The immeasurable chasm between “want” and “need” is a space dirty with high-cost products, be they high-performance automobiles or super-premium ice cream. While the sclerotic effects of 55 percent (or 11 grams) of the daily endorsed dose of jam-packed fat in one portion of Ben Jerry’s Chubby Hubby is a moderated health risk, so too can be the 503hp (375kW) in the Mercedes-AMG C63 S Cabrio after one 4.0-second blast to 60 mph. Also, deliberation that the very first C-Class AMG indication ever offering in the US marketplace 22 years ago belted out a whopping 276hp (206kW) from its 3.6-liter inline-6, energy is a relations thing.
That 4.0-liter engine pumps two turbos’ worth of vigour into eight cylinders to net its annoyance of riches. (Non-S C63 models get by with a tiny 469hp, or 350 kW.) Those turbos are nestled in the hollow of the engine’s V, as on BMW’s stream crop of turbocharged V8s and Audi’s V-type engines. This shortens the plumbing, reduces the probability of lag, and also helps get the turbos hotter (which helps furnish boost quicker).
But it’s not just the engine that dominates pushing impressions of the C63. You hear the guttural V8, of course, but there’s also a slight shake of the windshield header interjection to its very unbending cessation over rough roads. The automobile is but 187 inches long—a Toyota Camry is longer—but it feels bigger, and considerably so compared to other models in the stream C-Class range. When roving around with the top down, you still feel ensconced in the automobile interjection to its high waistline.
I didn’t utterly hear that, would you mind revving it again?
Back to that powertrain: unconstrained party comes from the discretionary opening dull complement ($1,250), which opens bypass valves and unleashes about 3-6 dB additional bellow and burst depending on engine speed and stifle position.
Despite the 4,226-pound (1,917 kg) quell weight, the C63 S Cabrio is agile, even if it’s not accurately light. The very unbending springs rates are rather mitigated by tractable dampers, but there’s no denying the hold from the Michelin Pilot Sport tires. In apart testing, a new C300 sedan wowed me with about the best electric steering feel of any tiny oppulance automobile on the market. The C63 S is on this same glorious level.
The C63′s AMG Dynamic Select complement is the car’s mood selector. It yields enormous upshifts and rev-matched downshifts when not in “Comfort” mode, regardless of either you’re vouchsafing the seven-speed delivery do things by itself or instructing shifts from the customary wheel-mounted paddles. About two-thirds of the time, the delivery is superb and the V8 absolute with measureless torque and no stifle lag.
The four-stage fortitude control (“Comfort,” “Sport,” “Sport +,” and “Race”; singular to the S model) works with an electronically tranquil limited-slip differential with brake-induced torque vectoring, which you can feel operative to discharge all that energy and torque when you’re cornering. “Sport +” also allows some oversteer but keeps the bigger fortitude reserve net in place, where “Race” places all the talent on your shoulders.
If only it gathering delayed as good as it drives fast
The powertrain is hampered, however, in bland use. Like other recent AMGs and some other Mercedes models, the C63′s AMG Speedshift dual-clutch delivery is good when punishment by the twisties and at full-throttle blasts on dull roads. But try to make a graceful, modestly quick exit out of a parking mark or your driveway, and the delivery takes a very profound postponement before delivering tangible drive.
It’s one thing to write your delivery program to forestall driveline startle and intensity hamfisted repairs from God’s own torque curve, but it’s another thing wholly to make the universe wait while your Speedshift delivery deigns to rivet Drive from Reverse in reduction than 4 tangible seconds. One could yield the same delivery insurance by permitting only, say, 3 to 5 percent stifle opening and no some-more when toggling between Reverse, Drive, and Park, but also permitting it to spin the bloody driveshaft. Infuriating.
Like a C-Class with collagen injections
The customary C-Class physique gets an AMG makeover, with conspicuous fenders covering the wider lane and wheels. A vast reduce air intake, matte china grille splitter, and side-sill extensions are all hewn in splendid immaculate steel, while the back fender uses a mistake diffuser. The now-familiar parallelogram dull tips are not actually connected to the mufflers or tips, but they are partial of the bodywork (as on many cars with visually-pronounced exhausts).
Even with all that, the automobile form does not come off scarcely as good as the similarly-designed S Cabrio; the C’s back three-quarters seems a bit plain and walking due to the rather prosaic back sides and the true garnishment of the body’s tip sill where the automobile top butts the body, since the S’s back three-quarters looks both royal and sporting, interjection to the stronger, upswept physique side striking and that same line into which the top has disappeared. Also, the S’s wider taillights that meet closer on the case lid make the back actually demeanour narrower than the C-Class Cabrio’s rump.
Is that the price, or the VIN??
Now it’s time to plead the giant, dear elephant in the room. Granted, no one buys a Mercedes since it’s cheap, but deliberation this is still a C-Class, the $100,235 grand sum to the window plaque of the test C63 (from a bottom of $82,495) is one hellacious pachyderm. The idea that you can container on scarcely $18,000 in options on top is an oxygen-depleted practice in fainting.
Among those semi-superfluous options we’d skip are $7,050 in sum for not one, but two CO fiber trim packages, $750 in other effluvious extraneous visuals and those split-diameter 19- and 20-inch wheels. They don’t likely minister much to the lift of driving. But foregoing all these would still only dump the add-on to $93,000. For comparison, the big S-Class sedan starts at $90,000, and the incomparable E63 AMG sedan starts at a little over $105,000. It all creates the AMG GT coupe like a discount thoroughbred, at $113,395.
A smaller elephant is the fuel chastisement you compensate for all the fun. Even yet it’s rated at 17/22/19 mpg city/highway/combined, we never saw much some-more than about 13 mpg even when pushing on mostly highway sections. Some things are inevitable; 4,226lbs and 503hp equaling complicated lust is positively one of them.
You do get a good automobile for all that cash
Inside, the C63 wears even better togs than the non-AMG models, which are tops in the margin already. The bulk of the interior comes from the sedan’s stellar interior, so supplement some aggressively bolstered seats, leather slathered over the dash, splendid trim details, those seperated aluminum Burmester orator grilles, and the 8.4-inch infotainment screen (controlled by one of the best and discerning rotary dials in motordom). Suddenly, the C63 becomes an even lovelier place to lay and watch the universe go by.
Between the coupe and automobile versions of the C63 two-door, the open top automobile loads up with 130 additional pounds (59kg) due to fresh and the additional weight of the layered soothing top, which actually operates at up to 30mph (50km/h). One courteous addition: an all-window switch on the core console next to the one for the top operation, should you wish to lift or reduce all the windows at once alone from the top cycling.
There’s other forms of automobile automotive party out there, for sure, including BMW’s M4 and a accumulation of two-seat sports cars, and the American hack fast of Camaros and Mustangs (which are the best they’ve ever been, by the way). But for a European with V8 torque, open skies, and 4 seats, the C63 S drives a brushed aluminum interest by your eager heart. And wallet.
Listing picture by Jim Resnick