WHAT IS IT?
A heavily updated version of our benchmark sports sedan. This generation of C63 has long majored on excitement, with the best engine in its class, a charismatic exhaust note and a supremely talented chassis. AMG could have rested on those laurels, but has instead gone update mad with fresh styling cues, an updated interior and a host of hefty mechanical improvements.
WHY ARE WE DRIVING IT?
For all its strengths, the old C63 had a frustrating Achilles heel – it could be overbearing to live with everyday. This facelift looks to solve that. Headlining the changes are a new 9-speed gearbox, retuned suspension with greater compliance, and a suite of fresh driving modes, all of which promise improved speed and performance, and crucially, greater bandwidth in day-to-day driving.
MAIN RIVALS
Alfa Romeo Giulia, Audi RS4/RS5, BMW M3/M4, Lexus RC F
THE WHEELS REVIEW
I DON’T EVEN have to leave the carpark to discover this updated Mercedes-AMG C63 S is an improvement in the one area it needed it most: ride quality. For all its goodness (bombastic V8 engine, absurdly talented chassis, a doddle to slide) the outgoing C205 C63 could be truculent to live with day-to-day.
It was overly firm, even in its softest suspension setting, which is why I wince slightly as I approach a mean-looking, squared-off speed hump in this new car. But … hallelujah! No thumps, no nasty shockwaves, just a welcome dose of compliance. Nice.
Better news is the fact that this newfound civility isn’t even the biggest headline in this heftier-than-most mid-life update. That goes to a new 9-speed gearbox – lifted from the E63 S – and to an armada of fresh driving modes and control systems.
A ‘Slippery’ setting has joined the old car’s existing Dynamic Select modes (Comfort, Sport, Sport+, Race and Individual), and AMG has doubled down on customising the C63’s handling balance with something called ‘AMG Dynamics’.
Essentially this controls the aggression of the rear differential and how it interacts with the stability control through four stages: Basic (no slip, normal driving), Advanced (swift progress, a little ESC leeway), Pro (fast back roads, small neat slides), and Master (bigger angles, more fun).
If it all sounds a little dense and complicated, it can be, especially as there are now multiple ways to adjust and customise the settings, including new toggle switches that hang from the steering wheel spokes. These are fitted with tiny, customisable LCD touch screens that can alter the damping, diff, exhaust, engine and also operate the new 9-stage traction control system inherited from the flagship AMG GT R.
It can verge on tech overload, but take some time to familiarise yourself and it soon becomes intuitive.
On a winding backroad, this new C63 is devastatingly effective. Outputs from the 4.0-litre V8 haven’t changed (375kW/700Nm), but the new gearbox’s additional ratios and ability to choose the right gear at just the right moment is a night and day improvement over the sometimes clunky old 7-speeder. The handling systems are deftly calibrated too, and do a brilliant job of making you quicker, and massaging your ego, without spoiling the fun or making the experience feel artificial.
The 9-stage traction control is an interesting one, however. You activate it by disabling the ESC and using the wheel-mounted rotary dial (manettino style) to cycle from 9 (zero slip) to 1 (you’re on your own). But while it might be great on a track in order to achieve faster lap times, for fast road driving it’s more fun to drive with the ESP on and in Master mode.
Then there’s that extra degree of bandwidth in the chassis. The suspension’s greater compliance is a boon about town, but build up speed on bumpy roads and you’ll soon find yourself dialling in Sport, Sport+ and even Race (a mode previously reserved solely for circuits) for greater control.
Even withstanding the styling upgrades, like the addition of the Panamericana grille, and the generational leap inside (new steering wheel, digital instruments and larger central screen), this updated C63 is a significant improvement. It’s still as exciting and as hilarious as ever, but now has the depth and subtlety it needed to reach true greatness.
THE WHEELS VERDICT
Real world performance cars don’t get much better than this. Fast, exciting, and as charismatic as ever, the updated C63’s real masterstroke is how much easier it is to live with day-to-day. No other rival feels as special, or can offer as much bodystyle choice with the C63 available as a coupe, cabriolet, sedan and (our favourite) a wagon. Still the king of its segment.
PLUS: Best engine in class; greater compliance; armada of deftly calibrated control systems; body style choice (coupe, cabriolet, sedan and wagon) MINUS: New systems can verge on tech overload; optional sports seats a little too firm
SPECS
Model: Mercedes-AMG C63 S sedan Engine: 3982cc V8 (90), dohc, 32v, twin-turbo Max power: 375kW @ 5500-6250rpm Max torque: 700Nm @ 2000-4500rpm Transmission: 9-speed automatic Weight: 1680kg 0-100km/h: 4.0sec (claimed) Economy: 10.4L/100km Price: $160,900 On sale: Now
“If you leave today without being able to drift, we haven’t done our job.” That’s what Peter Pham, founder of Drift Cadet, tells us on Winton Motor Raceway’s skidpan.
It’s a bold claim. Bold because drifting’s hard. It’s wildly irresponsible to practice on public roads, it’s banned at some track days and it requires a rear-wheel drive car and a big tyre budget.
Drift Cadet solves these problems. It’s two-stage drifting course supplies car, venue and, most importantly, expert tuition.
“We have championship drivers that coach,” he adds, “we have chosen guys that communicate well, know underpowered cars, and have competed.”
His fleet Toyota 86s are stock except for some changes to their tyre, track and differentials. With a piddling 147KW and 205Nm, they’re hardly the tyre shredding chariots you might expect.
However, this is part of his plan for the half-day beginner’s course. This forces you to focus less on power and on more important things, like weight transfer. After today, you can graduate to a more purpose-built supercharged 86 drift car.
Drivers are split into two groups, each allocated to an instructor and car of their own. The groups are small, comprising three drivers each, and you go out when the other group swaps drivers.
Since we’re starting at level one, the schedule starts with a wet figure eight exercise, then moves to a handbrake-turn exercise before trying to marry the two together. Easy enough, right?
Well, let’s just say we have a lot more respect for the guys and girls who drift for a living. Our first test, that involved dropping the clutch at the start of a figure eight, was okay.
It introduces you to the fundamentals. Looking where you want to go is super important, just like circuit driving, and throttle inputs have to be incredibly precise. But it’s what to do with the steering wheel when we step to the figure eight that’s hardest to judge.
Chasing the steering when the car flips from one side of the drift to the other, all the while balancing the throttle so it keeps sliding, is like taking on the boss in a video game. You come so close, but repeatedly stumble at the opportunity to seze the win.
The handbrake test is easier. It involves barreling into a corner, yanking the handbrake as hard as possible, though only briefly while the clutch is engaged, then picking up big revs as the car starts to slide.
Not every journalist knows how to drift, even if magazine photography tells a different story. We just couldn’t complete the transition in the given time, and trust us, we wanted to.
Maybe it was the car. Ours had a different LSD to the other group’s. That could explain why no one in our group completed a full figure eight, whereas in the other group a 16-year-old L-Plater did.
Not to take away from the kid’s achievement, he might be the next Ken Block, but this inconsistency reveals drifting takes a lot of practice, and there’s just not enough of that in any event that runs a half-day format. Especially in under-powered cars.
At $599 this course is one of the more expensive beginner days you could book through the internet, although as a ‘course’ it offers far superior seat time than half-baked experiences. It’s certainly run well with a good focus on learning. There’s even free coffee.
And for something that gives you access to one of the most enjoyable parts of performance driver days with manufacturers, and with an expert drifter next to you, it’s comparatively good value. They’ll even refund your money if you don’t agree.
Perhaps the most important lesson of all is to manage expectations. Is the donut we achieved considered a drift? Try telling Keichii Tsuchiya that.
Company: Drift Cadet Course: Drift Basic – Level 1 Cost: $599 How long: Four hours Where: Winton Motor Raceway When: Weekends Contact: https://www.driftcadet.com.au/driftschool
Alpina is filling the admittedly small demand for fast BMW wagons with the announcement it will bring the Alpina B5 Touring to Australia.
Based on the BMW 5 Series Touring, and with specs to rival the full-fat BMW M5, the B5 Touring aims to provide performance for those who want something a little different.
With 447kW and 800Nm from a 4.4-litre twin-turbo V8, the B5 Touring can hit 100km/h from standstill in a claimed 3.7 seconds –staggeringly close to a time the 2018 BMW M5 Competition ran when tested by MOTOR.
Once it gets going, it continues relentlessly with a 0-200km/h time of just 12.3 seconds, before it eventually tops out as 322km/h. These are impressive numbers given it weighs more than 2.1 tonnes.
Alpina doesn’t say whether the B5 Touring’s xDrive-based all-wheel drive system was designed to mimic the newest M5’s rear-happy torque distribution, but it does say that Alpina developed a specific tune for the wagons to favour “maximum traction, neutral driving dynamics and high levels of safety.”
The B5 Touring does however have active rear-wheel steering, which helps sharpen or balance the steering as needed. Alpina says this, plus lightweight forged aluminium wheels give the B5 the “agility and handling of a much smaller car.”
Inside, leather and aluminium present a relatively luxurious cabin for a modern car, though woodgrain can be optioned to convey the old-world aesthetic Alpina is known for.
Alpina Australia says the B5 Touring will cost buyers a base price of $217,000 after GST and LCT, a $7000 premium over the sedan.
Those interested can contact Alpina Australia to order immediately.
BMW Australia has unveiled that the 2019 BMW M140i hot hatch will get its final spec this year with the release of the Finale Edition.
Priced at $62,990, the BMW M140i Finale Edition will add several aesthetic details and equipment upgrades to the car.
Features include 18-inch M alloy wheels in Orbit Grey, special edition badging, electric glass sunroof, wireless charging for smartphones, a high-gloss black kidney grille, darkened head and tail lights and black chrome exhaust pipes.
Engine power outputs remain unchanged from the standard spec M140i. The muscular turbocharged B58 straight-six motor still produces 250kW/500Nm and gives impressive acceleration from 0-100km/h in 4.6 seconds. Owners will be greeted with a rorty straight-six note exhaust which is peppered with pops and burbles in Sport mode.
The Finale Edition aesthetic changes will go on top of the already standard features such as M Sport brakes, adaptive LED headlights, awesome sounding Harmon Kardon sound system, adaptive M suspension and an 8.8-inch display with GPS navigation and the latest iDrive.
BMW Group Australia CEO Vikram Pawah says the Finale Edition marks the last time the 1 Series will be seen as a rear-drive, six-cylinder hot hatch.
“To celebrate the last six-cylinder, rear-wheel drive 1 Series hot hatch, we are excited to present customers with the BMW M140i Finale Edition,” says Pawah.
“Through aesthetic exterior details and key equipment highlights, the M140i Finale Edition builds on the virtues that have made the M140i our best-selling M Performance vehicle.
“It offers convenience and practicality with a distinctive sporting silhouette and outstanding performance,” he said.
The Finale Edition will be available in Aussie showrooms from March.
Heading out to test drive a car that’s got a ‘Sport’ badge on it and seeing a bored-looking family pulled over in the exact same car you’re driving isn’t usually a good indication of what’s to come. It might lead one to expect the Kia Cerato Sport+, in this case it’s the hatch, to be about as dynamically exciting as a hospital bed.
Fortunately, the first impression given by that family was a bit off. It’s possible to have fun with the Sport+, even though it doesn’t feel like you’re supposed to. If you don’t intend to drive it as many MOTOR readers would be inclined to, you might even say it’s sporty. But, perhaps unsurprisingly, you’d be wrong.
Its 2.0-litre four feels like it’s had its day, after years of being the running gear for Hyundai’s small cars. The turbo 1.6 from the GT (shared with Hyundai’s N-Line) would make a far sprightlier car. Getting up to speed out of a corner in the Sport+ requires reaching the top end of the rev range, and that’s an unpleasant place to be in this case. Higher revs are loud and sound laboured, and it sometimes feels in vain. It’s not painfully slow, but it’s not much fun when decades-old Magnas are threatening you at the red-lighted on-ramp.
The standard rubber on the Sport+ isn’t even that bad. The Nexens hold the road well enough for something in its class, though we wouldn’t head to the track with them fitted – not that this car is designed to do so. They do contribute to some road noise, and don’t seem to help with an already unnecessarily stiffly tuned suspension setup. Bumps and vibrations from the road are less helpful feedback and more annoyingly vague, a bit like an email from a real estate agent.
Where the Cerato Sport+ really holds up is with its value proposition. It’s sporting more features than it needs to in the mid-$20K region, and the interior space is rather pleasant and ticks plenty of ergonomic boxes. On top of that, the ‘Smart’ drivetrain setting is actually fairly well designed for around town tootles. But we suspect that won’t matter much to you, dear MOTOR reader.
2019 KIA CERATO SPORT HATCH+ SPECS: Engine: 2.0-litre DOHC inline-4 Power: 112kW @ 6200rpm Torque: 192Nm @ 4000rpm Drive: FWD Weight: 1345kg Price: $26,190
On-air: Channel Ten, Feb 17 (AU) / Feb 24 (NZ)
Catch-up: Watch at tenplay.com.au (AU) or primetv.co.nz (NZ)
Alex heads across the pond to New Zealand where he gets his hands on the latest Aston Martin Vantage and struggles to decide which is more breathtaking – his car or the surroundings. After tackling the stunning mountain passes and postcard-perfect vistas, Alex turns off the main road and the traction control and dances on ice.
From the icy peaks of NZ to the scorched sands of outback New South Wales, Dan tags along with the 4X4 Australia Magazine team as they search for the best off-road vehicle in Australia. Testing hardcore all-terrain vehicles hundreds of kilometres from anywhere is a serious business. Fortunately some of Australia’s most experienced outback touring experts are on hand to look after a total novice.
After a staggering 33 countries and nearly 90,000km over 1000 days, electric vehicle campaigner Weibe Wakker’s epic global adventure to promote the EV cause will come to an end in Sydney in April.
With a modified 2009 Volkswagen Golf wagon as his zero-emissions steed, Wakker set off from Amsterdam in 2016 bound for Australia and immediately appeared to get lost. Rather than making a beeline for the land Down Under, what ensued was a meandering journey that lasted three years and marked an impressive set of EV milestones along the way.
Unlike modern production EVs, Wakker’s ‘Blue Bandit’ was retrofitted with a 150kW motor and 37kWh battery – long before a mainstream showroom alternative was available – and is limited to just 200km between charges, which made the challenge of getting to Australia even harder.
But the Dutch visionary had a secret weapon up his sleeve – philanthropy. Instead of spending months and years raising the funds to complete the landmark mission, Wakker appealed for help along the way and embarked on the trip with no money, food or planned accommodation.
Of course, the key to success was finding places to top up the Golf’s battery and ultimately what determined Wakker’s route, which resembles a drunken transcontinental woodworm and includes notable detours to the far north of Sweden via central Italy and a few laps of the UAE.
Not only did the champion arrange a dot-to-dot of free sockets and couches all the way to his current position in Adelaide, Wakker met and interviewed pioneers in other businesses and governments involved in sustainable industry every step of the way, telling their stories through plugmeinproject.com.
On arrival in Darwin, any sane person would set a course south for the Sydney destination and get things finished. Instead, Wakker embarked on a protracted circumnavigation of the nation, following the Eastern coastline to Esperance, conquered the Nullarbor, turned north at Port Augusta and ended up almost back at the same spot via a loop that took him through Uluru, Brisbane and Bathurst.
At the conclusion of his incredible trip, Wakker will have smashed the EV distance record by 68,000km, set a new record for number of countries visited in an EV and become the first person to cross Turkey, Iran, India, Myanmar, Malaysia and Indonesia using a battery powered vehicle.
But as you might expect, it hasn’t all been plain sailing. During a section of the Nullarbor, the Golf’s sensitivity to unstable outback electricity frequency prevented charging and stranded the car for four days. It’s just one of countless spanners in the works over the three-year odyssey.
Ending such a significant journey in Australia – possibly one of the most EV-shy countries in the developed world – is an irony that we hope doesn’t go unnoticed.
But with extraordinary initiatives such as Wakker and the Blue Bandit, perhaps the relevant government bodies will eventually wake up and begin significantly contributing to the inevitable EV infrastructure.
And we certainly hope so because the reality is that, unlike Dutchmen, alternative energy vehicles cannot run on the kindness of strangers alone.
DO-IT-YOURSELF BMW M cars don’t always turn out like the real thing.
Case in point, the myriad of E46 318i owners who’ve tacked on an M3 badge and cut their muffler off to give themselves the ‘Ultimate Driving Machine’.
But, if there’s a car that best exemplifies what we would want in the M7 that BMW has refused to make, it’s this M5-powered 2001 E38 740i.
Blending some tidy ‘if you know, you know’ modifications with the innate sleeper-like status of a big heavy limo, this two-owner 7er was built over one year and recently featured in Performance BMW magazine.
Starting out with a standard wheelbase Alpine White E38 740i, the owner swapped out the original lazy V8 for the high-powered 4.9L S62 V8 and 6-speed manual transmission from the E39 M5 of the same period.
The car was then fitted with an ESS supercharger to add a bit more pep, and the resulting exhaust and fuel modifications rounded out the changes under the bonnet.
But the build didn’t stop there. Bilstein struts and shocks combine with H&R springs, a modified subframe and a 750i rear axle to give this 7 Series proper M car dynamics.
A Brembo big brake kit will ensure the big-hitter can come to a quick halt too.
The interior wasn’t forgotten either, with the original leather dyed a caramel colour and the woodgrain inserts retained.
The steering wheel, instrument cluster and manual gearknob from the M5 make their way across to the 7 Series as well as a fully functional BMW iDrive infotainment and navigation system which was retrofitted to the dash.
US-based enthusiast classifieds website Bring a Trailer currently has the car for sale, with a top bid of $40,000 leading the auction so far. Don’t be surprised to see this unicorn soar higher than that though, as this honestly built Q-car is truly one of a kind.
Click the image at the top for a full gallery of the BMW M7 of our dreams and let us know what engine you’d swap into your dream car in the comments below.
Polo Storico, Lamborghini’s restoration and heritage division, has unveiled a beautiful 1972 Lamborghini Miura SV owned by FIA President Jean Todt.
The car originated in 1972 from a 1968 Miura chassis, which was resurrected from an accident before being delivered in a gorgeous Rosso Corsa colour to its owner, a Mr Macin, in South Africa. Today, some 47 years later, the SV uses the original hue.
According to Lamborghini, the restoration project took 13 months, where every part of the car was dismantled and essentially stripped down to its bare chassis. This allowed the restorers to check every part to ensure it corresponded with its original numbers.
Polo Storico also certified that the parts and work undertaken conformed to the original factory paperwork from the 1972 assembly.
Jean Todt’s 283kW/400Nm V12 Miura SV was unveiled to the public for the first time since restoration at Rétromobile, a classic car show in Paris, alongside a 1966 Lamborghini 400 GT which is currently undergoing restoration work.
Lamborghini’s CEO Stefano Domenicali was able to personally hand the Miura’s keys back to Jean Todt in a fitting ceremony.
The Miura’s SV badge stands for ‘Super Veloce’ or ‘Super Fast’. The Miura was, in fact, the first Lamborghini to get an SV badge. It has also landed its name on other classics from the brand including the Diablo, Murcielago and Aventador.
Only 150 Miura SVs were ever built and sold globally, making them an extremely rare collector’s car. At the 2018 RM Sotheby’s Auction, a 1971 SV sold for a whopping USD$2.2m (AUD$3m).
Polo Storico was founded in 2016 by Lamborghini and is the company’s in-house restoration department. The division manages all of Lamborghini’s heritage collection and oversees its vintage archives.
The department also recreates and produces spare parts for its classic sports cars, ensuring that Lamborghini owners can use their cars confidently without having to worry about the inability to replace broken or worn parts.
Volvo goes back-to-back with two wins in two years. The Volvo XC40 is the 2019 Wheels Car of the Year.
See the full episode: Watch at tenplay.com.au (AU) or primetv.co.nz (NZ)
