This story begins a few months ago in a San Diego, California, restaurant overlooking the ocean on a sunny Friday afternoon. We were all gathered for the CLS63 launch. The new four-door coupe is better than the previous model in every conceivable way, and gave me no reason to doubt AMG. After long conversations about compression ratios and fuel stratification over fish tacos, an AMG engineer mentioned that the C63 was getting a subtle refresh and he hoped to see me at that event. This offhand comment flipped a switch in my head that triggered an emotional response as if he had kicked my dog. Refreshing the C63? That car needs nothing. You don’t tell a guy his girl could stand to lose a few pounds, and you don’t tell him one of his favorite cars needs a little work.
I slid off the bar stool and walked out, intent on getting some air on the patio. Instead I managed to corner Ola Källenius, CEO of Mercedes-AMG. We began with pleasantries about the weather and the CLS drive. In a matter of seconds I was quizzing him on the changes we could all expect to see on the C63. In truth, although I say “we,” I don’t care what you see. When it comes to the C63, it’s all about me.
I gave my input, which was taken with genuine interest; my passion for the small super sedan was immediately obvious and they know that crazed journalists should always be placated. The quizzing continued, answers became more general, was there something he didn’t want to tell me? This is when the threats crept in. They were friendly and jovial at first, then morphed to a furrowed brow with a definite forward lean. “Don’t mess with the C63.” My words were noted; probably more for legal matters than marketing research, and that was the end of that.
Fast-forward to the night before the Geneva Motor Show. Apparently Mercedes-Benz USA hadn’t gotten the memo, because I managed to get an invite to the very exclusive sneak preview of all three models of new C63: sedan, coupe, and even a wagon, or estate, as the Europeans say. North America will get the sedan and coupe, but the wagon is held for regions with large populations of buyers who appreciate cool cars. At the other end of the spectrum, Mercedes says buyers have been clamoring for coupes since the C63 launched in 2007. Considering BMW sells two-and-a-half times the number of M3 coupes as sedans, they may be on to something.
Apparently Herr Källenius had listened to my suggestions about the update. The C63 will still be powered by the glorious 450-horsepower 6.2-liter V-8 carried over from the previous car. The musclecar-worthy engine produces 443 pound-feet of torque while also belting out the best exhaust note this side of a cigarette boat. The engine is the heart and soul of the C63, and when rumors circulated of a smaller displacement forced-induction engine, it nearly caused riots. Angry polo-shirted hordes would have taken to the streets, smashing windows with five irons and burning buildings with Grey Goose Molotov cocktails. Luckily the giant eight-cylinder thumper was kept and violence was averted.
AMG really does know me—it offers a performance package for the already over-powered monster that increases output to 480 horsepower. This isn’t a simple software tune and muffler swap. AMG replaces the standard cast pistons, rods, and crankshaft with forged pieces. The uprated components cut 6.6 pounds out of rotating and reciprocating mass in the engine, allowing for faster revving and less parasitic loss. The package adds roughly $6000 to price of the car, but also includes carbon-ceramic front brake rotors, carbon-fiber front and rear spoilers, and an even beefier steering wheel.
The old C63 drivetrain, while loved, was not perfect. The engine was near flawless, but the transmission was the weak link. Gone is the old 7G-Tronic, and in its place is the new AMG Speedshift MCT seven-speed wet-clutch transmission. This transmission is responsible for transforming other models in the AMG lineup and will certainly be a welcome improvement in the C63. It is said to improve fuel efficiency by as much as 10 percent. Shifts will be faster; it blips the throttle on downshifts; launch control is standard; and more of that monstrous power will make it to the pavement. A manual transmission is still not an option, and seeing the way they are disappearing from other car lines, likely never will be.
Like the standard C-Class, the biggest news is the interior. The dashboard, which always reminded passengers they were in the entry-level Mercedes, has been replaced by a higher-quality piece. The navigation and entertainment system is now incorporated permanently into the dash instead of mechanically rising up out of it when activated, like electronic toast. Material quality has also been greatly improved, and it feels as though it’s screwed together with more care.
Outside the car AMG has taken just as much care. Wider front fender flares and restyled power bulges on the aluminum hood add a more aggressive look. Instead of running straight back, they flare towards the outside near the back of the hood. The single bar front grille, black splitter in front, and diffuser in back are clearly SLS-inspired as well. The C63 is now a little more differentiated from the base C-Classes, but is certainly far from looking like an entirely different car, which is fine by me. The C-Class is a handsome car and the C63 isn’t about being flashy. It’s a classic sleeper.
Journalists should get the opportunity to drive the C63 in May or June. Hopefully my good behavior in Geneva will earn me the opportunity to test drive one before the general masses. If the mechanical changes are as big of improvements as they are on other AMG models tested recently, the automotive world may have a new benchmark for sedans. More importantly, I’m still happy. Herr Källenius, we’re good, right?
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