With technology derived directly from Formula 1, the latest generation of the Mercedes-AMG C43 4MATIC sets new standards for innovative drive solutions both as a Saloon and as an Estate. Following its premiere in the Mercedes-AMG SL43, the AMG 2.0-litre four-cylinder engine, the world's first series-production unit to feature an electric exhaust gas turbocharger, is now also being used in the C-Class. The new form of turbocharging guarantees particularly spontaneous response across the entire rev range and thus offers an even more dynamic driving experience. The turbocharger is operated via the 48-volt electrical system, which also feeds the belt-driven starter-generator (RSG). In the Mercedes-AMG C43 4MATIC the unit produces 300 kW (408 hp) and, in certain driving situations, is able to call upon a brief additional boost of 10 kW (14 hp) from the RSG. The standard rear-axle steering, the AMG Performance 4MATIC permanent all-wheel drive with rear-biased torque distribution, the AMG SPEEDSHIFT MCT 9G transmission with wet start-off clutch and the AMG RIDE CONTROL suspension with Adaptive Damping System also contribute to the dynamic driving experience. In keeping with this, brand-specific features in the equipment and appointments as well as in the exterior and interior design emphasise the performance-oriented character of the new Mercedes-AMG C43 4MATIC.

"The C-Class has always been an absolute success story for Mercedes-AMG. With the innovative technology of the electric exhaust gas turbocharger, we are once again significantly increasing the attractiveness of this latest generation. The new turbocharging system and the 48-volt on-board electrical system not only contribute to the outstanding driving dynamics of the C43 4MATIC, but also improve its efficiency. In this way, we are demonstrating the tremendous potential that lies in electrified combustion engines. The standard all-wheel drive, the active rear-axle steering and the quick-shifting transmission all serve to enhance the Driving Performance that is the hallmark of AMG", says Philipp Schiemer, Chairman of the Board of Management of Mercedes-AMG GmbH.

At the heart of the new Mercedes-AMG C43 4MATIC is the AMG 2.0-litre four-cylinder engine, which combines innovative technologies and high performance with exemplary efficiency. At the same time, it remains true to a tradition typical of the brand: not only was it developed entirely at the company's site in Affalterbach, but it is also manufactured there in accordance with the principle of "One Man, One Engine". In this process, Mercedes-AMG combines the craftsmanship of its highly qualified employees with the latest production methods of Industry 4.0 and a high degree of digitalisation.

The internally named M139l engine (l for longitudinal installation) is the world's first series-production engine to be turbocharged with an electric exhaust gas turbocharger. The innovative system is a direct derivative of the technology that the Mercedes-AMG Petronas F1 Team has been using so successfully in the premier class of motorsport for many years. The new form of turbocharging guarantees particularly spontaneous response across the entire rev range. This leads to an even more dynamic driving experience, while at the same time increasing efficiency.

Sedans have become the Jan Brady of automobiles. They’re overlooked and underappreciated, as consumers lavish firstborn attention on SUVs, or coo over the latest electric babies.

So when the all-new 2022 Mercedes-Benz C-Class was announced, the news didn’t exactly light the world on fire. But now that I’ve driven the standard C 300, I feel a bit guilty for overlooking its significance, at least for SUV refusniks determined to keep their feet and seat closer to the ground. In fact, this new C-Class is a tremendous addition to the sedan ranks. It’s tastefully styled, more richly appointed and technically replete than any rival, and immensely satisfying to drive. And its all-around excellence bodes well for versions to come. They include a 2023 AMG C 43 Sport later this year, with standard AWD and rear-wheel-steering; and a skin-flaying 402 horses from a 2.0-liter four-cylinder with 48-volt hybrid assist and electric-boosted turbocharging.

Tally the current generation’s full lifespan, and the C-Class has remained the most-popular Mercedes; whether here, in China or around the world, with 2.5 million global sedan-and-wagon sales since 2014. But a model that was finding more than 85,000 U.S. buyers a year in the mid 2010’s couldn’t escape the industry’s sedan tailspin, including just under 31,000 sales last year. Time to shore up the franchise, even if the GLC-Class SUV is now ensconced as the family sales star — Mercedes’ Marcia, if you will — with 51,000 customers in 2021.



To do it, Mercedes climbed to its top shelf to raid key S-Class features, including its dramatic 11.9-inch portrait-oriented touchscreen that’s been subtly tilted six degrees toward the driver for use in the C. It also gets the latest safety and semi-autonomous tech, and options such as augmented-reality navigation and a color head-up display. That’s all wrapped in a slightly roomier interior that nods gracefully to the S-Class — with flattering stuff like laser-cut Burmester speaker grilles, ambient lighting, polished metals and natural-grain woods — while giving up almost nothing in luxury to the midsize E-Class. We’re not sure the last C-Class ever gave up its status as King of the Cabins in the compact sport sedan segment, but the new car’s grip on the throne is unquestioned. It also now has the most rear legroom in the segment, at 36 inches. That’s just 0.2 inches shy of the larger E-Class’ back seat.

To drive home the point, Mercedes accentuates the C-Class’ traditional cab-backward, long-hood sedan proportions, shoving the windshield and passenger space further toward the rear axle. Mercedes’ A-shaped radiator grille and three-pointed star — blessedly, neither oversized nor radically statement-making — fronts a confident power-domed hood. A worthwhile AMG Line with Night Package option ($3,050) fills that grille with tiny chromed Mercedes stars (a nice touch), revises front and rear fascias and exhaust outlets, and adds side rocker extensions. Other goodies include a sport suspension and steering, brushed aluminum pedals, a dashboard trimmed in MB-Tex faux leather, and perforated brake discs with Mercedes-Benz logo calipers.

The previous C-Class’ body creases are softened, amplifying the streamlined “catwalk” shoulder line. And the former, somewhat chunky butt and blobby taillamps are reshaped to appealing effect. Slender two-piece LED taillamps, a first for a C-Class, sweep across the trunk lid and narrow into sharp points. At the opening of our two-day drive from New York to the Catskills mountains and back, the C-Class seemed almost too demure. But this finely proportioned sedan, and its nothing-to-prove elegance, grew on me almost immediately. The C’s more-classic design is far more successful to me than Mercedes’ eggheaded EQS.

Mercedes stretched the new model by 2.5 inches to 187 inches (just shy of an Audi A4 or Cadillac CT4, and 1.3 longer than a BMW 3 Series), with a 1-inch-longer wheelbase. It’s roughly a half-inch wider and lower. There’s added shoulder and elbow room front and rear, nearly an inch more rear legroom, and 0.4-inches more rear headroom despite the lower roofline. A standard, clamshell-style panoramic sunroof boosts the spacious impression. Split rear seats fold, including via switches in the trunk, to open up more versatile space.



As noted, that interior is a treat. Generously bolstered seats integrate pivoting headrests on single posts, with a range of interior colors and treatments — a racy red-and-black combo, or brick-like AMG Sienna Brown with natural wood pinstriped with real aluminum. Ambient lighting decorates the doors, dash and aircraft-inspired metal vents with a choice of 64 colors. Architects would dig the cantilevered armrests and “floating,” light-rimmed door-control housings. A three-spoke steering wheel looks as good as it feels, as do bright-metal paddle shifters as cool and polished as river stones.

MBUX infotainment, despite the improvements gleaned from the bigger screen, still requires a first-time learning curve. But once your steering-wheel thumbs and brain are trained, MBUX really is a nifty — and undeniably eye-popping — way of navigating today’s data-heavy automotive landscape. One exception is the control chiclet on the left-thumb side of the wheel, which manages the graphically rich, freestanding driver’s display, including full-screen 3D map views: Too often, it mistakes a left-right thumb sweep for an up-down, and gets a thumbs-down for blowing a radio-station change or other operation. Yet the optional Augmented Reality navs still amazes, superimposing directional arrows, street signs and even addresses over a real-time camera environment. (The addresses that hover and disappear, Rolodex-style, on final approach to a hard-to-find business or rural driveway, are a tech godsend).

The option of adopting the new “Zero Layer” home screen design first seen on the EQS smartly avoids digging into distracting menus. It keeps a map view in sight at all times, flanked by main “module” tiles and individualized “magic modules” controlled by machine learning of a driver’s history and behavior. In one example, if the car figures out a driver tends to call a partner on the daily route home, it places the phone number onscreen at-the-ready. A biometric fingerprint reader can keep those behavior-based predictions and other matters private, unlocking MBUX for individual users, their calendars, e-mails, payment authorizations, and more. Online music services are now integrated into the MBUX ecosystem. Apple CarPlay and Android Auto are standard. To all that, the C-Class adds the latest “Hey Mercedes” range of conversational, Siri-style voice commands.



Fortunately, when it’s time for fingers to seize the steering wheel, the C 300 is equally capable. Sport-sedan number-crunchers might see the C 300’s four cylinders, 255 horses and 295 pound-feet of torque and say “Where’s my AMG?” Peak horsepower is indeed unchanged from 2021, with 20 more pound-feet of max torque. But the C 300’s secret weapon is the M 254 2.0-liter engine. The all-new powerplant combines the topline features of Mercedes’ modular four- and six-cylinder engine family for the first time. Those include patented “Nanoslide” cylinder coating, the weight-saving, friction-busting tech also used in Mercedes’ F1 powerplants. The engine integrates a 48-volt mild-hybrid system; and a new twin-scroll turbocharger whose tech was also developed in conjunction with Mercedes’ Petronas F1 team — and previews potentially record-setting four-cylinder power on AMG C-Classes to come. The hybrid system supplies temporary-yet-potent bursts of up to 20 horsepower and 148 pound-feet of torque. Its starter/generator delivers nearly imperceptible start/stop engine functions. The electric motor, cooling and power electronics are all packaged in (or on) the slick nine-speed transmission for weight-and-energy efficiencies; including energy recovery and gliding with the engine off.

Mercedes’ estimate of a 5.9-second squirt to 60 mph isn’t conservative, it’s sandbagging: 5.3 or 5.4 seconds seems more like it. During our spring fling in the Hudson Valley, if someone had told me this Benz had 300 horses, I’d have believed it. The motor isn’t an exciting revver, with full-throttle upshifts coming just before the 6,400-rpm redline. But the electric surge and slick transmission ably fill any gaps in the engine’s armor. The new engine sounds better as well — surprisingly husky at full throttle, as hushed on the highway as any library-like Benz.

Add a seriously dialed-in suspension, and the C 300 was up for Dirty Dancing in the Catskills, especially in a Sport Plus mode that amps up already-sharp throttle and gearbox response. The C 300 gripped like crazy on handsome, optional 19-inch, multispoke AMG wheels with summer tires. Eighteens with all-season rubber are standard. The ride is firm, but never punishing. There’s a touch of body roll, in the manner of any base-model sport sedan, but all part of the experience.



This C 300 reminded me, again, that you don’t need 500 horsepower to have a good time. A bit like a Honda Civic vs. a Type R — yes, Mercedes, this is a compliment — the C 300’s eager four-banger and supple, dialed-in chassis had me wondering why I’d need to spend more on a hopped-up AMG version. So what if passing takes a touch more advance planning, or just keeping your foot in it longer?

Improved fuel economy is the green icing on the cake: The EPA credits the C 300 with 23 mpg city and 35 mpg highway, the latter representing a 2-mpg gain versus last year. The EPA may be understating things: Keeping the speedo just under 70 mph, I manage to eke out a remarkable 41 mpg over a 60-mile cruise. The nine-speed gearbox keeps the engine burbling at just 1,400 rpm at 70 mph, and 1,700 rpm at 80 mph. Later, even after multiple romps past highway dawdlers, backing off still keeps the C-Class around 37 mpg.

Regarding pricing, 2022’s simplified lineup strategy offers three distinct trim lines — Premium, Exclusive and Pinnacle — with far fewer à la carte options. So a C 300 Premium starts from $44,600, rising to $46,850 for an Exclusive and a Pinnacle at $48,500. For all models, an improved 4Matic AWD system, that can divert more torque to the front axle for improved dynamics, adds $2,000.

The C 300 Pinnacle test car reached $57,970, with add-ons such as a $1,950 Driver Assistance Package that adds more than a dozen safety and semi-autonomous features. But a disciplined shopper can easily keep this C-Class closer to $50,000, especially if your geography and outlook don’t demand 4Matic AWD.

As Mercedes has assigned models like the GLA-Class to work the door and welcome entry-level shoppers, the C-Class — once called the “Baby Benz” in 190 guise —has been allowed to grow, mature and earn its higher status in the brand household. This new model underlines that Mercedes’ move was the right one, even if SUVs hog the limelight and showroom floors. This C-Class is a true aspirational sedan for grown-ups of any age; a junior-suite S- or E-Class that’s still compact, sporty, fuel-efficient and not at all stuffy. It’s not inexpensive, and the really pricey, powerful stuff is yet to come. But drop $50,000 on this C 300, and I guarantee you’ll feel like a million bucks.

The next-generation Mercedes-AMG C63 will be the first to ditch the iconic V8 powertrain in favour of a hybrid four-cylinder powerplant, but the latest concept, revealed at the Nürburgring 24 Hours, looks to adopt an innovative, highly engineered package capable of producing a staggering 670bhp.

The upcoming C63 will use the record-breaking ‘M139’ four-cylinder engine we first saw in the 416bhp Mercedes-AMG A 45 and its related models. However, for the latest C63, the power plant has been tuned to produce 470bhp before electrification, with an additional 201bhp coming from a rear-mounted electric motor, according to Evo. This means the new C63’s new ‘P1’ drivetrain will be capable of putting out a whopping 670bhp, which is 167hp more than its main rival, the BMW M3, as well as 553lb-ft of torque - a 37lb-ft increase over the current C63 S 4Matic.

It was way back in 2019 that news first emerged of the next AMG C63 ditching its mighty twin-turbo V8 for an inline-four, but finally, we are getting a first glimpse of the upcoming C63’s electrified version of the M139 inline-four turbo engine, which will be an evolution of the same power plant found in cars such as the A45 and CLA45

The upcoming C63 will use an electric turbocharger developed in partnership with Garrett to deliver boost to the world’s most powerful 4-cylinder engine. A small motor, powered by a 400-volt electrical subsystem, spins the compressor wheel before the vehicle’s exhaust gases reach the turbo, helping to virtually eliminate any lag.An electric motor has been mounted directly to the vehicle’s rear axle, further improving the engine’s responsiveness and delivering an additional 201bhp to the powertrain to produce the staggering total power figure of 670bhp.

A 6.1kWh battery pack provides power for the rear axle’s motor while also improving overall weight distribution compared to the current model. Each of the battery’s 560 cells is cooled individually using a complex circuit containing 14 litres of coolant. We’re yet to hear about the new system’s total weight figure, but we know that the battery tips the scales at 89kg, so an overall weight increase would be unsurprising.

Interestingly, the electric motor drives the rear axle via a two-speed gearbox which shifts into second gear at 87mph while spinning at 13,500rpm. In addition, there’s a belt-driven starter-alternator unit providing 14bhp and capable of powering the vehicle’s systems, such as the onboard lights.

Mercedes-AMG also confirmed that a similar electric setup will also be combined with AMG’s 4.0-litre twin-turbo V8 in the GT73 E-Performance 4-Door, producing 805bhp and 738lb-ft of torque in this form. It won’t necessarily be the most lightweight machine from the German carmaker, but this electrified V8 monster power unit will be remarkably powerful.

Mercedes-AMG also announced plans to launch the first-ever fully electric AMG model, which we recently caught our first glimpse of. AMG will overhaul the car “in the areas of technology (drive, chassis, brakes, sound), exterior design, interior design, and standard equipment and options” at Affalterbach, which is what we’d expect anyway.
It’ll be a busy year for Mercedes-AMG when it comes to electrified machines. Along with all of the above, the German carmaker also has to deliver its delayed One hypercar to long-awaiting customers.

​​​​​​​Does it work? Here's where the C43's less-is-more math starts to look less magical.

It's true there's no noticeable turbo lag anywhere in the rev range. The 2.0-liter four-banger responds promptly to throttle inputs, but that response is curiously muted. The C43 will effortlessly devour any road at a rapid pace thanks to its nicely sorted chassis, Michelin Pilot Sport 4S tires, and impressive traction from the standard 4Matic all-wheel-drive system, which features a fixed 31 percent front to 69 percent rear torque split. Yet it doesn't feel like it has just over 400 horses under the hood.

In truth the issue may have more to do with torque than power: The M139L not only makes 15 less lb-ft of torque than the 3.0-liter twin-turbo V-6 of the previous C43, but its torque peak occurs 3,000 rpm higher in the rev range, at 5,000 rpm versus the V-6's 2,000. High-tech turbocharger notwithstanding, the four-cylinder engine simply doesn't have the low- to midrange grunt of the old V-6, and it shows, especially because the new C43 weighs within a few pounds of the old model, at a claimed 3,893 pounds.

The stopwatch tells the story: Mercedes-AMG claims a 0-60-mph acceleration time of 4.6 seconds for the new C43 on the way to its electronically limited top speed. The C43 we tested in 2017, which was powered by the original 362-hp version of the V-6 rather than the later 385-hp engine, recorded a 4.2 second 0-60 time.

​​​​​​​Key Highlights
New handcrafted AMG 2.0L inline-4 turbo engine.
402 hp and 369 lb-ft of torque (+ 13 hp through electric starter-generator)
0–60 mph in 4.6 seconds (est.) ...
Top speed of 155 mph (electronically limited)
AMG SPEEDSHIFT MCT 9-speed transmission.
AMG Performance 4MATIC all-wheel drive.

Developed in conjunction with Garrett, the C43's turbo is the first electric exhaust gas turbocharger ever fitted to a production car. Mercedes-AMG makes much of the fact the turbo is technology directly derived from Formula 1, though in truth it's the idea of using an electric motor to keep the turbocharger spinning and not the actual hardware that's F1-inspired. About 70 percent of the parts in the C43's turbo are the same as those used in a conventional exhaust-gas-driven turbo.

Mercedes-AMG finally announced the debut of the new C63 that will arrive on September 21. The M3 rival swaps the V8 of the previews generation for a more powerful plug-in hybrid setup and gets the E Performance moniker.

​​​​​​​The video teaser that was published on Instagram is showing a silver C63 from different angles, revealing a few design details including the side gills, the LED lighting units, the AMG-style alloy wheels, and the carbon-fiber lip spoiler at the back.

The truth is that we have already seen most of the C63’s aggressive bodykit, since AMG exhibited a lightly camouflaged prototype a few months ago at Goodwood. This one was wrapped in a special livery that did little to hide the design of the performance-focused sedan, including the extra bits from Affalterbach.

Compared to the less powerful Mercedes-AMG C43 4Matic, the C63 sports slightly sportier front bumper intakes, unique side gills with “turbo” lettering, a more prominent rear spoiler and beefier rectangle-shaped quad-exhaust pipes. The performance flagship of the C-Class range will be available in both sedan and estate bodystyle flavors, going against the family-friendly BMW M3 Sedan/Touring and the Audi RS4 Avant.

More important changes though are hidden underneath the bodywork. It has been confirmed that the new C63 will be fitted with a plug-in hybrid powertrain producing a combined 661 hp (500 kW / 670 PS) and 750 Nm (553 lb-ft) of torque, which is much more than the 500 hp (380 kW / 510 PS) of its twin-turbo V8-powered predecessor.

Those class-leading numbers will be achieved thanks to a 2.0-liter four-cylinder engine with a 48V mild-hybrid system and an electric turbo producing 464 hp (350 kW / 470 PS), plus a rear-mounted electric motor contributing another 198 hp (150 kW / 201 PS) to the rear wheels. The model will come standard with the rear-biased and drift-friendly 4Matic+ all-wheel-drive system and a nine-speed automatic gearbox.

We will learn more about the new Mercedes-AMG C63 E Performance – including its much-anticipated performance numbers – on September 21. Note that the E Performance badge was introduced by the flagship AMG Four-Door GT, and will gradually find its way on the electrified “63” variants of the C-Class, E-Class, AMG GT sportscar, and SL roadster.

Everyone knew the W206 would be a technological showcase for the compact executive sedan. Be that as it may, Mercedes took the controversial decision to discontinue six- and eight-cylinder engine options from the C-Class in order to improve their fleet-wide fuel economy and carbon-dioxide output.

As a result, even the 63 series now comes with a four-cylinder lump. Based on the M139 turbocharged engine of the A 45, C 43, and SL 43, the variant used in the C 63 is the most powerful yet. Capable of 470 horsepower on its own, this mill is assisted by a rear-mounted electric motor and a small battery, hence the “C 63 S E Performance” moniker of the all-new model.

Fed by a 6.1-kWh battery pack, the motor develops up to 150 kW (201 horsepower) for up to 10 seconds. The continuous output is rated at 70 kW (94 horsepower). On full song, the system cranks out 671 horsepower and 752 pound-foot (1,020 Nm), shaming even the V8-engined BMW M5 CS.

The plug-in part of the system is much obliged to deliver up to 8 miles (13 kilometers) of all-electric driving range at speeds no higher than 78 miles per hour (125 kilometers per hour). It’s pretty bad in comparison to conventional plug-in hybrids, but AMG doesn’t do conventional PHEVs.

“Turbo E Performance” badges affixed right below the vents on the front fenders reference the oversized turbocharger, an electrically-driven unit designed to minimize lag and maximize responsiveness. Mercedes also waxes lyrical about fitting the AMG badge on the hood rather than the three-pointed star that bankrolls the Affalterbach-based performance division.


Available in four-door sedan (chassis code W206) and five-door wagon (S206) body styles, the C 63 S E Performance is exclusively offered with a nine-speed automatic transmission. The AMG SPEEDSHIFT MCT-9G features a multi-clutch design. The wet start-off clutch replaces the good ol’ torque converter of the 9G-Tronic, reducing weight and optimizing accelerator pedal input response during launches and load changes. Pretty clever stuff, alright!

The first C 63 with all-wheel drive comes with a 4Matic+ system that integrates an electronically-controlled LSD out back. The clutch system enables the rear-mounted electric motor to spin the driveshaft as well, thus rotating the front wheels. In other words, electric mode is AWD as well. Purists will be happy to hear that rear-wheel-drive mode is also featured.

Although the sedan is certain to be sold in the United States of America, the Stuttgart-based automaker hasn’t mentioned anything about the station wagon’s availability stateside. In case it doesn’t make it on U.S. soil, it wouldn’t be all that surprising because BMW couldn’t make a case for the M3 Touring in this part of the world either. Alas, the only high-performance longroof in the United States remains the V8-engined Audi RS 6 Avant.

Bad news first: The V8 era at Mercedes-AMG is officially over. The thunderous M177 4.0-liter twin-turbo eight-cylinder that’s powered every AMG 63-series muscle machine since 2015 is not long for this earth. Here’s what will replace it: A Formula 1-inspired hybrid drivetrain that marries the world’s most powerful production-car four-cylinder (with an electrically-boosted turbocharger, no less) to an electric motor driving the rear axle through a two-speed gearbox. In the 2024 Mercedes-AMG C63 S E Performance, the first AMG to sport the all-new drivetrain, that means a maximum of 671 hp and a whopping 752 lb-ft of torque. Yeah, that’ll help us get over the loss of the V8.

The all-new C63 marks a whole new era at AMG, a company that’s spent nearly half a century turning Mercedes V8s into raucous tire-shredders. The ‘24 C63's enormously elaborate drivetrain starts from an impressive foundation: The M139L 2.0-liter turbo four-cylinder, first developed by AMG for the Mercedes-AMG A45, CLA45 and GLA45. In those models, the tiny turbo engine was the most powerful four-cylinder ever fitted to a production vehicle, cranking out 416 hp and 369 lb-ft of torque. Now, thanks to a nifty electric turbocharger setup, this engine pumps out even more power: 469 hp at 6,750 rpm and 402 lb-ft from 5,000 to 5,500 rpm. That means the 1,991-cc M139L shatters its own record as the most powerful production four-cylinder in history, pumping out a hair less than 235 hp per liter of displacement — or put another way, a touch over 117 hp per cylinder.

That output comes courtesy of a newly enlarged turbo with electric assist, meaning the turbo can spool up on electric power before exhaust pressure takes over, helping to eliminate lag and create sharper response. This is the first production-car application of this electric turbocharger technology, which comes directly from today’s Formula 1 hybrid drivetrains and takes advantage of the new C63's 400-volt electrical architecture.

Of course, the new huge turbocharger isn’t the only instance of electric power boost. The new C63 has a 201-hp, 236 lb-ft electric motor driving the rear axle through a two-speed gearbox, assisting the gasoline engine during hard acceleration. With AMG Performance 4Matic+ all-wheel drive with Drift Mode, the C63 puts a maximum of 671 hp and 752 lb-ft of torque to all four wheels, with the gasoline engine driving through AMG’s nine-speed automatic transmission with a wet clutch in place of a torque converter for snappier acceleration and gear shifts.

Mercedes says the new muscle sedan can sprint from zero to 60 mph in 3.3 seconds, and power from both the longitudinally-mounted gas engine and the rear-axle electric motor can be shifted to the front axle when the rear wheels slip. The two-speed gearbox that transmits the rear-axle motor’s torque shifts automatically based on speed and load; the lower of the two ratios is good for up to 87 mph. The motor delivers 94 hp continuously, with the full 201 hp available in 10-second bursts.

The 400-volt, 6.1-kWh, 196-lb, liquid-cooled lithium-ion battery driving the axle motor rests above the rear axle for optimum weight distribution. While the new C63 is technically a plug-in hybrid, and can reach speeds of up to 81 mph on electric power alone, Mercedes-AMG was quick to point out in a press release that “the battery is designed for fast power delivery and draw rather than longest possible range.”

The new C63 bears a passing resemblance to lesser C-class sedans, but benefits from a ton of AMG-specific changes. The wheelbase has been stretched by 0.4 inches, with the front-end bodywork lengthened by 2.2 inches. Overall, the new C63 is a full three inches wider at the front fenders and 3.3 inches longer nose-to-tail. The new hybrid muscle sedan rides on standard 19-inch staggered wheels and tires, with 20s optional.

The compact performance sedan has standard rear-wheel steering, which makes the car more nimble in tight turns and more stable during high-speed highway maneuvers, and rides on Mercedes’ AMG Ride Control adaptive suspension with steel springs. The new C63 offers a whopping eight drive modes: Electric, Comfort, Battery Hold, Sport, Sport+, Race, Slippery and Individual, each of which tweaks the drivetrain output, steering, suspension and sound.

Because, yes, this is a four-cylinder hybrid, and that means AMG had to resort to augmented drivetrain noises to replace the hammering rumble of that old twin-turbo V8. A single loudspeaker in the front bumper and a two-speaker soundbar at the rear emanate warning noises when the C63 is driving in pure EV mode; when traveling under internal-combustion power, the system picks up sound from a pressure sensor in the exhaust system and “enrich[es] it further before it’s emitted in the interior via the entertainment sound system, thus making it possible to experience the signature AMG sound.” The C63 has iron-rotor brakes with six-piston calipers up front and single-piston calipers in the rear, plus four levels of regenerative braking ranging from nearly zero regen to full one-pedal driving.

Inside, it has screens and screens and ambient lighting and shiny trim and screens and screens.

Mercedes-AMG has not yet revealed when the new C63 S E Performance will go on sale, nor has the automaker disclosed the price. We will certainly learn all of that info before Mercedes invites journalists to drive this vehicle for themselves.

We’ve known for awhile that Mercedes-AMG would be heading in this direction. Big V8s are going out of vogue (even if the AMG 4.0-liter V8 wasn’t that big in the grand scheme of things). Some gearheads will weep and gnash over this. But if the alternative is stuff like this — a C-class with more horsepower and torque than ever before, with pure plug-in EV driving capability and F1-inspired turbo and hybrid tech — it feels a little silly crying over what’s gone to the past.