified. The committed team from Affalterbach has achieved a great success with the AMG GT S. Now the new Mercedes-AMG C 63 should really heat up the mid-range burners.

Mercedes-AMG C 63 with V8 biturbo

Turn the ignition key, and then that: The seven-speed automatic system wants to be brought into driving mode via a shift stick on the steering wheel. Shift stick on the steering wheel - sorry, AMG, that tastes a bit like taxi and Birkenstock sandals again. For the facelift, please install the elegant gear selector lever from the AMG GT on the center console later!

Don't dwell on the tasty side war theaters. Much more interesting is how the Mercedes-AMG C 63 reacts to the change in executive power under the bonnet - the executive power is no longer called an eight-cylinder naturally aspirated engine, but a V8 biturbo. 'Violence' hits it - the four-liter V8 biturbo with 476 hp, known internally as M177, is really powerful.

Turbo lag? Foreign word!

We will never forget the coarse hammering V8 quake of the replaced 6.2-liter engine, but once the supercharged V8 gets going, you won't miss the predecessor. Turbo lag? Pah, absolutely foreign word. The biturbo marches out of the lower rev range with high torque and shines in the test with its impressive power development across the entire rev range. If 476 hp is still not enough for you, the Mercedes-AMG C 63 S with 510 hp is an even more powerful alternative.

But first, the Mercedes-AMG C 63 without the S logo has to prove itself in the test . “Does the new model have stage fright, or is it the demonstration effect?”, One wonders after the first race starts. The launch control for the fastest possible acceleration is hidden behind the so-called race start function at AMG. And despite the correct activation of the same, the Power-Benz slips away with scraping rear hooves and only moderate traction. The optimal starting speed should actually be regulated fully automatically and the transmission control should optimally adjust the slip. But the launch control of the steam hammer cannot digest the full torque.

The Mercedes-AMGWhen starting off normally, without the Race Start function, the C 63 even achieves a better acceleration value: with 4.6 seconds it misses its factory specification from 0 to 100 km /h by half a second.

Sponge about it, we prefer to enjoy how fast the pressure from eight pots chases the speedometer needle towards the 300 km /h limit. With the optional AMG Driver's Package, the top speed is electronically limited to 290 km /h rather than 250 km /h. By now at the latest, the C-Class would have got rid of the yellow and black taxi sign on the roof with a portion of extra pressure…

That too Biturbo can roar

And what about on an emotional level? The legendary naturally aspirated roar between the inner-city walls remains unmatched, but the newcomer in the Mercedes-AMG C 63 can also create a great atmosphere for a turbo unit. Our test car carries the optional performance exhaust system. In contrast to the standard exhaust system with only one exhaust flap, three switchable exhaust flaps are used in the surcharge-based exhaust variant. Depending on the driving program, it is neighborhood-friendly (Comfort mode) or neighborly (Sport or Sport +).

In addition, the performance exhaust system can be controlled by pressing a button on the center console, regardless of the driving program. When pedestrians turn their heads early, you can also read the acoustic scale in the Mercedes-AMG C 63 - thanks to the exhaust banging when upshifting and hearty double-gas spitting when downshifting. Depending on the drive program, the double-declutching shock when downshifting varies.

The seven-speed automatic transmission in the Mercedes-AMG C 63 is just as variable as the sound carpet. In comfort mode, it shifts early and barely at half throttle, making it suitable for everyday use noticeably high. In Sport + mode, the transmission rotates the gears longer and shifts gears even faster.

Mercedes-AMG C 63 shifts without delay

And on the racetrack? In the past, the AMG automatic transmissions took too long shift pauses in manual mode when the engine speed limit was reached and only reacted with a delay to upshift commands from the right shift paddle. In order to avoid unnecessary switching pauses, you had to pull the rocker 500 tours earlier - or use the automatic function of the Sport + mode. This topic is finally history in the Mercedes-AMG C 63.

The manual mode works perfectly, and the transmission reacts promptly to rocker commands even when the speed limit is reached. Four times white, twice yellow and twice red - the glowing shift lights in the center display between the speedometer and rev counter exude a slight racing flair.

You can already see in the that the Mercedes-AMG C 63 does not want to play the taxi litter Everyday life on transverse joints and bumps. The standardSports suspension of the star warrior doesn’t wrap you in cotton wool with its suspension comfort, but makes it immediately clear that the Mercedes-AMG C 63 wants to be more than a conventional sedan.

Even in normal mode, the adaptive dampers provide firm feedback. The electronically controlled shock absorbers offer three setting options. We welcome the small course in Hockenheim with the tightest coordination. The normal Mercedes-AMG C 63 rolls on 18-inch models as standard. Our test car has the optional 19-inch forged wheels in cross-spoke design.

Fastest C-63 Limo so far

On the racetrack, the Mercedes-AMG C 63 manages it surprisingly well to hide its heavy weight of 1,760 kilograms. Nevertheless, we would have liked a greater weight reduction. In our database we come across a 457 hp predecessor sedan that weighed 1,772 kilos. The Mercedes-AMG C 63 measured in 2008 completed the short course in 1.15.2 minutes. How much AMG has further developed the driving dynamics of its high-performance sedan can be seen today.

Despite its weight, the new Mercedes-AMG C 63 turned astonishingly directly in the test. The electromechanical power steering provides precise feedback. While the steering forces are easy and comfortable at low speeds, the holding forces become tighter with increasing speed. The servo assistance is not only dependent on the speed. In Sport + mode, the steering offers an overall sporty, tighter feedback. With the racetrack air pressure specified by the factory (warm: 2.5 bar at the front, 2.3 bar at the rear), the rear-wheel drive car, which has a mechanical limited-slip differential as standard, accelerates with good traction out of tight corners.

The Mercedes-AMG C 63 cannot ignore a slight power oversteer or the slight understeer when entering a curve as soon as the tires have to pay tribute to the weight. After three laps, the grip level begins to decrease. The braking system, however, works perfectly. The pedal travel remains constant, the brake is easy to adjust.

With a lap time of 1,13.3 minutes (determined at 28 degrees Celsius), the Mercedes-AMG C 63 even undercuts the 507 hp predecessor limo, the C 63 AMG Edition 507 (1.13.8 min.) Clearly and is chosen as the fastest C-63 sedan measured by sport auto so far. And the 510 hp S model with cup tires is yet to come. If someone again denigrates the C-Class as a taxi, then please as a racing taxi!

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