2024 Mercedes-AMG C63 E-Performance review

The last time we drove the 2024 Mercedes-AMG C63 it was on road and track near the famous Ascari circuit in Spain and it’s fair to say we approached it with a degree of caution.

After all, this wasn’t a new version of the V8-powered, tyre-frying C63 recipe we all knew and loved – it was a different animal altogether.

Shockingly, the V8 was gone and in its place lurked a complex plug-in hybrid powertrain that, despite four fewer cylinders, churned out a colossal 500kW/1020Nm. But a C63 with no V8? That’s like a pie with no sauce, or bacon with no eggs – it couldn’t work, surely?

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And yet around Ascari, it kind of did. The character and experience were unquestionably different – we still missed the V8’s noise – but there was also no doubting the hybrid C63’s pulverising pace and traction.

Now, some six months later than expected, the W206 C63 has arrived in Australia. Will it feel just as rapid and grippy on Aussie tarmac? Can an electrified turbo four-pot really win over a nation of V8 lovers?

And now that we know local spec and pricing, how does the fresh C63 compare for value and performance? We headed to some of Tasmania’s best roads to find out.

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JUMP AHEAD

• How much is it and what do you get?
• How do rivals compare on value?
• Interior comfort and space
• How does it drive?
• How much fuel does it use?
• Warranty and running costs
• VERDICT
• Specifications

How much is it and what do you get?

This is the one piece of the W206 C63 puzzle that was missing when we first drove the car in Europe, way back in November 2022.

Back then, Mercedes was preparing us for a figure around $200,000 but happily, the Aussie price is lower than expected at $187,900 before on-road costs. Mind you, that’s still $19,724 more expensive than the old V8-powered sedan, but AMG hasn’t sold the sedan in Australia since 2022, so that comparison isn’t quite apples with apples.

Instead, it’s better to measure the new C63’s price against the cost of the previous coupe, which was still on sale in late 2023 for $190,000 excluding on-road costs.

Speaking of the coupe, it’s something we won’t get with this generation of C63. That role will instead be filled by the soon-to-arrive CLE, which sits between the previous C-Class and E-Class coupes for size and will be offered in sporty CLE 53 and 63 guises.

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There’s no wagon this time around either, despite one being offered overseas, so you can wave goodbye to hopes that AMG will soon have a rival for the desirable BMW M3 Touring. Boo!

What your $187,900 does buy you, however, is a hugely complex sports sedan. We won’t rehash the full technical details here – our international review covers all the geeky changes – but even mentioning the highlights is lengthy.

The biggest change, of course, is found under the bonnet. Under there, you score the same M139 2.0-litre four-cylinder as you get in the blisteringly quick A45 hyper hatch, yet AMG has mounted it longitudinally in the C63 and fitted a larger turbocharger.

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The turbo itself is electrified, meaning the turbine is spun by both exhaust gas and electricity to improve response and reduce lag, and peak power for the engine alone has jumped to 350kW/545Nm.

No doubt, that’s a mighty achievement – AMG says the C63 has the world’s most powerful 2.0L engine – but it’s when you factor in the hybrid system that outputs get properly bonkers.

An electronic drive unit sits on the rear axle and combines an e-motor with a two-speed gearbox and limited-slip differential. It’s fed by a small but sophisticated 6.1kWh battery and combined, the C63’s powertrain makes 500kW/1020Nm.

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Need some context? Those outputs are a healthy 125kW/320Nm more than the old V8 C63 and a decent wedge more than you get from the AMG’s longstanding rivals in the Audi RS4 (331kW/600Nm) and BMW M3 Competition (375kW/650Nm).

All-wheel drive helps to transfer the new 63’s grunt to the road – a Drift mode is available for tyre-smoking hijinks – and there are eight drive modes to play with, including an EV setting that provides 15km of electric-only range from a full battery.

The inevitable cost of all this complexity is added weight and the W206 C63 hits the scales at a rather hefty 2090kg. It is a bigger car than before – width is up 76mm compared to a C300 and overall length has grown by 83mm, including an additional 10mm in the wheelbase – yet there’s no escaping that’s a lot of heft in a sporty mid-size sedan.

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AMG also says it has achieved a perfect 50:50 weight distribution front to rear.

Helping to blunt the extra bulk is standard four-wheel steering that can turn the rear wheels by up to 2.5 degrees and we’re happy to report the system feels completely natural with none of the spookiness 4WS can sometimes bring. AMG also says it has achieved a perfect 50:50 weight distribution front to rear.

Another positive is that despite its newfound complexity, actually buying a W206 C63 should be straightforward. Mercedes has made a habit of simplifying its model range by offering fewer, more highly specced variants and the C63 is no exception.

The base car is incredibly well equipped and there’s only one trim level to choose from as AMG won’t offer a ‘base’ car for this generation. This time it’s full-fat ‘S’ guise only.

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There are seven available colours (four standard and three special ‘manufaktur’ colours) and buyers also have the choice of three key option packs.

A Carbon Aero Package is the most expensive optional extra at $9990 and brings lashings of carbon on the front spoiler, wing mirrors and boot lid. You can also add more carbon to the interior courtesy of the Interior Carbon pack for $2600, however, the option we’d recommend most is the Performance Ergonomic Pack.

For $6900 it brings AMG’s excellent hip-hugging performance seats. Carbon brakes are also available, however at around $10,000, we’d question their value unless you plan on doing regular track work.

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How do rivals compare on value?

It might be the newest, quickest and most powerful offering in its segment, but the 2024 Mercedes-AMG C63 is also the most expensive.

At $187,900 without on-road costs and options, it’s about $10K pricier than its closest performance rival, the BMW M3 Competition xDrive, which starts at $177,800. An M3 Touring xDrive is $180,100 (both before on-road costs).

Another wagon worth considering is the Audi RS4 Avant which is far cheaper at $159,990 before on-road costs. However, it’s also much further into its product cycle and down on comparative performance.

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The Alfa Romeo Giulia Quadrifoglio is a tempting alternative, especially considering it’s a relative bargain at $153,700 excluding on-road costs.

Like the Audi, the Alfa is older and can’t match the AMG for performance or acceleration, although its 2.9-litre V6 is a peach and its lighter, rear-drive chassis is arguably more exciting and rewarding.

Swinging the advantage back in favour of the C63, however, is its comparative newness and its more efficient powertrain. Aside from being able to drive short distances as an EV, the AMG should also drink less fuel on the combined cycle.

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Interior comfort and space

If you’ve driven a regular W206 C-Class, then there’s plenty in here that will be familiar.

The C63 scores the same twin-screen layout as the rest of the C-Class range, meaning there’s a digital instrument cluster ahead of the driver and an enormous 11.9-inch portrait-style touchscreen on the centre stack. Both screens are excellent and aren’t only fast to respond but strike a good balance between burying functions inside the menu structure and retaining physical buttons.

Speaking of, the sheer number of buttons and dials on the thickly-rimmed steering wheel does take some learning. You’ll soon get familiar, though, and then it’s a doddle to twist the manettino-like dial to switch drive modes and to assign your favourite functions (exhaust, ESC Sport etc) to the hotkeys.

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The rest of the cabin feels expensive and richly trimmed and is festooned with AMG-specific touches.

It nails the basics, too. The seating position is natural and offers ample adjustment and it’s hard to fault the level of storage on offer thanks to a deep centre console and generous door bins. Connectivity is taken care of via a wireless charging pad, four USB-C ports and standard Apple CarPlay/Android Auto.

Less impressive, however, are vast expanses of thin-feeling piano black on the centre console and dash. The plastic used on the indicator stalks is also on the cheap side for a $200K car.

Another negative is boot space. Mounting the electronic drive unit above the rear axle means luggage room drops to just 279 litres. That’s only nine litres more than a Toyota Yaris…

Happily, the rear seat is roomy enough for adults and general comfort and refinement have both been improved for this generation of C63, meaning it could easily be used for long journeys. Providing you don’t have too much luggage, that is.

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How does it drive?

It doesn't take long to realise Aussie versions of the W206 C63 hold a significant advantage over cars sold in Europe – our cars sound better.

An evocative exhaust note has been core to the C63’s appeal for generations, so it was a touch disappointing that the cars we drove in Europe were on the quiet side, even compared to an A45 with which it shares an engine. Where an A45 sounds angry and is surprisingly loud high in the rev range, the C63s we drove had a softer, more cultured note.

Aussie C63s, however, aren’t fitted with sound-strangling petrol particulate filters and the result is a soundtrack that isn’t only louder and more engaging but is complimented by pops and crackles on the overrun. Okay, the old V8 is still meaner and more evocative, but it’s a welcome improvement.

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The rest of the driving experience is a big departure from previous C63s. In electric mode, the W206 slips into traffic effortlessly and the ride, courtesy of new adaptive dampers and suspension components lifted from the AMG GT Black Series, is impressively supple and comfortable.

Previous C63s always rode firmly but this new car has significantly more bandwidth. The trade-off is body control that can feel a little loose and floaty on properly choppy roads (this is easily fixed by switching the damping into Sport for greater control) but there’s no denying the W206 C63 is a friendlier, more liveable car to drive day-to-day.

The powertrain is remarkably smooth and intuitive, too, despite its complexity. The handover between electrons and petrol power is almost imperceptible and there are none of the jerkiness or jolts that can sometimes plague plug-in hybrids. It’s as easy to drive around town as a C300.

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But what’s it like to drive hard? Different is the operative word. Where the old C63 was a snarling, rear-limited muscle car on a twisty road, this new version delivers its thrills through grip, pace and traction.

We tackled some Targa Tasmania stages during our stint with the new C63 and it immediately proved to be astonishingly quick and confidence-inspiring.

Grip levels are high courtesy of sticky Michelin Pilot Sport 4S rubber (265/35 R20 up front and 275/35 R20 out back) and because the C63 is now all-wheel drive, punch out of corners is ferocious.

No complaints about the steering either, which is meatily weighted and accurate. The brakes are impressive too, not just for their sheer stopping power but for how natural and progressive the pedal feels given there’s a high amount of regen going on in the background.

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How the brakes would feel after extended stints on a challenging road remains to be seen (we only scored a few clear runs due to traffic) yet during our time the pedal remained firm and reliable.

Even better is how friendly and ‘chuckable’ the new C63 feels, despite its extra kegs and circa-two-tonne kerb weight. The four-wheel steering helps there, of course, and the result is a performance sedan that never feels like it will bite you.

Even at the limit, the new C63 gives you options to trim your line or blaze out of corners with a quarter turn of opposite lock. Bigger slides are dragged straight sooner than previous C63s due to all-wheel drive but there’s always the option to send the grunt solely to the back axle in Drift mode should you want to destroy your rear tyres.

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Speaking of drive modes, cycling through the myriad different settings can seem daunting at first, yet it soon becomes second nature thanks to programable hotkeys on the steering wheel and a dedicated AMG screen on the centre display.

Does all this make the new C63 a better road car than its predecessor? There’s no arguing that it’s quicker and more comfortable but it’s also clear some drivers will miss the old car’s charisma. Where the W205 felt like a rear-driven hot rod that demanded your respect, this new C63 is more like a high-tech hot hatch.

As for weaknesses? Tyre noise is a noticeable and constant companion on coarse-chip roads. And while there’s no denying this is a seriously rapid car, flattening the throttle never feels quick as savage as 500kW/1020Nm ought to. Weight could be a factor there.

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How much fuel does it use?

Fuel efficiency mightn’t be the number one reason people buy a C63, but it’s nice to know this new model will be lighter on the wallet.

Switching to a hybrid powertrain has given the W206 C63 an official combined fuel consumption figure of 6.9L/100km, which is a substantial improvement over the old car’s claim of 9.9L.

It’s also far more efficient than its key competitors like the Audi RS4 (8.9L) and BMW M3 Comp (10.2L). And of course, being a plug-in hybrid means the C63 has the potential to use significantly less fuel if your commute is less than 15km and you plug it in at either end with the included 3.7kW AC charging cable.

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Warranty and running costs

Like all Mercedes models in Australia, the 2024 Mercedes-AMG C63 E-Performance is covered by a five-year/unlimited-kilometre warranty. The 6.1kWh battery has a separate warranty of six years or 100,000km.

Service intervals are every 12 months or 20,000km and there are three service packs available for purchase: three years for $5015, four years for $6250 or five years for $7085.

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VERDICT

The problem with creating an icon is people tend to get their noses out of joint when you change it.

Porsche knows this best – there’s an uproar every time it tinkers with the 911 – and now AMG is facing exactly the same sense of consternation with the W206 C63. Understandably, too, given how loved the old car was and the fact this new model isn’t an update; it’s a complete and utter overhaul.

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But while some AMG fans will struggle to warm to the new C63, there’s also no doubt that objectively it’s a superior performance car.

It’s quicker, quieter, more comfortable, drinks less fuel, rides better and delivers just as many thrills, albeit in its own way.

Does that make it a better C63? Your mileage will likely vary on that, depending on personal expectations of what a C63 should be.

To our minds, it’s neither better nor worse. It’s simply different and impressive in its own right.

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