The guys from Mercedes-AMG squeezed this huge engine under the hood of the small C-class and not only built a German muscle car par excellence but, also gave birth to a huge success story. Over 40.000 of these cars were sold between 2011 and 2015, a number that made even the top dog BMW M3 a little bit scared. 
Now, the new C63 is on the grid, and when you look at the fact sheet you realize the only thing that's left is the name, as the downsizing offensive has finally reached the AMG headquarters in Affalterbach. A step back? We tried to find out on the twisty Portuguese backroads and the lovely Portimao racetrack.

For starters, it seems that the new consumption and emission regulations have sent the Affalterbach big block into retirement. The consequences? A small (from AMG's point of view) and turbocharged V8 is hammering away under the aluminum hood of the fast twins C63 and C63 S. 

But there’s good news as well: even with the two-liter displacement reduction, there is no lack of power. The “little” V8 with 3,982 cc (or 243.0 cu in) yields, under the pressure of two turbos, 469 hp for the basic C63 and a massive 503 hp in the S version. 

To achieve an almost turbo lag-free response and low exhaust emissions for the eco-conscious, the Swabian engineers put the chargers close together in the gap between the cylinder banks. Allegedly, the C63 brothers emit just 200 g /km of CO2 or, in the New European Driving Cycle (NEDC), less than 9 liters.

The so-called M177 is a close relative of the M178 powering the almighty AMG GT Coupé and has brilliant manners. 

A turbo engine has never sounded this well without cheating electronically and has only rarely generated such a harmonious power delivery. But harmony is relative when a standard C63 gives you 479 lb-ft (650 Nm) of torque just above engine idle and the C63 S adds 37 lb-ft (50 Nm) extra. 


What does this mean for everyday driving? Nothing, as long as you keep AMG Dynamic Select in “Comfort” mode. Just a yellow flickering ESP light will notify you of situations when you are a bit clumsy with your right foot. 


If you turn the little wheel in the center console to "Sport+" mode, the suspension stiffens, and the exhaust flaps will open sooner to offer passengers and everyone around the unmistakable V8 sound. Stepping on the gas will also give a much faster response from the engine.

Combined with the AMG MCT 7-speed transmission you will be zoomed up to 62 mph (100 km/h) in four seconds flat, only to hit 155 mph (250 km/h) shortly afterward. Too slow for you? Then opt for the AMG Driver’s Package. It increases the electronically limited speed up to 180 mph (290 km/h) or 174 mph (280 km/h) for the estates.

Okay, this optional extra maximum speed is nice, but even without it, the revised gearbox is nicer, and it surprises with extremely fast shift times. Nothing reminds of the dull gear changes of the predecessor, even though the transmission has the same genes.

The whole powertrain is built to reveal itself completely during a racetrack visit. But can the C really go around corners?

Oh, yes. The chassis of the little AMG gives out a lot of confidence, no matter how hard you drive it. The explanation is a front axle with a wider track (compared to a standard C-Class) combined with a sophisticated four-link suspension and a rear axle with a multi-link independent suspension fitted with traction-improving negative camber.

In addition to that, the C63 has a mechanical and the C63 S an electronic rear axle locking differential. You can recognize the result in every corner of the rollercoaster-like racetrack at Portimao: pick your line and stick with it and feel the wonderful balance between under and oversteer.

It has never been so easy to go sideways in a car of this performance class. The electromechanical, speed-sensitive steering could have been a little bit more reactive in the straight-ahead position, but so much longitudinal and lateral dynamics also need a suitable deceleration.

The C63 S tested on the track was fitted with relentless grabbing ceramic composite brakes using 15.8-inches (402 mm) discs up front. But even the 14.2-inches (360 mm) brake discs on the front axle of the standard C63 seemed to be fade-resistant on the twisty Portuguese B-roads no matter how bad we treated them.

Keep in mind we are still talking about a German compact executive car and not a race car. So is the C-Class AMG comfy enough for a longer trip with your family?

The AMG Ride Control gives you the option to select a setup for the shock absorbers in three steps between "just comfortable enough" and "crunchy hard". But let's be honest: someone who buys a badass limousine or estate for a minimum of $65,250 (or 76,100 Euro for the C63 in Germany) in this segment does not expect to get a palanquin.

However, at 187.2 inches (4,756 mm) long and 72.4 inches (1,839 mm) wide, the new AMG C-Class is 1.18 inches (30 mm) longer and 1.81 inches (46 mm) wider than before. The wheelbase has increased by 3.14 inches (80 mm) and now measures 111.81 inches (2,840 mm), so the Merc with development code W205 has the potential to offer enough cabin space.

Up front, there is a pleasing atmosphere and a pair of wonderful sporty seats with lots of lateral support without being uncomfortable. The driving position could be a bit lower from the sporty point of view.

On the back seats, you get a similar amount of head and legroom like in the Audi RS4 and BMW M4 rivals. In other words, the second row feels like a slim-cut suit.



But more than the right sized cabin, it is the overall pleasant impression of the new C-Class, influenced by the big luxurious S-Class brother. You get high-quality materials and a beautifully designed dash with stylish floating center console. The lovingly tactile metal finish of the power seat adjusters, the rotary COMAND system controller, and the air-con controls are impressive highlights you still don't expect to see (and feel) in this vehicle category.

But are the Mercedes-AMG C63 and C63 S real BMW M3 fighters? Yes and no, because on the one hand the C63 twins are the best technical implementation of the AMG “Driving Performance” on a C-Class ever, but on the other hand, both versions are still not exhibiting the tangible lightness an M3 has while driving – and we do not mean the minimum 121 lb (55 kg) difference in weight - 3,615.5 lb (1,640 kg) for the C63 vs 3,516 lb (1,595 kg) for the M3.

We feel the decisive factor that makes the little thunder Merc the better car is its versatility. The C-AMG can be ordered as a wagon, whereas BMW does not want to bring an M-transporter. And no matter if you are getting the saloon or the estate, this C-Class has this subtle aggressive look without being too in-your-face.

Furthermore, it's always a joy to drive quickly even when there is no four-wheel drive option in the list.

So which version of the Swabian muscle cars would we choose? Surprisingly, the C63 without the S, because driving both variants back to back we could not feel the punch of 34 extra horses. It really seems that that 476 hp is enough as long as you’re not going on track days every weekend.

We would rather save the $8.000 (also 8,000 euros) required for the S badge, the exclusive driving program "Race", an electronic controlled limited slip differential, the clever dynamic engine mounts, the huge 19” wheels and bigger brakes.

Still, we wouldn’t put the money in the bank, but rather invest it in a T-Modell starting at 77,766 Euro plus the glorious-sounding AMG performance exhaust system. For those living in the States, skip the T-Modell part and just go for the fancier exhaust.

So the engine downsizing of the AMG C-Class definitely is not a step back, but the contrary, the whole package being a big step forward to secure the success of this German muscle car.