The new Mercedes-AMG C63 S E PERFORMANCE is a real gamechanger in the 55-year history of AMG. With know-how from Formula 1™, it brings state-of-the-art technologies from motorsport to the road. The innovative hybrid concept with an electric motor and AMG high-performance battery on the rear axle combines a superior system output of 500 kW (680 hp) with impressive driving dynamics and high efficiency. This makes the Mercedes-AMG C63 S E PERFORMANCE the perfect ambassador for the Future of Driving Performance. With the exclusive exterior and interior features of the special "F1 Edition" model, Mercedes-AMG is now making the electrified future even more visible.

The "F1 Edition" is available for the Saloon and Estate for one year from the start of sales. The exclusive MANUFAKTUR alpine grey uni paint finish is a striking distinguishing feature. It is combined with foiling on the vehicle flanks consisting of the AMG logo and colour gradient from grey to black. Red trim lines on the sides and front and rear aprons add further colour accents. The 20-inch AMG forged wheels in a 5-twin-spoke design are painted matt black. The red rim flanges provide an attractive contrast and thus follow the colour scheme of the wheels of the Official FIA F1 Medical Car™ from Mercedes-AMG.

The AMG Aerodynamics Package, developed in the wind tunnel, improves handling characteristics at high speeds and enhances the dynamic visual impression. The aerodynamic elements include the larger front splitter, the spoiler lip on the boot lid (Saloon only), the redesigned trim on the side members and the additional diffuser board.

The AMG Night Package I and the AMG Night Package II also enhance the motorsport appearance of the "F1 Edition". The front splitter, the trim elements in the front wings, the outside mirror housings, the beltline trim strip and the window surrounds are all finished in high-gloss black. In addition, the radiator grille louvres, the trim strip in the rear apron, the twin tailpipe trims of the AMG exhaust system and the model badge on the boot lid are all finished in black chrome. The AMG fuel filler cap in silver chrome with "AMG" lettering also emphasises the special status of the edition.

The interior is characterised by the contrast of black and red. The AMG Performance seats are particularly refined with upholstery in Exclusive black nappa leather with red decorative topstitching and embossed AMG emblems in the front head restraints. They follow the sporty look just like the seat belts in red and the exclusive AMG carbon trim elements with red thread. The AMG Performance steering wheel in nappa leather / DINAMICA microfibre with red decorative topstitching and the AMG door sill trims with red illuminated "AMG" lettering are a perfect match. The finishing touches are the exclusive Edition badge in the interior and specific AMG floor mats with red decorative topstitching and F1 logo.

To protect the valuable vehicle, each customer receives a customised AMG Indoor Car Cover with F1 logo. With its breathable outer panelling made of tear-resistant synthetic fibre fabric and antistatic inner fabric made of flannel, it protects the vehicle in the garage from dust and scratches.

HIGHS: Manically responsive powertrain, near-seamless operation, confidence-inspiring dynamics.
LOWS: Time-to-admit-it's-a-problem weight gain, we miss the V-8 music, some less powerful competitors beat it in acceleration.
VERDICT: We have more respect than love for this ultracomplicated performance machine of the future.

There's a concept popularized by the English philosopher William of Ockham in the 1300s. Called Occam's razor, it advises that, when given multiple hypotheses with equal explanatory power over a phenomenon, the simplest answer is most often the right one.

For example, say a compact German performance sedan accelerates to 60 mph in under three seconds. You'd suppose it's sending power to all four wheels, and it's possibly electric. But you wouldn't float a theory that it's a plug-in hybrid where, even in Electric mode, it can shift between rear- or all-wheel drive or that its electrified turbocharger can recharge the battery. But, in the case of the Mercedes-AMG C63 S E Performance, this more complicated explanation is correct. Occam's razor evidently doesn't cut it with engineers in Affalterbach.

Perhaps AMG was looking for a fresh challenge after installing a very nearly Formula 1 powertrain in its One hypercar. But this is arguably the most complex powertrain in the new-car market, which is saying something in this era of blended combustion-and-electric propulsion. In total, this highest-performing C-class makes 671 horsepower and has three electric motors. The most powerful one gets its own two-speed gearbox and spins coaxially with the rear axle. Another motor hangs off the front of the most powerful production four-cylinder engine ever. And AMG integrated the third into the turbocharger, primarily for preemptive boosting to minimize lag. Comprehending all of it requires a diagram [see "AMG's New Plug-In-Hybrid Math Explained"].

With the C63 not yet available in the United States, we decamped to the South of France for a thorough wringing out. (Why not simply call it southern France, you ask? The French labels just aren't that simple.) Trundling through low-speed stop-and-go traffic, we find it remarkable how seamlessly and harmoniously the C63's powertrain works together. We often joke that a bad vehicle can feel like a collection of parts flying together in close formation, but the C63 instead could feel like a collection of power trains. In the default Comfort mode, the engine turns on and off regularly and does so very smoothly, more so than some shifts, despite its high-strung nature—469 horsepower, 235.6 horsepower per liter, and 23.0 psi of peak boost. But this latest and most powerful incarnation of the M139 2.0-liter inline-four can sound reedy and buzzy under these conditions; in other words, it can sound like the generator it sometimes is.

Making our way to the coast southeast of Marseille, we encounter narrow roads barely a lane wide in small towns, and the modestly sized C-class instantly feels more like an S-class. France has odd trapezoidal speed bumps that are roughly the same size as a vehicle's track width and meant to be straddled. Once clear of those, we become aware that the signs depicting a sliding car and reading Verglas Fréquent (literally, "frequent ice") mean we're getting close to the best roads, the ones that appear to have been paved by a dog chasing its tail.

There's road texture coming through the steering wheel, and the on-center effort is a deep vee, sneeze-proof at unlimited autobahn speeds. There's also appropriate damping on-center, which we much prefer to the BMW M3's latest tuning. Turn-in is eager, but the effort ramp-up from there is a bit flat and subtle. In Sport mode and above, the engine stays on continuously and adds pops and crackles in heavy-throttle driving. Optional AMG Performance front seats are very supportive, especially in the thigh area, and not nearly as constrictive as BMW's, with adjustable side bolstering and lumbar. The back seat is adult-habitable but not generous.

At max attack, the engine sounds urgent but not invigorating. Interior noise is a polite 78 decibels at wide-open throttle, a far cry from the 83 decibels of this C63's fire-breathing V-8- powered predecessor. There's more rearward power balance and willingness to corner neutrally in Sport+ and Race modes. But things don't get hoony until you select Drift mode, which puts all the power to the rear axle and requires manual-shift mode and the commitment of switching the stability control all the way off. And even then, the C63 doesn't bite. Dynamically, it's very confidence-inspiring.

The ride quality is firm, but it's more roll stiffness than ride harshness. Undulating roads can induce head toss, which is no surprise considering that the massive anti-roll bars could pass for plumbing stock. The brake pedal is squishy at the top of its travel—a knock on the tuning rather than the very capable brake hardware that produces stops from 70 mph in a ridiculously short 139 feet, partially due to a test surface that's likely grippier than our norm.

Take a ride on a 4000-rpm launch-control start, and after acclimating to the ferocity of the acceleration, you'll notice what feels like a lazy shift or the engine briefly hitting the limiter at the top of third gear at 76 mph. That's the one-two shift for the rear motor. Even with that little hiccup in the power delivery, straight-line speed is serious—the Mercedes dispatches 60 mph in 2.9 seconds and the quarter-mile in 11.2 at 121 mph. That's 0.7 and 0.6 second quicker, respectively, than the previous C63, although a good chunk of the gain is because this is the first top-dog-AMG C-class with all-wheel drive. For comparison, the last all-wheel-drive E63 S we tested shot to 60 mph in 3.0 seconds.

Although the BMW M3 CS is down a whopping 128 horsepower to the C63, it wins the quarter-mile race decisively. How can this be? Well, given that the Mercedes, at 4749 pounds, is heavier by a monstrous 859 pounds—that's 762 more than the last C63—its power-to-weight ratio barely betters the Bimmer's. But the C63 wins in responsiveness. Check out the 3.6- second time to 60 mph from a 5-mph rolling start, 0.4 second ahead of the BMW. It beats the Cadillac CT5-V Blackwing too. See also the 2.3-second 30-to-50-mph time, which bests the M3 CS, even though the C63 starts this test with its engine off in Comfort mode (we perform passing tests in a car's default drive mode). In Race mode, the 30-to-50-mph passing time drops to 1.5 seconds, which is electric-car territory.

The e-turbo itself finally delivers on its promise of lag-free boost and is far more responsive than the similar setup in the C43. Part of the improvement is certainly that the C63's e-turbo operates on 400 volts, while the lesser AMG's is a 48-volt unit.

We pull off at a scenic overlook to take in the views, where the light-colored rocky outcroppings meet the deep-blue Mediterranean Sea. Much of the vegetation below comprises the grapevines prevalent in this Provence region.

Unlike the powertrain, the C63's exterior is quite subdued. There's a modest front splitter, rear spoiler, and central hood vent. Additional vents on the front fenders incorporate E Performance badging. Perhaps AMG spent all of its budget and then some on the powertrain, but there's no carbon-fiber roof or anything extraordinary on the outside. There aren't even carbon-ceramic brake rotors.

On the other hand, the C63's modes and displays are consistent with the level of powertrain complexity. There are displays that show the temperature of each motor and the real-time power and torque of each source. One of the gauge-cluster display options has the engine rpm radiating outward like a blast zone, while spears of light jut out to indicate electric-motor output. Bar graphs on the periphery show the power and torque output of each of the two major propulsion sources. Two knobs on the steering wheel control the many adjustments for the overall mode, as well as individual tweaks for the dampers, amount of regenerative braking, stability-control settings, engine-sound enhancement, and more. AMG has even mapped out the optimum electric deployment for numerous racetracks, showing the driver where to push past the throttle detent for maximum motor boost and where to back off and let the battery recharge.

Back at a sedate pace, there's also some nominal electric-only capability at speeds up to 78 mph: eight miles on the European cycle, which should equate to roughly seven in the U.S. We saw between four and 10 miles, depending on conditions. Part of the reason is that the engine comes on with 25 percent of the battery remaining to ensure there's always a buffer to provide an acceleration boost on demand. But the small 4.8-kWh battery recharges quickly—roughly an hour on a 240-volt outlet or about 10 minutes if you select Race mode, where the gas engine aggressively recharges the battery.

Why go to all the trouble to tame this complexity? Well, U.S. fuel-economy figures aren't available yet, but the C63 is about 50 percent more efficient than the M3 CS in European fuel-economy metrics. That's massive but, of course, based on dipping into very little of the Mercedes's power reserves. The 17 mpg we averaged is perhaps impressive compared only to what we might have burned with its V-8-powered predecessor. And in Europe, where a tank of premium can easily run more than a decent hotel room, fuel economy certainly matters more. The price is also up substantially, to a starting point expected to be right around $100,000.

We're impressed by the C63's integration and that it doesn't feel as complex as it is. But AMG's latest triggers more of a left-brain crush than unqualified passion. We miss the V-8.

Mercedes-AMG unveiled the new C63 in September 2022, but it's only now the electrified sports sedan finally has a price tag in the United States. The car starts at $85,050 after factoring in the mandatory $1,150 destination and delivery charge. Upgrade to the Pinnacle trim with extra technology and you’ll be paying $87,100. The long overdue model will be at dealers later this spring.

How does it stack up against the competition? Its main adversary is the BMW M3, which retails from $76,995. Many enthusiasts will likely prefer Bavaria's C63 fighter for its bigger inline-six engine (without a plug-in hybrid setup), the rear-wheel-drive layout, and a six-speed manual transmission. The more powerful automatic-only M3 Competition is still cheaper, at $81,195.

As for the two-pedal M3 Competition xDrive, it costs just about the same as the AMG C63, at $85,295. The limited-run M3 CS launched last year is gone, but when the special edition was available, BMW charged a steep $119,695.

The Alfa Romeo Giulia Quadrifoglio would normally be a direct rival, but the Italian sports sedan is sadly being retired from the US. If you hurry, the final orders will be taken by the end of this month, with production scheduled to end in June. The RWD-only V-6 model can be yours for $83,465—once again, cheaper than the C63. Alfa is offering a $1,750 incentive if you take delivery by the end of the month, bringing the price down to $81,715.

Representing America, the Cadillac CT4-V Blackwing is the cheapest of the lot. Stick to the manual gearbox and you're paying $62,890, whereas the automatic model costs $66,065. There's also the Audi RS5 Sportback, which is technically a hatchback, but still an AMG C63 rival. It too undercuts the model from Affalterbach as the Four Rings are charging $80,995.

Buying the priciest car in its segment gets you the world's most powerful four-cylinder engine ever put in a series production vehicle. The hand-built "M139l" is a 2.0-liter unit mounted longitudinally rather than transversally as is the case in AMG's "45" cars. It makes 469 horsepower on its own and works with a 201-hp electric motor.

It's worth noting the rear-mounted electric motor offers its peak output for just 10 seconds while the continuous output is only 94 hp. The e-motor draws its juice from a 6.1-kWh battery pack. Unlike its rear-wheel-drive, V-8-powered predecessor, the new four-pot AMG C63 is available strictly with AWD. You get a combined maximum output of 671 hp and a staggering 752 lb-ft of torque. It's enough electrified muscle for a 0 to 60 mph in 3.3 seconds.

There's a second electric motor that spools up the turbo to virtually eliminate the dreaded turbo lag. Mercedes-AMG also throws in rear-wheel steering (up to 2.5 degrees), composite brakes, dynamic engine mounts, and adaptive damping. America is only getting the sedan, but Europeans can also buy the C63 as a more practical wagon. The RS4 Avant and M3 Touring aren't available in the US either.

It remains to be seen how many Americans will fork out $85,000 for a four-cylinder car, even if the specs are this impressive. Don't hold your breath for the V-8's return, as it's been ruled out already. AMG CEO Michael Schiebe said they're sticking with the plug-in hybrid four-cylinder setup because it's "very, very progressive."

The upcoming E63 will also lose the big ol' V-8, likely to make room for an electrified inline-six.

The new 2024 Mercedes-AMG C63 S E PERFORMANCE brings state-of-the-art technologies derived directly from Formula 1™ to the road. A two-speed electric motor positioned on the rear axle supports the most powerful series production four-cylinder in the world, a Handcrafted AMG 2.0-liter turbocharged engine that is mounted longitudinally at the front. Power delivery and torque build-up occur spontaneously and without delay: as in Formula 1™, the electric support of the exhaust gas turbocharger eliminates the turbo lag of the combustion engine, while the electric motor at the rear axle pushes powerfully from a standstill.

The electric powertrain and 400-volt high performance battery are AMG-exclusive, in-house developments. Just like in Formula 1™, the battery is specifically designed for fast power output and draw with innovative direct cooling of the cells. The performance hybrid delivers a combined system output of 671 hp and a 752 lb-ft combined system torque.

For the first time in a C63, AMG Performance 4MATIC+ fully variable all-wheel drive transfers power to the road and includes a Drift Mode for even more driving pleasure. Added to this are active rear axle steering, another unique feature in this segment.

"With its performance hybrid drive and electrically assisted exhaust turbocharger, the new C63 S E PERFORMANCE is a technological masterpiece that takes a new approach. The electrified powertrain offers a whole new driving experience. The immediate response of the electric drive at the rear axle, the rapid torque build-up as well as the fast power output and also draw of our battery are very special features. Add to this the standard-fit rear axle steering and the fully variable AMG Performance 4MATIC+ all-wheel drive with Drift Mode - the new C63 once again illustrates the high level of technical expertise that AMG possesses." Jochen Hermann, Member of Executive Board - Chief Technical Officer of Mercedes-AMG GmbH.

Expressive design with powerful proportions and striking details

Form follows function: the design of the new C63 S differs from the Mercedes-Benz C-Class in its more muscular proportions. The performance sedan is based on an extensively modified AMG bodyshell. The front end is 2 inches longer and the front fenders are wider. In terms of length, the sedan measures an extra 3.6 inches. The wider track width at the front axle results in 3.1 inches more overall width at the front. And the wheelbase has grown by 0.4 inches.

A new distinguishing feature, and one that is exclusive to the C63 S, is the narrow air outlet in the center of the hood that transitions elegantly into the two power domes. A small but particularly fine detail: a round badge with a black AMG emblem replaces the Mercedes star with laurel wreath on the hood. Further typical elements include the AMG-specific radiator grille with vertical struts and the AMG front fascia with a "jet- wing" design. Two electronically controlled AIR PANELS (behind the radiator grille and in the front fascia) allow the air to be regulated as required.

Matching side skirts, rear fascia with large diffuser as well as two grooved trapezoidal twin tailpipe trims round off the design. Exclusive details at the rear include the special airflow breakaway edge on the trunk lid, integrated charging port door, and "C63 S" model badge highlighted in red. The C63 S is fitted standard with 19-inch AMG alloy wheels and staggered tires. Optional 20-inch wheels, also with staggered tires, are available, including an AMG forged design.

Numerous paint finishes and equipment provide further opportunities for individualization. The exterior design can be further accentuated with two AMG Carbon Fiber Packages, the AMG Night Package and Night Package Plus, and the AMG Performance Design Package.

Stylish interior, new generation AMG Performance Seats

In the interior, AMG sports seats with special upholstery and distinctive stitching pattern add refinement. Optional new second-generation AMG Performance Seats feature side bolsters with weight-saving openings that also allow for better ventilation. The shape of the backrest tapers towards the bottom.

New redesigned second-generation AMG Performance seats are available as an option. These feature side bolsters with weight-saving openings that also allow for better ventilation. The shape of the backrest tapers towards the bottom. The AMG logo is now placed between the matte chrome openings under the integrated headrest.

MBUX multimedia system with hybrid-specific displays

The MBUX infotainment system includes various AMG- and hybrid-specific displays and functions that can also be extensively personalized. These include special displays in the instrument cluster, on the portrait- orientated central multimedia display and on the optional head-up display.

The instrument cluster view can be customized with different display styles and individually selectable main views. The AMG-specific Supersport style offers the option of displaying various contents via a vertical menu structure. These include a menu with hybrid-specific temperatures or a setup menu that displays the current settings for the suspension or transmission.

The head-up display also offers AMG-specific display styles such as Race and Supersport. These can be accessed via driver display. High-quality graphics on the central multimedia display also visualize power flow of the drive system, speed, power, torque and temperature of the electric motor, as well as temperature of the AMG High Performance Battery. The time can be shown on an analog IWC chronograph.

AMG TRACK PACE, the data logger for use on the racetrack, is also integrated. The software records more than 80 vehicle-specific data ten times per second, such as speed, acceleration, steering angle and brake pedal operation while the vehicle is driven on a racetrack. There is also a display of lap and sector times as well as additional training and analysis tools.

Track-based boost strategy for the racetrack

TRACK PACE also enables intelligent distribution of electric boost to optimize lap times with targeted use of the electric motor's power. This track-based boost strategy is already stored for 30 well-known racetracks globally and will expand in the future to a total of 70 circuits.

Before starting a lap on the racetrack, the driver only has to select the track on the central display, for example the German Hockenheimring, and then switch on the boost strategy. Once the driver activates the RACE drive program, the C63 S is ready to go. The vehicle then displays an upcoming boost sector in the driver display and the head-up display. When boost power is called up via kick-down (100 percent boost power), a countdown and a horizontal bar count down the boost seconds. Two options are available: a strategy for a particularly fast single lap ("Hot Lap") and another strategy for several consistently fast laps in succession ("Endurance Mode"). In a further expansion stage, the individual boost sectors are also shown on the multimedia display in the track view.

AMG Performance steering wheel

An AMG Performance steering wheel with its distinctive twin-spoke design and seamlessly integrated buttons are fitted standard. The two round AMG DRIVE UNIT steering wheel buttons impress with brilliant displays and allow fast and intuitive operation of various dynamic driving functions, AMG DYNAMIC SELECT drive programs and recuperation levels of the performance hybrid drive.

AMG-specific E PERFORMANCE hybrid drive: combustion engine in the front, electric motor in the rear

In the new Mercedes-AMG C63 S E PERFORMANCE, the Handcrafted AMG 2.0-liter turbocharged engine is combined with a permanently-excited synchronous electric motor, a high performance battery developed in Affalterbach and AMG Performance 4MATIC+ fully variable all-wheel drive. The 671 hp combined system output and 752 lb-ft combined system torque enable acceleration from 0 to 60 mph in just 3.3 seconds.

The 201 hp electric motor is positioned at the rear axle, where it is integrated with an electrically-shifted two- speed transmission and electronically controlled limited-slip rear differential in a compact electric drive unit (EDU). Experts refer to this layout as a P3 hybrid. The lightweight high performance battery is located above the rear axle. This compact design has numerous advantages:

• The electric motor acts directly on the rear axle and can therefore convert its power more directly into propulsion - for that extra boost when starting from a standstill, accelerating or overtaking.
• The inherent design of the electric motor means that full torque is available near instantaneously, making particularly agile starting possible.
• In addition, the driver immediately experiences a noticeable performance increase thanks to the integrated, electronically controlled limited-slip rear differential. The hybrid model is highly agile when accelerating out of corners and offers optimal traction.
• If wheel slip occurs on the rear axle, the drive power of the electric motor is also transferred to the front wheels as needed for more traction. The mechanical connection of the fully variable all-wheel drive makes this possible by means of a driveshaft and drive axles of the front wheels.
• The positioning on the rear axle improves weight distribution as well as axle load distribution.
• The AMG system offers very high recuperation efficiency, as the system allows only minimal mechanical and hydraulic losses from the engine and transmission.
• The automated two-speed transmission at the rear axle, with its specially calibrated gear ratio, ensures both high wheel torque for agile starting to safe continuous output at higher speeds. An electric actuator engages second gear at up to 87 mph, which corresponds to the electric motor's maximum speed of approximately 13,500 rpm.

Inspired by Formula 1™, developed in Affalterbach: the AMG High Performance battery

When the electrification strategy was being defined, it was clear from the outset that all essential components would be developed in Affalterbach. At the heart of this is the AMG High Performance Battery (HPB). The development of the lithium-ion energy storage system is inspired by technologies that have already been proven in the Mercedes-AMG Petronas F1 Team's Formula 1™ hybrid race cars. The high performance battery combines high power that called up frequently in succession with low weight to increase the overall performance of the vehicle. Added to this are the fast energy draw and high power density.

94 hp continuous output and 201 hp peak output

The high performance battery offers a capacity of 6.1 kWh, a continuous output of 94 hp and a peak output of 201 hp for ten seconds. The low weight of only 196 lbs helps to deliver the very high power density. Charging takes place via the installed 14V on-board charger with alternating current at a charging station, wallbox or household outlet. The battery is designed for fast power delivery and draw rather than longest possible range.

The continual push for innovation: direct cooling of the battery cells

Every battery needs a defined temperature for optimum power delivery. The basis for the high performance AMG 400-volt battery is its innovative direct cooling system: a high-tech coolant flows around all 560 cells and cools them individually. The result is the battery is always in a consistent, optimal, operating temperature window, no matter how often it is charged or discharged. Should the average temperature be exceeded when driving at high speeds, protection mechanisms are configured so that maximum performance can be obtained from the battery, with the temperature level subsequently lowered by direct cooling.

For the direct cooling, the AMG specialists had to develop new cooling modules that are only millimeters thick. Approximately 3.7 gallons of coolant circulate from top to bottom through the entire battery past each cell with the help of a specially developed high performance electric pump, also flowing through an oil/water heat exchanger attached directly to the battery. This conducts the heat into one of the two low temperature circuits (LT) of the vehicle. From there, it goes on to the LT radiator at the front of the car, which releases the heat into the ambient air. The system is designed to ensure even heat distribution in the battery.

The battery is always within a consistent, optimum operating temperature window averaging 113 degrees Fahrenheit, no matter how often it is charged or discharged. Should the average temperature be exceeded when driving at high speeds, protection mechanisms are configured so that the maximum power can be drawn from the battery in order to subsequently lower the temperature level again through direct cooling.

Operating strategy: electric power always available

The basic operating strategy is derived from the hybrid powerpack of the Mercedes-AMG Petronas Formula 1 race car. As in the top class of motorsport, maximum propulsion is always available when the driver accelerates aggressively - for example, to accelerate powerfully out of corners or when overtaking. The electric power can always be called on and frequently reproduced via high recuperation performance and needs-based recharging.

Eight AMG drive programs

The eight AMG DYNAMIC SELECT drive programs "Electric," "Comfort," "Battery Hold," "Sport," "Sport+," "RACE," "Slippery" and "Individual" are precisely tailored to the new drive technology and offer a wide range of driving experiences. The drive programs adjust important parameters such as response of the drive system and transmission, steering characteristics, suspension damping and sound. The boost power of the electric motor also depends on the respective drive program. In all drive programs, the peak power of the electric motor can be easily called up via the accelerator pedal. The haptic accelerator pedal provides a tangible pressure point that the driver's foot must overcome.

• "Electric": The focus is on the electric driving experience. All-electric driving takes place from a standstill up to 78 mph, while the combustion engine remains switched off. The mechanical connection to the AMG Performance 4MATIC+ components means that all-wheel drive is always available. If the rear wheels lose grip, the power of the electric motor is also transmitted to the front wheels via the driveshaft and axles. If the battery runs down or the driver requests more power, the intelligent operating control automatically switches to the "Comfort" driving mode and the combustion engine starts up and almost imperceptibly takes over the drive power.
• "Comfort": Starting off takes place mostly in electric mode. The combustion engine and electric motor then run as the situation demands - with electric drive at low speeds, for example during city driving. During highway driving the vehicle operates as a hybrid. The maximum boost power of the electric motor is approximately 25 percent. Overall, the result is a harmonious and efficiency-optimized driving experience, thanks in part to the early upshifts of the AMG SPEEDSHIFT® MCT 9G transmission. Suspension and steering are set up for an emphasis on comfort.
• "Battery Hold": As in the "Comfort" driving mode, the combustion engine and electric motor run based on the driver demand with a maximum boost of approximately 25 percent. The biggest difference is the operating strategy keeps the battery state of charge constant. For example, if the battery is at 75 percent charge, it remains in this range in "Battery Hold." The use of the electric motor is then limited and optimized for low power draw, which is compensated for by recuperation. Drivers can decide when to make full use of the battery power again, simply by changing the drive program.
• "Sport": starting off with combustion engine and electric motor and interaction of the two drives based on the situation. More boost from the electric motor is enabled, up to approximately 65 percent. More agile accelerator response, shorter shift times, earlier downshifts, as well as a more dynamic suspension and steering setup provide a sporty driving experience.
• "Sport+": Start-off with combustion engine and electric motor and situational interaction of the two drives. Even higher boost performance of up to 80 percent is enabled. Extremely sporty character with even more agile throttle response as well as targeted torque intervention during upshifts, with cylinder deactivation for optimum shift times. Increased idle speed for faster starting. An even more dynamic setup for the suspension, steering and powertrain.
• "RACE": For highly dynamic driving on closed courses and racetracks. All parameters are configured for maximum performance. Starting off with the combustion engine and electric motor and situational interaction of the two drives. Electric boost power of the electric motor up to 80 percent. Strong battery recharging at low power demand for maximum energy availability. In addition, the "Boost Mode" can be called up via the left steering wheel button. The boost power is then limited to a maximum of 30 percent to conserve energy reserves. These can be used on the racetrack for spontaneous power demand via kick-down and 100 percent boost power for powerful acceleration.
• "Slippery": Optimally tuned for slippery road conditions, with reduced power input and boost, as well as a flat torque curve. Electric-only driving and recuperation adjustment are deactivated.
• "Individual": Individual customization of the drive, transmission, AMG DYNAMICS, chassis, steering and exhaust system.

New sound experience

When driving on all-electric power, the acoustic vehicle alert system informs others the AMG C63 S E PERFROMANCE is approaching. A specially composed, low-frequency and speed-modulated AMG sound is emitted to the outside via a speaker at the front and a soundbar with two speakers at the rear. The sound can also be heard at a subdued level in the interior, as acoustic feedback. The system is active up at speeds up to approximately 18 mph. Above this speed, the sound fades out harmoniously. Drivers can experience the electric driving sound at higher speed ranges by selecting the sound via the corresponding button on the steering wheel (identifiable by the frequency wave symbol).

In addition, AMG developers also use the external speakers for a more advanced sound experience. For this purpose, they pick up the real sound of the combustion engine via a pressure sensor in the exhaust system and enrich it further before it's emitted in the interior via the vehicle's multimedia sound system, thus making it possible to experience the signature AMG sound. In addition, the sound signature is modulated via the external speakers. The intensity depends on the selected drive program. It can, however, also be set individually via the central touchscreen or the AMG DRIVE UNIT buttons.

Performance hybrid drive can precisely control traction

The control of vehicle dynamics also benefits from the hybrid drive. Instead of braking intervention by ESP® (Electronic Stability Program), the electric motor can also control traction as soon as a wheel signals too much slip. To achieve this, the intelligent control system reduces the drive torque of the electric motor, which is transmitted to the wheel via the limited-slip rear differential. As a result, ESP® does not have to throttle the combustion engine, enabling the engine to be operated at higher torque. This improves agility and the otherwise reduced power can be used to charge the battery.

Recuperation selectable in four stages

Because the high performance battery is always in the optimum temperature window of approximately 113 degrees Fahrenheit due to direct cooling, recuperation can also be optimized. Normally, a battery heats up strongly at a high recuperation rate so the energy recovery level needs to be limited. Recuperation starts when the driver takes their foot off the accelerator pedal. The driver can select four different levels of recuperation using the right-hand AMG steering wheel button, with the energy recovery being designed differently according to the driving mode.

• Level 0: The vehicle behaves similarly to a conventional combustion-engine model with a manual transmission, where the clutch is disengaged, and coasts with the least resistance when the accelerator is released. The recuperation level is very low, and only serves to maintain the vehicle's power supply. With the combustion engine switched off, friction losses in the drivetrain are reduced to a minimum.
• Level 1: This is the standard setting, at which recuperation is already noticeable to the driver, and corresponds approximately to the deceleration of a conventional combustion engine when the clutch is engaged.
• Level 2: Stronger recuperation, the brake pedal hardly needs to be used when driving in traffic.
• Level 3: Maximum energy recovery, making so-called "one-pedal" driving possible much like an all- electric vehicle. Depending on the driving conditions, more than 100 kW of power can be fed back into the battery.
• Special feature of the RACE drive program: On the racetrack, the driver wants to squeeze the maximum time possible out of any braking action. In the "RACE" drive program, recuperation is automatically set at level 1 to allow the most predictable vehicle behavior possible at the limits.

Handcrafted AMG 2.0-liter engine with electric exhaust gas turbocharger

The Handcrafted AMG 2.0-liter four-cylinder engine was developed entirely at the company's headquarters in Affalterbach and is manufactured there according to the "One Man, One Engine" principle. In doing so, Mercedes-AMG combines the craftsmanship of its highly qualified employees with the modern production methods of "Industry 4.0" and a high degree of digitization.

The closed deck design of the M139l ensures high rigidity at low weight. This enables peak combustion pressures of up to 2,300 psi. The areas around the cylinders are largely closed, and the cover plate is only pierced by smaller channels for the coolant and engine oil. Another outstanding feature of the engine is the two-stage gasoline injection. In the first stage, particularly fast and precise piezo injectors deliver the fuel into the combustion chambers at pressures of up to 2,900 psi. The second stage adds intake manifold duct injection with solenoid valves, which is needed to achieve the engine's high power output.

The high output also necessitates a sophisticated cooling system that can cool the cylinder head and crankcase to different temperature levels. This makes it possible to maintain a cold cylinder head for maximum power with efficient ignition timing, along with a warm crankcase to reduce internal friction. The cylinder head is cooled by a mechanical high performance water pump; the crankcase is cooled by a second, electrically driven water pump. After a cold start, this pump remains passive until the engine has warmed up. In operation it is regulated by the engine control unit so that the crankcase is always cooled according to need.

The M139l is the world's first series-production engine with an electric exhaust gas turbocharger. The innovative electric exhaust gas turbocharger is derived directly from the technology used by the Mercedes- AMG Petronas F1 Team in the premier class of motorsport. The new form of turbocharging guarantees particularly spontaneous response across the entire rpm range. This leads to an even more dynamic driving experience, while at the same time increasing efficiency. Compared to the AMG C43 Sedan, the turbocharger in the AMG C63 S E PERFORMANCE is significantly larger enabling a higher airflow rate and thus more power. In addition, the integrated electric motor is powered by the 400-volt high voltage system (48-volt system in the C43 Sedan).

The functional principle of the electric exhaust gas turbocharger in detail

A 1.6-inch thin electric motor is integrated directly on the shaft of the turbocharger between the turbine wheel on the exhaust side and the compressor wheel on the intake side. This directly drives the shaft of the turbocharger and is electronically controlled, accelerating the compressor wheel before the exhaust gas flow takes over the drive in a conventional manner.

This significantly improves the response directly from idle speed and across the entire rpm range. The combustion engine responds more spontaneously to accelerator pedal input, while the overall driving feel is significantly more responsive. In addition, the electrification of the turbocharger enables higher torque at low rpms, which increases agility and optimizes acceleration from a standstill. Even when the driver lifts off the accelerator or brakes, the technology is able to maintain boost pressure at all times to ensure a continuously direct response.

The electric exhaust gas turbocharger operates at speeds of up to 175,000 rpm. The turbocharger, electric motor and power electronics are connected to the combustion engine's cooling circuit to create an optimal temperature environment at all times.

The most powerful production four-cylinder in the world

In the C63 S E PERFORMANCE, the M139l engine produces 469 hp at 6,750 rpm. This makes it the most powerful series-production four-cylinder in the world. 402 lb-ft of torque is available at 5,000 - 5,500 rpm. A belt-driven starter generator (RSG) combines the alternator and starter in one component and is integrated into the 400-volt high-voltage system. The RSG starts the combustion engine and ensures the basic supply of the ancillary components such as air conditioning or driving lights.

Engine power is transmitted via the AMG SPEEDSHIFT® MCT 9G transmission (Multi-Clutch Transmission), in which a wet start-off clutch replaces the torque converter. It reduces weight and, thanks to its lower inertia, optimizes response to accelerator pedal input, especially during sprints and load changes. The extensively tuned software ensures extremely short shift times as well as fast multiple downshifts if required. In addition, the double-declutching function in the "Sport" and "Sport+" drive programs deliver a particularly expressive shifting experience. The RACE START function ensures optimal acceleration from a standstill.

AMG RIDE CONTROL suspension with Adaptive Damping System

The standard AMG RIDE CONTROL steel sprung suspension with Adaptive Damping System combines sporty driving dynamics with a high level of long-distance comfort. The basis for this is provided by the front axle with specially developed steering knuckles and supporting joints for the spring link, as well as by the rear axle, which also features elastokinematics designed for dynamic handling. Based on this, the damping at each individual wheel is continuously adjusted to the current demand - always taking into account the preselected suspension level, the driving style and the condition of the road surface. In addition to an improvement in ride quality and comfort, this leads, above all, to an increase in driving safety. There is a choice of three different damping maps ("Comfort," "Sport" and "Sport+").

Three-stage AMG parameter steering and standard rear axle steering

The three-stage AMG speed-sensitive steering system features a variable steering geometry ratio that adapts to the selected drive program. At high speeds, the steering power assistance decreases; at low speeds it is steadily increased. As a result, comparatively little steering effort is required at low speeds, as well as when maneuvering and parking, while the best possible control over the vehicle is maintained when driving at speed. In the "Sport" and "Sport+" suspension settings, the steering wheel also provides significantly more feedback to the driver.

The standard rear axle steering operates with a maximum steering angle of 2.5 degrees. At speeds up to 60 mph the rear wheels turn in the opposite direction to the front wheels (variable depending on the AMG DYNAMICS setting). This leads to a virtual shortening of the wheelbase, which in turn results in significantly more agile turn-in, less steering effort and improved maneuverability. At speeds above 60 mph (variable depending on the AMG DYNAMICS setting), the rear wheels turn in parallel to the front wheels - up to a maximum of 0.7 degrees. This virtual extension of the wheelbase has a positive effect on driving stability, leads to a faster build-up of lateral force when changing direction and thus to a more direct reaction of the vehicle to steering commands. The response of the rear axle steering depends on the selected AMG DYNAMIC SELECT driving mode.

AMG DYNAMICS

The integrated AMG DYNAMICS dynamic control system is also standard on the C63 S E PERFORMANCE. It influences the control strategies of ESP® (Electronic Stability Program), all-wheel drive system and the electronically controlled limited-slip rear differential. This enhances the stabilizing functions of ESP® with interventions to add agility to the steering characteristics and additional ESP® functions. When cornering at speed, for example, brief braking intervention at the inner rear wheel generates a defined yawing moment around the vertical axis for responsive and precise turn-in.

• "Basic" applies to the "Comfort and "Electric" drive programs and results in a very stable ride with high yaw damping.
• "Advanced" is activated in the "Sport" drive program. The vehicle remains neutrally balanced. The reduced yaw damping and increased agility support dynamic driving.
• "Pro" is part of the "Sport+" drive program. In "Pro," the driver receives even more assistance for dynamic driving maneuvers, while agility and feedback from the road when cornering is further enhanced.
• "Master" is integrated with the "RACE" drive program and is designed for use on closed courses and racetracks. "Master" offers a slightly oversteering vehicle balance, more direct steering and more agile turn-in. To activate "Master," the driver must use the separate button in the center console to switch ESP® to ESP® SPORT handling mode or ESP® OFF.

In the "Individual" drive program, drivers can select the "Basic," "Advanced," "Pro" or "Master" AMG DYNAMICS calibration.

Good control and fade-resistant: the AMG high performance composite brake system

In keeping with the extreme output figures and the associated performance, the AMG high performance composite brake system with 6-piston fixed calipers at the front and single-piston floating calipers at the rear is fitted as standard. The brake system impresses with short braking distances as well as maximum stability and fade-resistance under heavy use.

The performance hybrid delivers a combined system output of 671 hp and a 752 lb-ft combined system torque.

When was the last time you saw someone obsessing over the current Mercedes-AMG C 63 S on social media, or spotted one of these supposed super sedans cruising down the street? Exactly. The hybrid C 63 S has failed to live up to the legacy of its predecessors, with the spotlight firmly claimed by the G80 BMW M3, which stuck, you know, to what actually works.

However, if you’re one of the rare few who actually has an interest in owning the plug-in hybrid C 63 S, now might be the perfect moment to pounce.

In the UK, dealers are practically begging buyers to take these hot C-Class sedans off their hands, offering discounts of Ł9,500 (about $12,700 at current exchange rates) straight from the factory. That’s a price cut of about 10 percent, and many of the available cars are Night Edition Premium Plus models, which were originally priced at Ł99,595 ($133,700). With the discount, you can snag one for just Ł90,095 (~$121,000).

To sweeten the deal, these cars also come with two free services valued at Ł840 ($1,100). Not a fan of ownership? You can lease one for Ł979 ($1,300) per month over 48 months, but you’ll need a chunky Ł15,766 deposit (~$21,100), according to a report from EVO magazine.

Demand for the four-cylinder C63 S has never been as strong as Mercedes-AMG would have hoped, and it seems abundantly clear that it jumped the gun in downsizing its most beloved performance model. The reception to the model has been so poor that Mercedes is reportedly planning to abandon the four-cylinder and replace it with a twin-turbocharged 3.0-liter inline-six.

While not quite a V8, the current M3 proves you only need six-cylinders to have a fire-cracker of an engine, so we have our fingers crossed AMG can deliver an engine as intoxicating as BMW’s S58.

Thanks to the British price cuts, the C 63 S is now significantly cheaper than the M3 Competition, which starts at around Ł107,620 (~$144,500) locally. If you’ve been eyeing the M3 but are feeling a bit sticker-shocked, the C 63 S suddenly looks like a much more attractive option, even if it’s not exactly what you were expecting.

The much-debated chapter of the Mercedes-AMG C63 S E Performance and its polarizing four-cylinder engine looks set to close. AMG is preparing to replace the 2.0-liter turbo with a 3.0-liter straight-six, a move that aligns the C63 more closely with rivals and may help restore its performance credentials.

While there’s no official timeline, Mercedes board member for sales and marketing Mathias Geiser has confirmed the switch for the performance variant of the next-generation C-Class that was recently teased in EV form during the Munich motor show is on the way.

To be fair, aside from flair, there’s nothing inherently wrong with the 2.0-liter turbocharged four-cylinder found in the current C63. In fact, this engine has been praised for its power and response in the A45 S. However, the plug-in hybrid powertrain is at odds with previous iterations of the C63, all of which have had V8 engines. Additionally, AMG’s move away from a V8 for the C63 came despite BMW and Audi rivals sticking to six-cylinder mills.

Word about the switch from a four-cylinder to a 3.0-liter straight-six has been swirling for many months, and in a recent interview with AutoExpress, Geiser said the switch is being made.

“We will have some options where we had a four-cylinder, which will also be available as a six-cylinder going forward,” he said. “There may or may not be a hybrid, it might be pure-ICE, maybe. We’ll let you know when we’re there.”

While a straight-six may not be a V8, the current G80 M3 and M4 duo prove that a six-cylinder can be every bit as exhilarating as a V8. Mercedes’ most advanced straight-six is found in the CLE 53 Coupe and produces 442 hp when supplemented by a 48-volt mild-hybrid system. The E53 AMG also uses this same basic engine but paired with a plug-in hybrid setup, delivering a combined 603 hp.

While both of these figures are well down on the 671 hp delivered by the C63 S’s current plug-in hybrid four-cylinder, the current M3 Competition delivers 523 hp, and you won’t hear anyone complain about it lacking power. Even if the updated C63 S has a similar power output to the BMW and makes all the right sounds, it could get enthusiasts back on AMG’s side.