2024 Mercedes-AMG C63 S E Performance Mixes Formula 1 Power And PHEV Precociousness

Since the formal merging of Mercedes and AMG in 2005 to form Mercedes-AMG GmbH the German performance subbrand has been on an interesting trajectory, especially with the relatively recent introduction of diet-AMG models like the 43 and 53 cars. Where spotting an AMG badge on the back of a Mercedes-Benz used to mean something seriously special, the brand has become somewhat diluted with the democratization of the AMG badge. But don’t get it twisted. The new 2024 Mercedes-AMG C63 S E Performance is a full-fat AMG car with a handbuilt engine and eye-watering performance capabilities.

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Gone is the old C63’s V8, as the new generation uses the most powerful production four-cylinder in the world paired with a plug-in hybrid component to produce a total of 671 horsepower and 752 pound-feet of torque. The 2.0-liter inline-4 uses Formula 1 technology to sandwich a tiny electric motor inside of a gargantuan single turbocharger to eliminate the natural turbo lag that comes with slapping a mammoth turbo on a little engine. On its own, the hand-built four-cylinder produces 469 hp, the same amount of power as the old C63 in base spec.AMG pairs this overachieving engine with a two-speed electric motor on the rear axle and a 6.1-kWh battery pack that adds up to 203 hp and 236 lb-ft of torque.

Full disclosure: Mercedes-AMG loaned me a gorgeous CLE450 Cabriolet to drive out to Malibu so I could sample it and the new C63 S E Performance. They put me up at a legendary Malibu resort and treated me like someone important for a day and it was much appreciated. CLE450 Cabriolet review coming next week!

Photo: Logan K. Carter

Yes, the glorious days of hulking V8s wedged under the hoods of compact C63s are behind us, and yes it is a tragedy. Boo hoo, moving on. The 2024 C63’s maniacal powertrain produces 168 more horses and a half-second quicker 0-to-60-mph time than the previous C63 S despite the car gaining some weight. The new car’s 0-60 estimate is a dizzying 3.3 seconds, and I mean dizzying because sitting in the passenger seat during a launch will make you feel dizzy. This car is wicked fast in the right drive mode, but that drive mode point is the kicker.

There are a total of eight drive modes for the C63, with each mode permitting different levels of power production from the electric motor, unless the kickdown button is engaged by fully stomping the accelerator pedal down with force. Tailoring the Individual mode to your liking is more important than ever in this car, and over the course of an afternoon, I didn’t feel confident that I had found my Goldilocks configuration. Shuffling through all the modes and settings using the configurable dials on the steering wheel feels clunky, too, and I didn’t have enough time to truly familiarize myself with how it all worked. You’ll need at least a full weekend to get acclimated to all the settings and dial them in to your liking, but once you do, the C63 S E Performance is a blast to hustle down the road. In the right configuration, this car comes alive, scares the crap out of you and your passengers, grips the road with ferocity, turns on a dime, and stops in the blink of an eye.

Photo: Logan K. Carter

This is the first C63 to come standard with all-wheel drive, which enables the C-Class’ first drift mode, though my testing was limited to public roads where it’s frowned upon to go drifting so I can’t vouch for its tire-roasting prowess. In my short time behind the wheel, the 4Matic+ system and electronic limited slip rear differential somehow managed all 671 horsepower and 752 pound-feet of torque with aplomb, preventing the rear end from ever feeling twitchy or volatile. Some may call that unflappable composure boring, and it does feel a bit clinical, but the C63’s capability and grip levels made me laugh in disbelief, so it all depends on your persuasion.

The new powertrain is pretty characterful too, with power available at all points in the rev range thanks to its electric propulsion and electrified turbo. The little turbo four sounds surprisingly good at high revs in the right drive mode, but can still sound like a grumbly little demon at low revs. Comfort and Battery Hold modes limit the electric motor to only 25 percent power, so the car doesn’t feel as brawny as it could, but other modes reveal more power and more exciting sounds. Sport mode enables access to 65 percent of the electric motor’s power while Sport+ and Race enable access to 80 percent of the electric motor’s power, with 100 percent of the electric power available when the Boost function is selected from the steering wheel dial. Those may seem like incremental changes, but the different outputs are clearly palpable from inside the car. Once you feel the maximum power, you’ll have a hard time settling for Comfort.

Photo: Logan K. Carter

It is a plug-in hybrid, though the car is only capable of an EPA-rated 8-mile EV-only range. Mercedes-AMG estimates the fuel economy will be quite good, though, at 41 mpg in the city and 39 on the highway, but driving aggressively during my time with it resulted in numbers in the high-teens. It can be driven in EV-only mode and it feels great for the short period of time that you are operating under battery power alone. Brilliantly, like AMG’s V8 PHEVs the system will never allow the battery to drain too low to provide a short period of max power no matter the drive mode or conditions, which shows a nice devotion to maximum performance. The C63 offers three levels of braking regeneration, none of which are full one-pedal driving, but they were an interesting touch on a hybrid performance sedan.

The C63’s adaptive steel-sprung suspension never really provides a smooth ride. It’s taut in Comfort mode, firm in Sport mode, and unreasonably stiff beyond that. You expect a sports sedan to be firm, but in Sport+ on public roads, the car feels like it’s getting bucked around the road. The steering doesn’t communicate much of what’s happening at the front tires and the car exhibits a very slight tendency to understeer at the limit, which can be chalked up to the claimed weight of 4,817 pounds, over 850 pounds heavier than the previous C63. Despite the heft, the brakes didn’t even break a sweat during my hot afternoon hustling through the sharp curves of the Malibu canyons, which inspired tons of confidence.

Photo: Logan K. Carter

The standard rear-wheel steering has a maximum angle of 2.5 degrees, making the C63 feel more agile and compact, but the car has grown a bit compared to a standard C-Class. AMG lengthened the C63’s wheelbase by 0.4 inches, its nose is 2 inches longer, and it’s 3.1 inches wider up front. Lacking matching bulged fenders, the rear end is narrower than the front and looks more pedestrian than the rippling nose, giving a bit of a “guy who skips leg day” vibe. The new C63 was the first car to have the AMG emblem on the hood instead of the classic Mercedes laurel wreath, though it retains the primary giant three-pointed star in the grille. The C63 also gets quad exhaust tips, larger intakes, unique wheel designs and other styling tweaks.

When I did my best impression of a sane person and drove the C63 S E Performance on normal roads at a normal pace, it was fine. Comfort mode shields you from the full onslaught of instant electric power, and the car feels significantly more mundane than you’d expect given its heroic capabilities. It comes with all the same features and interior styling as the rest of the C-Class lineup, including the big MBUX touchscreen interface. The optional AMG Performance bucket seats look great and are excellent at keeping your keister glued where it belongs, but sacrifice long-term comfort despite featuring adjustable lumbar support and heating.

Photo: Logan K. Carter

The 2024 Mercedes-AMG C63 S E Performance is a complicated vehicle with a complicated name. In the right drive mode in the right conditions, it’s an absolute beast in the best way. It can also be a relatively efficient PHEV, (briefly) an electric vehicle, a gutsy compact luxury sedan with a bumpy ride, or an aggressive and prohibitively stiff performance machine.

It’s a mesmerizing feat of engineering, so if that’s your schtick it should be right up your alley. Maybe I have an outdated perspective, but I found it to be a bit overcomplicated — I want to hop in and just have fun, not spend 4 hours sifting through menus and toggling through different adjustments to make the car enjoyable.