The Mercedes C63S E Performance is a Soulless Technical Masterpiece

The revolutionary Dr. Ian Malcolm once said, “Your scientists are so busy wondering if they can, they haven’t stopped to wonder if they should.” But this time, it’s not a T-Rex on the loose—it’s German engineers and their famously V-8-less creation, the 2024 Mercedes-AMG C63S E Performance.

Yes, it has 671 horsepower from a 469-horsepower 2.0-liter turbocharged four-cylinder engine and a 201-horsepower electric motor. And it’s packed with some of the most advanced technology in any road car: A turbocharger with an integrated motor that helps and shuns wasted energy, and a high-power battery that’s calibrated to always be ready. It even has a unique weight distribution among sports sedans, a 49/51, that’s more like a C7 Corvette or Ferrari 812 than a front-engine sedan.

But the C63 has two cardinal sins. It’s heavy at 4,817 pounds, and its new engine strips away the previous car’s character, the rumble that was so central to the C63’s ethos. Without the V-8, what would the C63 be?

I hate to say it, but—damn it—the new C63 doesn’t deserve all the criticism it can muster. As much as I’d like to argue, longing for the days of V-8s, the new C63 has its good points. But it’s not perfect. Even after a day of driving it on California’s best roads, I’m still not convinced the C63 needs to abandon its old format.

Understanding something is an easy way to be less afraid, or at least a way to be more accepting of change. So when Mercedes introduced us to the controversial new car project manager, I asked a very simple question: Why?

According to project manager Damian Hampen, the idea for the four-cylinder hybrid engine came from the engineers at AMG, not from the parent company pushing a particular agenda.

“We wanted to take the C63 in a new direction, and we wanted to bring F1-inspired technology to the road car.” When I ask him how difficult it is to calibrate every system in the car, he smiles mysteriously and that's it.

The C63S makes big use of its hybrid system. With 469 hp from a turbocharged 2.0-liter four-cylinder, there are some compromises, especially in terms of response and drivability. It takes a very big turbo to make that much power, and with a very big turbo comes a lot of boost. There are two ways to deal with this. The first is a relatively high-powered, high-compression engine. These can spin the turbos quickly and make a lot of power, but they can be hard to sustain. Or there’s the approach AMG has taken for the C63: A low 9.0:1 compression ratio, a big turbo, and 37 psi of boost.

Normally, this type of engine would be an undriveable machine. It would take forever to rev, lack power at low rpm, and have low boost, producing a huge amount of power. But add a 201-hp hybrid assist and fill in those troughs in the power curve. Add an electric motor on a turbocharger that can rev it first, and you might have an engine that’s instantly responsive. That is, if—and only if—it’s calibrated correctly. Here’s how the C63 impresses.

Pros: Very Fast, Excellent Handling, Fuel Efficient

Mercedes has one last trick up its sleeve for the primary hybrid system: It’s crammed into the rear differential to optimize weight distribution. The engine itself is only a 48-volt system, and there’s no high-voltage hybridization. So a strange power distribution dance ensues, with the engine sending power to all four wheels via a nine-speed transaxle mounted up front and down the driveshaft, while the electric motor sends power back down the same driveshaft to drive the front wheels as needed. (My brain feels like a squeezed orange right now.)

Balancing these three major systems (engine, electric motor, and turbocharged motor unit) is a miracle. And the execution is brilliant. This is the first turbocharged engine ever with naturally aspirated response, astonishingly immediate low-end torque, and a satisfying powerband.

The sequence goes like this: When you press the accelerator, the electric motor cranks out nearly maximum power to produce a ton of torque. Meanwhile, the turbo boosts to an instant 7 psi with the help of electricity. At low rpm, the electric motor provides most of the boost until the turbo engages. Then, a finely tuned dance ensues. Boost builds to 37 psi while the electric motor sends power out to make the engine feel natural. Meanwhile, the car feels like a rocket. It’s so fast, it’s alarmingly fast, if you think about physics for even a moment.

Even at 4,817 pounds, the C63S is one of the best-handling sports sedans I’ve ever driven. But that’s a much easier trick to pull off because, in every situation, the C63 doesn’t ride well. It wobbles and sways over every bump, never losing its handling composure, but throwing me out of my seat with enthusiasm. The car’s mechanical balance is undeniable in low-speed cornering, however, where it satisfyingly digs and rotates mid-corner where most cars in this weight class would get soaked.

Disadvantages: Underpowered drivetrain, heavy, poor ride quality

Honestly, if you put stiffer springs and dampers on anything, this car will be able to handle it. However, it’s too stiff to be an everyday car for most people, especially when compared to competitors like the BMW M3, Alfa Romeo Giulia Quadrifoglio, and Cadillac CT4-V Blackwing. This is the most obvious sign that the C63S is being pushed into a corner by its weight.

This brings me back to the why. Despite its brilliance, technological prowess, and impressive performance, I fail to understand why this car exists as it does. The C63 sacrifices speed and emotion for… just speed. I can't help but think that if we had a 4,000-pound C63 with a V-8, it would be a better car.

Yes, the C63S E Performance is technically impressive, and technically “better,” but at what cost? Nobody falls in love with a calculator, and that’s the problem with the C63.