The 2008 C63 is the fifth AMG model based on Mercedes' compact rear-wheel-drive C-Class sedan.
But oh, that pesky guilt. "Are you crazy?" says a nagging voice in the back of our mind. "It's a gas guzzler. EPA mpg is only 12/19 city/highway. Don't you care about your country's energy dependence or about global warming, you self-indulgent lout? And look at all the stares you get. Nice people don't show off. You want to attract the cops or something?" It's enough to make you sign up for therapy.
Of course, the C63 isn't the only car that sets off these head-and-heart battles. We're no less conflicted by the Audi RS4, BMW M3, or Lexus' new IS-F, each a heated-up premium compact aimed at the same select audience.
Wait a minute. Select audience. Hmmm. That means low sales--Mercedes thinks the U.S. will take a modest 2,000 C63s a year--so hot rods like this make little difference to the planet or gas supplies. And with a base price of $53,800, plus $825 destination, the C63 is the bargain of the bunch, especially considering its hand-built engine and many unique components. Forget therapy. Gimme the keys!
AMG
AMG specializes in developing high-performance versions of production Mercedes cars.
There's been an AMG version of most every Mercedes model for the last several years. The 2008 fleet runs from this "entry-level" C63 to the big V12 S65 sedan and CL65 coupe that pack 604 horsepower and cost close to $200,000.
Many people know the AMG badge but little about its background. The initials stand for founders Hans-Werner Aufrecht (A) and Erhard Melcher (M) and the German town of Grossapach (G), where they set up shop back in 1967. Then as now, AMG specializes in developing high-performance versions of production Mercedes and various racing cars from mild to wild. AMG won its first race in 1971, and continued piling up victories through the 1980s and '90s while selling ever more of its tuned-up limited-edition road cars. Impressed by this success, Mercedes parent Daimler-Benz (now Daimler AG) began collaborating with AMG in 1990. Nine years later, it took a majority stake to make AMG its in-house performance division. Daimler took full control in 2004.
The C63 is the fifth AMG model based on Mercedes' compact rear-wheel-drive C-Class sedan. The line began with 1995's V6-powered C36 and continued for '98 with the V8 C43. For 2001 came the C32 with a supercharged V6 under the hood and "Kompressor" badges outside. The C55 AMG of 2004 reverted to a normally aspirated V8, a 5.4-liter rated at 362 horsepower.
Under the Hood
The 2008 Mercedes-Benz C63 AMG is powered by a 6.2-liter V8 and is the first engine designed wholly by AMG.
AMG's First Engine
A
brand-new 6.2-liter V8 motivates the C63. It's the first engine
designed wholly by AMG and shares nothing with any regular Mercedes
mill. For this application it's restrained to 441 horsepower and 443
pound-feet of torque, but easily makes over 500 horses in larger AMG
models like the swank CL63 coupe and swoopy midsize CLS63 sedan. And
even with this modestly tuned version, the C63 out muscles V8 rivals
BMW M3 (4.0 liters, 414 horses, 295 pound-feet), Audi RS4 (4.2 liters,
420 horsepower, 317 pound-feet) and Lexus IS-F (5.0 liters, 416 horses,
371 pound-feet).
As expected of Mercedes, the "AMG 63" is a
state-of-the-art engine. Naturally, it's a twincam design with four
valves per cylinder, variable valve timing and a two-stage intake
system, all electronically controlled to maximize both high-end power
and low-speed grunt. In addition, this V8 is made almost entirely of
high-tech, high-strength silicon-aluminum alloy, with cylinder bores
treated by an exclusive process that makes them twice as hard as
conventional cast-iron surfaces, or so Mercedes claims. The
low-friction cylinder walls and low-mass valvetrain contribute to a
giddy 7300-rpm redline, but you don't need to go that high, unless you
want to. Though power peaks at 6800 rpm and max torque appears at 5000,
this engine really pours it on from as low as 3000 revs.
Mercedes
is proud to note this engine is hand-built at AMG's Affalterbach
facilities by 50 technicians organized around a "one man, one engine"
philosophy. That means assembly of each engine is the overall
responsibility of a single person, who finishes the job by attaching a
plate bearing his signature. Handcrafting engines is hardly new, but
it's another thing expected of an outfit with AMG's reputation. And in
case you're wondering, Mercedes says each engine takes 2.7 hours to
build. Think about that.
Brainy Transmission
The
C63 debuts a new seven-speed automatic transmission called AMG
Speedshift Plus, the only one offered. It's basically the unit used in
other AMG models and can be shifted manually via a console stick or a
pair of steering-wheel paddles. The new wrinkle is a
"double-declutching" feature that provides "rev-matched" downshifts in
the driver-selectable Sport mode. In other words, the
engine/transmission computer automatically "blips" the engine when,
say, braking or slowing for a corner. Besides smoothing the shift
itself, this feature, Mercedes says, helps minimize weight transfer
from the "engine braking" effect that can upset cornering stability on
lifting the throttle, especially at higher speeds.
There's
also a Comfort setting that shifts at lower rpm for the sake of fuel
economy--such as it is--plus a full manual mode. However, as with a
growing number of performance-car automatics, this one can be shifted
with the paddles in any mode. Doing so in Comfort or Sport overrides
automatic drive; the transmission returns to shifting itself about 10
seconds after your last paddle prod.
Not Just a Shoehorn Job
Like
its German peers, the 2008 Mercedes-Benz C63 AMG is more than a
smallish car with a big engine shoehorned in. The V8 installation
required several upgrades to the basic C-Class structure, which
prompted other changes in the name of performance.
For starters,
the V8 weighs 80 pounds more than the V6s in the C300 and C350 models,
so it sits two inches closer to the firewall to keep the C63 from being
unduly nose-heavy. That, in turn, required a stiffer front subframe and
impact beams to maintain crash protection, and engineers took advantage
of this to give the C63 a 1.4-inch wider track, a larger stabilizer
bar, and stiffer wheel spindles and bearings--all very, very good for
handling. Steering was recalibrated to suit.
The wider axle
necessitated new front sheetmetal, which is why the C63 wears an
exclusive power-dome hood and wider front-fender flares, plus a
meaner-looking grille and lower fascia. Completing the new visuals are
matching rear wheelarches, modestly flared lower-body rails, and a
specific rear bumper cradling a quartet of exhaust pipes.
The
C63 retains the basic C-Class suspension with all-around coil springs,
an antiroll bar at each end, front struts on lower control arms, and a
multi-link independent rear. AMG substitutes stiffer springs and shock
absorbers, plus larger antilock disc brakes with diameters of 14.2
inches fore, 13.0 inches aft, all drilled and vented to dissipate
heat--a performance-car must. Upsized rolling stock is also expected,
and the C63 has it, with handsome five-spoke forged-aluminum wheels
mounting 235/40ZR18 tires in front and 255/35ZR18s in back.
A
final chassis change involves the Mercedes-AMG Electronic Stability
Program (ESP). This antiskid/traction-control system now adds a full
"Off" setting, plus a "Sport" mode. The latter delays ESP intervention
to higher cornering speeds than normal "on." A prudent driver can thus
indulge in a little two- or four-wheel sliding and still have some
electronic backup. The added settings are meant to underscore the C63's
handling credentials as a gauntlet-throw to the ever-agile BMW M3. The
three-mode ESP is a C63 exclusive for now, but should shortly show up
in other AMGs.
The 2008 Mercedes-Benz C63 AMG rides on 18-inch five-spoke forged-aluminum wheels.
Finery and Features
Inside, the C63 AMG features a disappointing amount of hard plastic surfaces.
You pay extra for rather mundane features like metallic paint ($710) and a CD changer ($450). Mercedes' useful TeleAid communications link adds $450, while a $1080 splurge nets a Premium 2 package comprising bi-xenon headlamps, heated headlamp washers, and a power rear-window shade. For $2,950 you can add AMG Nappa Leather upholstery on the seats and door panels, with dual front-seat memory as a bonus. Another $2,950 buys a multimedia package that delivers the CD changer, Harman-Kardon Logic 7 audio, and a voice-controlled navigation system with seven-inch power-retracting dashboard screen. Coming for 2009 is a $3,900 "AMG Performance Package" that bundles a "performance" steering wheel (whatever that is) with a limited-slip differential, a "performance" suspension (likely stiffer than the stock setup), and a "compound brake system," also yet to be described but perhaps involving carbon-ceramic discs to replace conventional steel rotors.
Muscle and Marketing
Muscle machines are typically extra-profitable. That's why we keep getting thirsty new tire-smokers regardless of whatever social conscience an automaker may claim. AMG is a case in point. Not only has it become an image-boosting sub-brand for Mercedes-Benz, it attracts customers with over twice the household income of regular-Benz buyers: a staggering $348,854 a year. As you might expect, AMG ownership skews more heavily toward men (by 86 to 50 percent), but there's little difference in age (low 50s for both groups) or education (71-72 percent).
But forget elite demographics. The C63 is keenly priced for a limited-edition high-performance sports sedan and may be the best-value AMG ever. Mercedes says the 1995 C36, which sold new from $49,800, would cost $70,930 today's money, a whopping $17,130 more than the faster, better-equipped '08. We're not sure how Mercedes managed this--the company isn't exactly known for high value--but we're impressed. BMW, by comparison, also charges a base of $53,800 for its less-potent M3 sedan, while the Audi RS4 starts at $66,910, albeit with all-wheel drive. The Lexus IS-F costs a little less than the Germans with its $56K floor.
The Drive
The 2008 Mercedes-Benz C63 AMG has a base price of $53,800.
We got acquainted with the 2008 Mercedes-Benz C63 AMG during a day-long preview drive divided between fast rural highways in central Arizona and tours around Firebird Raceway near Phoenix. Power was effortless and immediate in either venue, no surprise with the brawny V8 and brainy automatic transmission. Shifts are a tad more abrupt in Sport mode versus Comfort, though not enough to grouse about, and they're darn quick on any setting. The brakes are more than up to the performance. Even at slightly extra-legal speeds--we'd have gone faster, but our conscience said no--this car just hunkers down and stops. No muss, no fuss.
The AMG-tuned suspension naturally helps with that. It's also responsible for the C63's minimal cornering lean and rock-stable highway feel. The quick-ratio steering is a trifle dead on-center, but turn-in response is sharp and overall effort just right. Dry-road grip is tenacious, but be careful. There's enough power on tap to unstick the rear end even with the ESP engaged; switch it off and you'll need be very gentle with the gas in tight corners to avoid provoking an inopportune tail slide. Of course, "drifting" can be huge fun for a skilled driver in safe conditions, but our conscience asks that you please not try it on public roads.
Ride is firm, but not brick-hard in the way of many high-performance cars, this despite the low-profile tires. Some sharp bumps will register, perhaps enough to upset cornering composure, but the stiff structure minimizes jolt.
Refinement? Shockingly good by performance-car standards. Tire thrum is constant but tolerable, and highway wind rush nicely muffled. Engine noise is something else. From the outside, a C63 under full power sounds amazingly like a NASCAR machine, and doesn't seem much quieter. Inside, however, the V8 comes through as a just distant, delightful blend of high-pitched cam whine, low-pitched exhaust burble, and big-chested breathing, with the sound mix changing as the revs rise and fall. This aural experience is quite intoxicating to enthusiast ears, but seldom so raucous as to require raised voices or cranking up the stereo.
On the downside, the C63 has the same tight cabin as any other C-Class model. Rear-seaters are frankly cramped with six-footers up front, so for all practical purposes this nominal four-passenger sedan is a two-adults-plus-two-kids proposition. But the front seats are literally made-to-order for an enthusiast's car. Ditto the basic driving stance.
What's that, conscience? No, we didn't forget. The other big negative here is fuel "economy." We've already cited the dismal EPA ratings, but note this: Based on our preview drive, a C63's gas gauge will drop below the quarter-full mark after only about 250 miles, bad news for long highway trips. And there's probably a guzzler tax to be paid, though firm information wasn't available for this report.
Consolation Prize
As you might gather by now, we think the 2008 Mercedes-Benz C63 AMG is an impressive new performance sedan, a match for any rival in most respects and arguably the pick of the pack for dollar value and entertainment value. It's so good, in fact, that it makes the larger, pricier AMGs seem like wretched, reckless excess. So perhaps those with the means to buy a C63 will do so with a fairly clear conscience, consoled by the fact that they could have opted for something far more socially irresponsible. Yeah, right.