Anything over 400 horsepower is pretty much overkill for a streetcar, but the biturbo V8 here produces an eye-watering 503 hp and 516 lb-ft of torque, enough to launch it from 0-100 km/h in 3.9 seconds, one-tenth slower than the GLC 63 S only because of the latter’s AWD system pushing all four tires into the tarmac. And it’s not just the sheer amount of torque that’s staggering, but that it’s found everywhere in the powerband. Even with nine available gears, you really don’t need more than two to get the most out of the C 63 on a twisty back road. There’s enough propulsion here for you and your next lifetime.
Those coming from an all-wheel-drive platform may be slightly intimidated by its rear-driven nature, but the C 63 S houses a friendly and inviting chassis that lets you play around the limits. The traction control system works superbly by cutting back power when you’re too eager, though it’s not intrusive enough that you can’t have a bit of fun. For those wishing to remedy this guardian angel, the C 63 now offers a nine-stage traction control system, just like the GT R, except here it’s controlled by that steering wheel dial.
AMG also offers four new driving modes to play with: Basic, Advanced, Pro, and Master, all of which tinker with the stability control, engine-mount stiffness, rear-differential, and torque distribution. You would be hard-pressed to notice the nuances between them when bounded by street limits but it’s a nice option to have when hitting up the track or for roasting up some rubber. In addition, the electric-powered steering is wonderfully engaging, and though not overflowing with feedback, it relays enough communication to dial in accurate rotation and place the front wheels where you want them.
The ride in the C 63 S is more brittle and unforgiving than the GLC 63 S, likely due to the latter’s additional air suspension. It’s also lightyears away from the boat-like qualities of the standard C 300 Coupe, but just about as punishing as a BMW M3 CS on the road. The C 63 loves to hug every crevice and nook, exploring the depths of each pothole until your spine tingles from vibrations. That’s desirable when you’re driving spiritedly or when the surface is well-paved, but not so great when it’s not. Just like a high-displacement muscle car, we noticed some engine vibrations at idle too despite the dynamic engine mounts exclusive to the AMG S-tier models. It’s certainly not as isolated from the road as the GLC, but just about on par with the BMW. I’d say the Alfa Romeo Giulia Quadrifoglio and Audi RS5 have a more balanced and better-compromised ride setup for casual daily driving.
