I headed down to the Western Cape to test drive the latest Mercedes-AMG product, the C63 S E-Performance. This has cemented its place as one of 2024's most controversial cars because, instead of the V8 engine seen in previous models, it has a four-cylinder paired with an electric motor.
Related: Mercedes-AMG C63 S E Performance (2024) - Suited for Simola?
We like
-Refined and comfortable
-Incredibly fast
-Fantastic handling
-In-car tech is incredible
We dislike
-It's heavy
-We miss the V8 sound
-The boot is compromised thanks to hybrid battery
-It's not exactly cheap
Related: Mercedes-AMG C63 S E Performance Prices and Specs
If you'd like to learn more about what's new in the updated C63, my colleague Chad's Quick Review video will tell you a lot about what you need to know, so I will be focussing on the driving impression and drivetrain for this launch article!
ICE engine
The 2.0-litre four-cylinder engine powering the C63 is codenamed the M139l and uses an electric exhaust gas turbocharger. This turbocharger is significantly larger than the item used in the C43 and takes many of its innovations from the brand's Formula 1 programme. In short, a small electric motor powered by the 400-volt onboard electrical system is placed directly on the turbocharger shaft between the turbine wheel on the exhaust side and the compressor wheel on the intake side. This drives the turbocharger shaft directly and accelerates the compressor wheel before the exhaust gas flow takes over the drive, as in conventional turbochargers. This reduces perceived turbo lag significantly, allowing the turbo to maintain boost pressure more consistently.
The engine itself has a closed-deck design, a trait found in motors made for high-performance and motorsport applications. The engine can tolerate combustion pressures of up to 160 bar. The engine makes use of eight injectors for a two-stage fuel injection system, with the piezo injectors delivering fuel into the combustion chambers at pressures of up to 200 bar while the second stage adds intake manifold duct injection with solenoid valves, which is how the motor produces its monstrous 350kW and 545Nm. The motor is paired with the brand's 9G dual-clutch gearbox in place of the old torque converter to save some weight.
Battery and electric motor
The C63's battery is a 6.1 kWh unit that produces 70 kW and a peak of 150 kW for ten seconds. The battery weighs 89 kg and compromises the boot space, taking it from 455 litres to 280 litres. While the vehicle mostly regenerates its battery with braking and the combustion engine, there is a 3.7 kW onboard AC charger. The brand claims that the product can be driven around 13 km on all-electric power alone.
The electric motor is connected directly to the rear axle and can, therefore, convert its power more directly into propulsion – for that extra boost when moving off, accelerating or overtaking. If slip occurs at the rear axle, the electric motor's drive power is also transferred to the front wheels as needed for more traction. The mechanical connection of the all-wheel drive system, including a propeller shaft and the drive shafts of the front wheels, makes this possible. There's also a two-speed transmission at the rear axle, with an electric actuator that engages second gear at around 140 km/h when the motor reaches its peak r/min.
Suspension & steering
The latest 63 comes with AMG Ride Control steel suspension with adaptive dampers. It also has bespoke steering knuckles and suspension joints on the spring control arms. Elastokinematics, whereby the damping at each wheel is continuously adjusted according to the pre-selected settings and driving situation, comes from the brand's GT3 racing and AMG GT Black Series programmes.
The model also features a three-stage steering system with a variable steering geometry ratio that adapts to the selected drive program. The steering assistance decreases at high speeds and slowly increases at low speeds. There's also a rear-wheel steering system that can move the rear wheels by up to 2.5 degrees, with the rear wheels turning in the opposite direction of the front wheels at speeds below 100km/h and all four wheels turning in the same direction over 100 km/h.
Brakes
The brakes are also quite serious. The front has steel six-piston fixed callipers, and the rear has one-piston floating callipers. A carbon ceramic brake system is also an option.
Driving modes
There are eight driving modes to choose from, namely "Electric", "Comfort", "Battery Hold", "Sport", "Sport+", "RACE", "Slippery" and "Individual":
- Electric: This mode allows for all-electric driving up to speeds of 125 km/h; however, realistically, the all-electric range is between 9-13km.
- Comfort: This mode uses the electric motor at low speed and the combustion engine for higher-speed driving, with the throttle, suspension and steering calibration feeling akin to a 'regular' C-Class.
- Battery Hold: This works similarly to Comfort, but the vehicle will keep the battery in a constant state of charge.
- Sport: This mode works with both petrol and electric power, but more electrical boost is provided with up to 65%.
- Sport+: As with Sport, this mode uses both ICE and electric power, but now, the electric assistance is boosted to up to 80% in powertrains.
- Race: This mode allows combustion and electric power to be used; however, the regeneration is now higher to ensure the battery remains charged. One can also activate "Boost Mode", which provides a "maximum attack" scenario.
- Slippery: This is optimally tuned for slippery roads, with reduced power input and a flat torque curve.
- Individual: This allows the user to programme their ideal settings.
Regen
The vehicle's battery regeneration has four levels, and thanks to some clever thermal management, regen is always optimised because the battery remains at a near-constant temperature of around 45 degrees thanks to direct cooling.
The right-hand AMG steering wheel button allows the driver to select four different recuperation levels. This applies to all drive programs except "Slippery," and the energy recovery is configured differently depending on the driving mode:
- Level 0: The vehicle behaves like a conventional combustion engine with a manual gearbox, with the clutch disengaged. If the driver lifts off the accelerator, the car coasts on with the least resistance. The recuperation level is very low and serves only to maintain the vehicle's power supply.
- Level 1: The default setting where regeneration is noticeable for the driver. It corresponds approximately to the deceleration of a conventional combustion engine with the clutch engaged.
- Level 2: Stronger regeneration. When going with traffic flow, the brake pedal hardly needs to be depressed.
- Level 3: Highest energy recovery. Here, so-called one-pedal driving is possible, just like in an all-electric car.
Driving impression
In spite of a 2 165kg kerb weight, the combined system output is up to 500 kW and 1 020 Nm of torque, so there's a lot of performance on offer. Performance figures are impressive, with several publications having matched or beaten the claimed 0-100km/h time of 3.4 seconds, while the top speed of 280 km/h appears entirely adequate. Out on the road, the first thing that strikes you about the C63 is how civilized and, dare I say it, quiet and comfortable it is. The first part of our journey was some urban and freeway driving, where the newcomer, in Comfort mode, was as subdued and usable as your garden variety C200 AMG Line, however, the promise of a mountain pass and the ability to toggle through the variety of driving modes had me anxious to feel what the 63 now has to offer.
Upon arrival at one of the Western Cape's most infamous mountain passes, we discovered it was closed, but soon opened for us to have a quick jaunt up. I immediately flicked the C63 into its most aggressive setting and tackled the pass, where my understanding of this new product changed profoundly. You see, where the previous car was a bit of a brute, albeit one that could still be hustled around a track of mountain pass at pace, the newcomer is staggeringly approachable from a performance perspective. It's difficult to fathom just how approachable 500kW and 1 020Nm can feel and, indeed, how fast a mid-size sedan is in 2024. It's not only the straight line performance, but the way the car turns, and changes direction in spite of its high kerb weight.
Verdict
The latest C63 from the AMG division will continue to divide opinion in the automotive world. Having driven the car, I feel I am well-placed to give my opinion. In short, it's quite expensive, and I do miss the V8, with the sound this new product produces is its biggest issue, aside from its added weight. But, and this is a big but, the new car is so much faster, in a straight line and when the road gets twisty. Its impressive performance, combined with its total geek fest tech barrage, takes the fast C-Class in a totally new direction. Some will love it, others won't, but it's impossible to deny its performance credentials.
Pricing
C63 S E Performance R2 476 800*
*Standard with a two-year/unlimited kilometre warranty and five-year/100 000 km maintenance plan.
