2017 MERCEDES-AMG C63 S COUPE

 

Way More Than Its Doors

When a car is offered in both sedan and coupe body styles, it’s easy to assume the manufacturer simply removed two doors from the sedan and filled the gap to make a coupe. While that’s sometimes true, Mercedes-AMG resisted the urge to take the easy way out and instead saw the coupe-ification of the C-Class as an opportunity to improve performance.

You won’t necessarily see that in the numbers, though. According to the official spec sheet, the Coupe and sedan are identical in many regards. They employ the same 4.0-liter twin-turbo V-8 rated 469 hp and 479 lb-ft in standard trim and 503 hp and 516 lb-ft for this S Model. Same seven-speed multi-clutch automatic transmission, same limited-slip differential (electronically controlled for the S Models), and even the same estimated performance: 3.9-4.0 seconds to 60 mph (standard versus S Model). Heck, according to Mercedes-AMG, they even weigh the same.

There are some other numbers to examine, though. The C63 AMG Coupe which shares only its doors, roof, and trunk lid with the base coupe, is an inch and a half wider. Its tires also are wider, by 10mm at both ends. Continuing with the theme, the track is wider by an inch in the front and an inch and a half in the rear. Pulling this off required new front and rear suspension and subframe designs, not just revised geometry. That’s where the improved performance comes from.

I suspect you’ll see a difference in skidpad, figure-eight, and road-course lap times, but between then and now, I can tell you you’ll feel the difference. Back when I tested the sedan, I wondered why it didn’t have wider tires and mused they could help quell the mild understeer in hairpins and mild on-throttle oversteer at corner exit. Granted, the sedan is a great car and the current segment leader, so these were minor nits, but valid criticism nonetheless. The Coupe, I’m happy to report, does indeed improve upon the sedan’s performance. The mild understeer found in the tight hairpins is gone. On the road, the front end of this car is glued down and won’t let go for anything. The mild on-throttle oversteer at corner exit is still there, and still as predictable, controllable, and fun as in the sedan.

On the track, in this case the tight and technical Ascari Circuit near Barcelona, the differences between sedan and Coupe are more pronounced. Compared to the sedan, which we found struggled a little for grip at both ends during our Best Driver’s Car test, the Coupe is buttoned down. As on the street, the front end is more hooked up and the rear still delivers mild, predictable, controllable, and usable oversteer if you roll into the throttle hard on the way out of a corner.

Getting maximum performance from the Coupe on track requires driving it by the book, though. Remember lesson one from every performance driving school ever? Slow in, fast out. That’s how the Coupe needs to be driven. Brake in a straight line, turn in with the right amount of speed, hit the apex, roll into the throttle, and track out. Try to carry even a little too much speed at turn-in and the front washes out in a mild understeer, and getting it back in line takes what feels like an eternity when your adrenaline is rushing. The good news is, if you get it right, you can go to the throttle very early and, if you roll into it properly, the car will hook up hard and launch you out of the corner. (Go too hard and you’ll get mild oversteer.) When you’ve really got a feel for the car, you can also rotate it with a bit of oversteer at corner entry by trail-braking, but it’s tricky to walk the line between trail-brake oversteer (useful) and too-much-entry-speed understeer (useless). Set up the whole corner correctly and you’ll feel like a hero, especially because you have to work for it.

 A top-notch chassis helps deliver hero status. The structure is rock solid and yet feels much more nimble than its two-ton curb weight suggests. The steering is thankfully linear, not variable, nicely weighted, and returns some feedback from the road surface. The adjustable dampers are among the best in the industry. They’re appropriately stiff but always handle disturbances smoothly and in a controlled manner, allowing you to do things like bounce the car off the apex curbing in an off-camber corner with the full confidence it will four-wheel drift nicely through the exit and hook right up when you go to power.

Between the corners, the Coupe is pretty damn impressive, too. The thrust from that spectacular twin-turbo V-8 is immediate and endless, never seeming to suffer from turbo lag. Subjectively, the car feels considerably stronger than its 503-hp rating suggests, a testament to AMG’s tuning of the car and the driver experience. The optional sport exhaust thunders with the characteristic AMG bellow we love, though I hoped it would be louder in Race mode (AMG says it’s noise law-compliant in every mode).

All the rest of the time, when you’re driving the car like a normal human being, it’s a very nice place to motor. The interior is no different than the sedan’s from the front. In the rear, there’s a good amount of space for a coupe and getting in and out is no better or worse than for any other two-door with a back seat. Sightlines out of the vehicle are generally good, though the rear window is quite small and the trunk quite tall, so you’ll absolutely be using the standard rearview camera when backing up. In Comfort mode, the ride is a nice as you could ask for from a high-performance sedan and it “sails” (disengages the transmission from the engine to eliminate engine braking) whenever possible to reduce fuel consumption. Mercedes-AMG doesn’t have official figures for the U.S. market yet, but promises a 20 percent improvement from the last-generation Coupe. Figure something in the ballpark of the sedan’s 18 mpg city/25 mpg highway/20 mpg combined.

As quick and efficient as the C 63 S Coupe may be, the one thing it won’t be doing quickly is getting here. The on-sale date is slated for some time in the summer, a few months after the standard Coupe goes on sale. Like the fuel economy, an official price hasn’t been released yet, but we’re told to expect a starting point somewhere in the mid-$70,000 range, probably slightly more than the sedan’s $72,825 point of entry.

2017 Mercedes-AMG C63 Coupe
BASE PRICE	$75,000 (est)
VEHICLE LAYOUT	Front-engine, RWD, 5-pass, 2-door coupe
ENGINE	4.0L/469-503-hp/479-516-lb-ft twin-turbo DOHC 32-valve V-8
TRANSMISSION	7-speed automatic
CURB WEIGHT	3,950 lb (mfr)
WHEELBASE	111.8 in
LENGTH X WIDTH X HEIGHT	187.0 x 73.9 x 55.1 in
0-60 MPH	3.9-4.0 sec (mfr est)
EPA CITY/HWY/COMB FUEL ECON	Not yet rated
ON SALE IN U.S.	Summer 2016

THE 2017 MERCEDES-BENZ E-CLASS: OUR TAKE ON 12 NEW INTERIOR DESIGN FEATURES

Mercedes has yet to fully reveal the new 2017 E-Class, but we had the chance to experience the next best thing: a hands-on preview of the interior. After spending some time with the new model, we can safely say it shakes up the game in terms of cabin design and user interface design for luxury cars in its segment. Here are 12 of the most notable design features on the new 2017 Mercedes-Benz E-Class and our thoughts on each.

A pre-production 2017 Mercedes-Benz E-Class is shown below.

Wide-Screen Cockpit

An 8-inch display is considered luxurious by today’s standards, but the new E-Class features a 12.3-inch screen. Not just one, but two of them. In fact, the 12.3-inch instrument cluster and 12.3-inch central display screen blend together to form one large, extremely thin unit under a common glass cover with piano lacquer framing. The whole unit can be lit up by ambient lighting, which makes it appear as if the display is floating above the dashboard.

Snap Judgment: Home run. The new display is sophisticated, and the two screens blend together in an uncluttered way.

Touch Control Buttons on the Steering Wheel

Mercedes says this new feature is a first for any automobile. The new E-Class features two small touchpads on the steering wheel, one on the left side and one on the right side. The left touchpad allows drivers to control functions on the instrument cluster, and the right one performs the same functions for the central display. Just swipe your finger across the touchpad to scroll through menu options much like you would on a smartphone. Press on the touchpad to select features on the menu.

Snap Judgment: 

The touchpads work pretty well and are simple to use. You can even change the sensitivity of the touchpads (fast, medium, or slow) to make them more or less responsive. Medium seems plenty sufficient for our tastes.

We much prefer to use these mini-touchpads instead of the C-Class-inspired controller on the center console for many functions. But Mercedes says it keeps the old-school controller for customers who like things more traditional, many of whom are in Europe.

Three Instrument Cluster Designs

By maneuvering through the menus, drivers can choose from three design themes for the instrument cluster: Classic, Sport, and Progressive. Each features a different set of colors and fonts. You can also choose the type of information you see, such as navigation, revs, and eco driving information.

Snap Judgment: It deviates from tradition, but we like the sci-fi-inspired Progressive theme.

64-Color Ambient Lighting

LED light strips run along the edges of the central screen, lower center console, side doors, and door handles and into the rear cabin of the new E-Class. Best part? Drivers can choose from 64 colors. All you have to do is toggle along a color gradient to choose the right hue.

Snap Judgment: It’s not a game changer, and it might get old after a week, but it’s certainly a lot of fun to use. The colored lighting is subtle enough not to overwhelm the eyes, either. And we like that you can turn on the ambient lighting in the front of the cabin while keeping the rear seats unlit for sleeping passengers if you so choose.

“Woven Metal,” Decorative Wood Trims

Instead of aluminum or wood, why not option your E-Class with a new woven metal trim? The pattern can be seen along the dashboard and on the sides of the doors. Other surfaces include black or brown open-pore wood trim, aluminum trim, high-gloss wood trims, and Designo trims in black piano lacquer or brown magnolia wood with flowing lines.

Snap Judgment: Mercedes had us fooled, mistaking the metal weave trim for carbon fiber. It’s a nice choice if paired with less flashy cabin colors (think all black). We also think the open-pore wood is classy, but the decorative glossy wood with flowing lines can be a bit much if paired with some of the more flamboyant two-tone interiors.

New Two-Tone Surfaces

New interior color combinations include brown/macchiato and saddle brown/macchiato. Mercedes says its new macchiato beige is brighter and less yellow than similar previous versions.

Snap judgment: We think these two-tone surfaces would look great with the open-pore wood.

Not only are the new E-Class seats extremely structured, but they were also designed to resemble the human body. The seat back takes inspiration from the human torso, and the shoulders of the car take after a tailor’s dummy. Each seat is designed differently depending on the model line, although all have a similar sculpted shape.

Snap Judgment: Although the seat material feels comfortable, some people might gripe about the bottom seat cushion being a bit too long. The shape of the seat also might be too narrow for larger occupants. This matter will need further investigation once we get more time with the car.

2017 MERCEDES-BENZ SLC-CLASS

The SLK name is history, but in its place is the new SLC, a refreshed roadster with a badge that aligns it with the automaker’s new naming strategy. Before it goes on sale next spring, the 2017 SLC-Class will debut at the 2016 Detroit Auto Show.

Two model variants will be offered: the Mercedes-Benz SLC300 and the high-performance Mercedes-AMG SLC43. Power for the SLC300 comes from a turbocharged 2.0-liter inline-four-cylinder making 241 hp and 273 lb-ft of torque, and the AMG SLC43 gets a twin-turbo 3.0-liter V-6 rated 362 hp and 384 lb-ft — replacing the previous SLK55 AMG’s naturally aspirated 5.5-liter V-8. Both engines are backed by a new nine-speed automatic transmission that sends power to the rear wheels. The SLC43 is the first true AMG model to feature a six-cylinder engine since the SLK32 AMG of the early 2000s.

Mercedes claims the SLC300 can reach 60 mph in 5.7 seconds and the SLC43 in 4.6 seconds. Top speed is electronically limited to 130 mph and 155 mph, respectively. The Dynamic Select feature offers five driving modes include Comfort, Sport, Sport+, Eco, and Individual. On AMG SLC43 models, the adjustable flaps on the AMG Sport exhaust system change depending on drive mode.

The outgoing Mercedes-AMG SLK55’s AMG suspension has been modified for duty in the SLC43 and features more robust mounting points and revised steering. An available AMG Ride Control suspension for the AMG SLC43 features adaptive adjustable damping, the Handling package, and a mechanical limited-slip differential.

The SLC300’s available Dynamic Handling package features an adaptive damping system and ESP Dynamic Cornering Assist, which is adjusted depending on the selected drive mode. Like the AMG version, the SLC300’s sport exhaust system features an adjustable internal flap that changes the exhaust tone based on drive mode.

2017 MERCEDES-BENZ SLC-CLASS

Exterior changes on the 2017 SLC include a revised front grille with a new diamond insert and new LED daytime running lights, and available LED headlights. The grille on base models is finished in black with silver louvers and chrome trim, while the Sport package is finished in chrome with silver louvers. The Night package changes the Sport package’s louvers to high-gloss black. Around back, new LED taillights feature a narrower design with horizontal graphics. Other cosmetic changes include new aluminum trim parts with carbon fiber finish and a redesigned instrument cluster and sport steering wheel. Ambient lighting is available for the footwells.

The 2017 SLC will offer two new interior colors including Saddle Brown and Platinum White. Both colors are available in Nappa leather, while the latter is also available in designo Nappa leather. New exterior colors include Solar Red, Polar Blue, and Polar White.

New standard safety features includes a rearview camera and Active Brake Assist, which uses radar-based proximity sensors to autonomously brake to reduce the chances or severity of a rear-end collision depending on vehicle speed. Available active safety tech includes Blind Spot Assist and Lane Keeping Assist, and Dynamic LED Headlights.

Other changes to the SLC include streamlined operation of the retractable hard top. Although the operation must begin with the vehicle stationary, the roof can continue to be raised or lowered up speeds up to about 25 mph. Still available is the Magic Sky Control feature that can lighten or darken the roof’s glass. A new trunk separator is now standard and separates the cargo area from the lowered hard top.

The available Airscarf keeps occupants neck’s warm with the top down, while the rear quarter windows can now be raised independently of the door windows to reduce wind noise with the top down.

The available Comand Infotainment system features a new 7.0-inch high-res color screen, hard disc navigation system, internet access, Mercedes-Benz Apps, DVD player, Internet radio, Bluetooth phone and music streaming, voice-operated control, two USB ports and an SD card slot, iPhone/iPod integration including phone book import and album cover art display.

Mercedes claims the new 2017 SLC models offer better performance as well as improve fuel economy. Even though the new name better ties the compact roadster to the C-Class, the revisions to the 2017 Mercedes-Benz SLC300 and 2017 Mercedes-AMG SLC43 should keep the sporty model competitive.

2017 MERCEDES-BENZ SLC-CLASS