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.

These made-to-measure options cost a pretty penny but not many other automakers, especially in this price bracket, let owners liberally express their personalities and tastes in such a way, and that goes for their most affordable model in the lineup too, the compact SUV turned cash cow, the Macan. You can have a four-cylinder Macan for just under $60,000, a Macan with a suede interior and wild exhaust note with the GTS, or a V6 one pushing out 434 horses with the Turbo. There’s a Macan for everyone and for (almost) any budget, keeping it just in range for the average middle-class buyer looking for something premium on their driveway.

The Macan Turbo makes use of a new 2.9-litre twin-turbo V6, the same unit in the Cayenne S, and a similar one to the familial Audi RS5. It produces a healthy 434 hp and 406 lb-ft of torque through a 7-speed dual-clutch transmission and a rear-biased all-wheel-drive system. Those keeping track will note that those power figures are lower than the 3.6-liter V6 from the outgoing Macan Turbo with the Performance Package, 6 horses, and 36 lb-ft down in fact. The result is an acceleration time of 0-100 km/h in 4.3 seconds when equipped with launch control, enough to keep up with an F-Pace SVR, but far off the pace of the competing GLC 63 S (3.8 s), X3 M Competition (4.1 s), and Stelvio Quadrifoglio (3.8 s), all of which boast at least 500 horses and outshine the Macan’s comparatively lethargic output.

But numbers aren’t everything. This engine, oh my this engine. How Porsche has made the V6 this responsive, broadened the powerband to make every one of those 400 horses this accessible, and somehow made it sound better than the Audi RS5, is beyond me. This 2.9-liter loves to rev, and while the needle doesn’t swing as quickly as a BMW straight-six, and maximum torque only comes at 1,800 rpm where it previously began the show at 1,500 RPM, the clever DCT makes use of the torque and distributes it evenly, making delivery linear, predictable, and rapid. The DCT picks gears assertively yet executes the shifts with a gentle smoothness, while the resulting engine response is near-instant with turbo lag minimized thanks to the turbo’s clever location within the ‘vee’ of the V6.

Aesthetically, the XB7 sets itself apart with a new body kit. That includes standard 23-inch wheels with the classic Alpina 20-spoke design (21-inch wheels are optional), larger front air intakes, front splitter with Alpina script, and twin tailpipes outback. Oh, and that gorgeous palette of Alpina Blue and Alpina Green. Inside you will find the typical Alpina garnish with Myrtle Wood panels, an Alpina badged steering wheel wrapped in blue and green stitching and logos along with the center console and rotary dial.

If the X7 M50i was any indication of how absurd yet effective a performance three-row SUV can be, we can only imagine how this more powerful Alpina will perform on the road. It’s a good move from BMW, as the Mercedes-AMG GLS 63, Audi RSQ8, and Range Rover SVAutobiography have all been insanely popular with the masses. But I don’t see why BMW does not see a business case for an X7 M, as it’s competitors do.

One interesting note: whereas Alpina would traditionally take a BMW vehicle straight off the factory floor and ship it to Buchloe for tuning, the XB7 will instead be built alongside the X7 in the Spartanburg factory in South Carolina. We asked BMW if they plan to invest more money and revamp part of the plant to configure Alpina-only vehicles, and they mentioned that a dedicated team of Alpina engineers will be on-site for the XB7. You can see their full e-mail response below. Fingers crossed for more of these rarified German unicorns to hit our shores.