2024 Mercedes-AMG C63 S E Performance First Drive Review: Can A Four-Cylinder Replace A V8?

The end of the world has seemingly arrived for car enthusiasts as the 2024 Mercedes-AMG C63 emerges on US soil, now packing half as many cylinders and half as many turbochargers as before. In an effort to reduce pollution and save the polar bears, the AMG-flavored C-Class sedan ditches its fire-breathing twin-turbo V8 in favor of a turbocharged four-cylinder plug-in hybrid powertrain. This might seem like sacrilege against the worshipers of speed, but don’t accuse AMG of heresy until you hear what the new C63 can do.

It may be four cylinders and a turbo down compared to the previous W205 C63, but this new W206 model has its V8 predecessor outmatched by a whopping 168 horsepower. For reference, the W205 only gained 52 horsepower over its naturally aspirated predecessor thanks to the addition of twin-turbos. The new C63 S E Performance now produces more power than the outgoing AMG E63.

How exactly did AMG manage to deliver a 33% improvement in output with a 50% reduction in displacement? The key lies in the ‘E Performance’ part of the C63’s name. Unlike any previous variant, the new C63 S E Performance bundles three electric motors and a battery to develop its mind-bending performance. To find out if this futuristic setup can truly make us forget about the V8, Mercedes flew us out to California to test the 2024 C63 in the hills of Malibu.

What’s New: New C, New 63

The C63 S E Performance is based on the W205 C-Class Sedan, which arrived in the US for the 2021 model year. Unlike the previous C63, which offered coupe and cabriolet body styles, this new model is only offered as a sedan (the upcoming CLE 63 will replace the C63 Coupe). The current C-Class is larger than its predecessor, which also applies to the C63.

Every C-Class is now powered by a four-cylinder engine, though it gains more hybridization as you move up the AMG ladder. The base C300 uses a mild-hybrid system to deliver 255 hp, while the AMG C43 adds a more potent 48-volt electric turbo to produce 402 hp. The C63 S E Performance takes it a step further with a 400-volt plug-in hybrid powertrain, contributing 201 hp to the mix.

Interior and Exterior Design: Angrier C-Class

You can differentiate a C63 from a standard C-Class via its more muscular proportions; it’s longer than a C300 with a 0.3-inch increase in the wheelbase. The front track width is 2.6 inches wider with flared fender, giving it a mean stance. The latest C-Class is an attractive car, and the C63 gets more aggressive without standing out in a controversial way (we’re looking at you, BMW M3).

The C63 gets the AMG-signature Panamericana grille, 19-inch wheels (20-inch wheels in four different designs are optional), a center air outlet in the hood with dual power domes, quad exhaust tips, and red outlining on the rear model badging. Mercedes mostly restricts the C63 to subtle paint colors, but our tester’s Starling Blue stood out against the arid Malibu hills.

Inside, the C63 will look familiar to anyone who has been in the current C-Class. There’s a giant tablet-style touchscreen measuring 11.9 inches with minimal physical controls. You’ve either gotten used to this setup by now, or sending strongly-worded letters to Mercedes to bring back the volume knob. This cabin looks futuristic and premium, but like some other modern Mercedes models, the trim squeaks in place, denoting an air of cheapness.

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The C63 S E Performance is the top dog C-Class, meaning you do get special touches that aren’t found on a regular C300. An AMG Performance steering wheel includes two controllers that adjust various drive modes, and AMG Sport Seats come standard and can be equipped with heating and ventilation. There are also optional AMG Performance Seats with heavier bolstering, but we didn’t have a chance to test them in our limited time with the car.

Performance: Fewer Cylinders, More Hybrid

The C63 S E Performance boasts what might be the most complex powertrain Mercedes has ever put into a road car, excluding the low production AMG One which has a Formula 1 engine. Mercedes says the C63’s P3 Hybrid System is F1-inspired, bundling a 6.1 kWh battery pack (4.8 kWh usable), an electric motor on the rear axle with its own two-speed transmission, an electric exhaust gas-driven turbocharger, and a belt-driven starter generator (RSG). If that sounds a bit complicated, that’s because it is.

You may need an engineering doctorate to understand the C63’s powertrain, but it only takes a quick glance at the numbers to understand why AMG went with this setup. On its own, the hand-built M139l engine produces 469 hp at 6,750 rpm and 402 lb-ft of torque from 5,000-5,500 rpm, making it the most powerful four-cylinder engine ever put in a production car.

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The rear electric motor adds 94 hp to the mix, but can also supply up to 201 hp and 236 lb-ft for short bursts. In total, the C63 delivers a class-leading 671 hp and 752 lb-ft. But all that extra power comes with a tremendous weight gain – the new C63 tips the scales at 4,817 pounds, which is 842 lbs more than the outgoing model and 827 lbs more than an M3 Competition xDrive.

Unlike the last C63, which was exclusively rear-wheel-drive, the S E Performance sends its power out to 4MATIC+ all-wheel-drive via a nine-speed multiclutch transmission with no torque converter, instead using a wet clutch. This leads to quicker shifts while keeping the smoothness of an automatic. Four driven wheels propel the car to 60 mph in 3.3 seconds – nearly a half-second quicker than the old V8 C63 – though we recorded the run even quicker in three seconds flat. This car will easily give the M3 Competition xDrive something to worry about.

This may be a plug-in hybrid, but it’s not built for efficiency like a traditional PHEV. The small battery only enables a three-mile driving range, and you can only recharge it on a Level 1 plug. On the plus side, the car can replenish the charge on-the-go without much effort. Mercedes says the C63 can manage 40 MPGe using electricity and gasoline together, but its fuel economy will drop to 21 MPG when the battery is depleted, matching the old V8.

Driving Impressions: Electrified Rocket

In the hills of Malibu, we learned not to underestimate the C63 based on its lack of cylinders. It may not roar like the old V8, but this P3 Hybrid system is a monster that’s capable of vicious performance. The Race Start launch control delivers a 4,000-rpm gut punch, comparable to what you’d experience in a high-performance electric vehicle. Despite the AWD system’s best efforts, the sheer violence off-the-line makes the Michelin Pilot Sport 4S tires fight for their lives to maintain grip.

Standard AMG Ride Control suspension with adaptive dampers is tuned on the firm side, and can be outright uncomfortably stiff in the most aggressive Sport+ setting. Luckily, you can customize the car to have ‘Comfort’ suspension with everything else set to brutal. The previous C63 wasn’t known for cradling its occupants anyway. The steering felt a bit overassisted for our liking, and the rear wheel steering felt a bit intrusive the more we pushed the car. Some more seat time in the car might solve any discomfort with the handling.

We kept waiting for the four-cylinder engine to run out of steam, but it never happened. The electric assist keeps the turbo spooled, dumping up to 23 PSI of boost into the engine. In other words, AMG uses electricity to virtually eliminate turbo lag. The hybrid system even fills in the microsecond gaps when the transmission shifts, meaning the power delivery feels relentless, like an EV. We’ve driven many fast performance cars before, but the C63’s linear acceleration made us feel physically ill, it’s that savage.

Objectively, the four-cylinder hybrid’s performance more than lives up to its V8 predecessor, but enthusiasts will be wondering at this point if this new setup subjectively delivers the same spine-tingling vigor. We’d be lying by saying the four-cylinder matches the V8’s boisterous nature, but it’s not an unappealing sound. The four-cylinder buzzes angrily with some assistance from the speakers, burping on the upshifts and crackling on downshifts. At full throttle, you’ll also notice a hint of whine from the electric motor, giving a supercharger-like personality. The old V8 sounded more exotic, but this four-cylinder is among one of the better ones we’ve heard. If sound is your number one priority, go for an M3 or a Cadillac CT5-V Blackwing.

Pricing and Verdict: Brains Over Heart

Mercedes last offered a C63 S Sedan in the 2021 model year, priced at $76,200. This new 2024 C63 S E Performance checks in at $83,900 before options and a $1,150 destination charge, meaning it’s actually slightly cheaper than its predecessor when factoring for inflation (the 2021 model costs $87,511 in today’s dollars). The AMG C-Class is also cheaper than a comparable BMW M3 Competition xDrive ($85,300) and the Cadillac CT5-V Blackwing ($93,495). There are, of course, plenty of options that can pull the C63 into six-figure territory, including the Pinnacle trim level (starting at $85,300), which adds augmented reality navigation, a head-up display, and Digital Light. AMG Performance seats can add either $2,500 or $3,250 to the bill, too, depending on which pacakge you opt for.

• 

  2024 Mercedes-AMG C63 Sedan

  Base MSRP

  $83,900

  Engine

  2.0-Liter Turbo I4 Plug-In Hybrid

  Horsepower

  671 hp

  Torque

  752 lb-ft

  0-60 MPH

  3.3 Seconds

  Top Speed

  174 mph

  Expand

• 

  2024 Cadillac CT5-V Blackwing

  Base MSRP

  $93,495

  Engine

  6.2L Supercharged V8 Gas

  Horsepower

  668 hp

  Torque

  659 lb-ft

  0-60 MPH

  3.6 seconds

  Top Speed

  200 mph

  Expand

In a vacuum, the C63 proves itself as an exciting but complicated performance sedan that stands out for its advanced engineering. But stacked up against the M3 and CT5-V Blackwing, it might be too nerdy for its own good. We have no doubt that the AMG could outperform its rivals from BMW M and Cadillac V, but it does so with a stern look on its face. The M3, and the CT5-V Blackwing to a greater extent, embrace the whimsical elements of performance: silly exhaust sounds, a manual transmission, and (available) rear-wheel-drive. For buyers who appreciate advanced technology above all else, the C63 is miraculous, and its pace is chest crushing. Will current owners be willing to trade in their V8s for it? The jury is still out.