That V8

I did get the chance to take both the Sedan and Coupe models around for a few laps at Sepang circuit, and found that the Coupe somehow felt tighter in handling (maybe its just me).

Under the hood, a hand-built gem of an engine, and instead of going back to the days of old, where the number on the tin denotes the engine capacity, where Mercs delivered instantaneous raw power and torque, the new M117 is a smaller, but worthy successor. Bi-turbocharged, and dishing out 510hp (on paper) we simply could believe that there could be a little more. A certain Arthur Minz from the AMG factory in Affalterbach, spent plenty of time torque wrenching this mechanical beast together. And speaking about torque, it is at a magical 700Nm, and stays within a wide band from between 1,750rpm till 4,500rpm.

All of this, powering just the chubby-width rear tyres, unlike its milder C 43 siblings, which have the safety net of 4MATIC.

How it Drives (Normally)

Within the cabin, there is very good insulation going about. External noise is minimal, and on any of the non-sport modes, the C 63 does a good job of simple point A to point B transportation. The V8 is quiet, with only a mild burble just audible from within the cabin.

Sports bucket seats are very supportive, although there is no adjustment for the fixed headrest. Steering feel from the suede finished “D” shaped sports steering is excellent, and turn-in accuracy is spot-on.

The suspension on “Comfort” mode, damps the undulations on the road surprisingly well. The only hint of the car’s ability to perform are the thin profile tyres, which have limitations on how much shock they can absorb before transferring over to the rims… yawn…

But How it Drives (Really)

Flicking the car into “Race” (yes that is the one after the mental Sports+ setting) brings immediate change to the once-mundane ride and predictably smooth operation. The exhaust flaps open up, electromagnets linked to the suspension dampers switch on to full, and suddenly your spine jolts from going over bugs on the road as you barrel down one of our tree-lined side roads. Throttle response is quick and accurate. Foot on-the-floor, and all 700Nm surges, driving you into your seat, and any sign of backache immediately goes away, and is replaced with white knuckle-eye-popping straight line goodness. The bi-turbocharged 4.0 V8 delivers a century sprint in just 3.9 seconds, to a car with a kerb weight of just 1,800kg. The rear locking differential ensures that there is minimal wheel slippage, while the seven-speed automatic does the job of feeding power into the wheels.

While in acceleration, you can feel the rear twitching away, as it gains ground, thankfully, there are also many safety nets in-place to ensure that you are kept in a straight enough line, without the risk of the rear coming around (much less in Race mode though). While the wheelbase is the same 2,840mm as the sedan, and also share the same length. I did get the chance to take both the Sedan and Coupe models around for a few laps at Sepang circuit, and found that the Coupe somehow felt tighter in handling (maybe its just me).

The sports exhaust note is a treat to the ears, as you hear the quad pipes bellow their tune from the rear of the car, and coming through the once-whisper quiet cabin. Foot off the throttle, and there is that satisfying sound of popping and burbling.

Plant the Coupe into a corner and dip your foot into the throttle a little, and you will know right away, that there is plenty more shove where that came from. Overdo it, without any of the safety nets arresting the car’s naughtiness, and you might find yourself facing traffic which was behind you just one or two seconds prior.

Car Loan Calculator - Mercedes-Benz C-Class Coupe

SGD 484,888 (9 Jan 2020)

This car is eligible for minimum 40% down payment

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