Mercedes C63 AMG (W204, 2008 - 2014): absurd in the best possible way

Having probed the small sports saloon market with the 190E Cosworth in 1984, Mercedes since failed to put a dent in the BMW M3 with a run of fast but lazier alternatives from its AMG division. But everything changed in 2008, when Mercedes threw more engine at the problem to not so much dent but pummel its long-standing rival. It's a little more nuanced than that, of course, but the W204 C63 is largely defined by its spectacular M156 6.2-litre V8. 

Did AMG design this engine knowing it had to fit in the C-class shell, or did the Mercedes engineering team design the W204 C-class so that the M156 V8 would fit? Either way, fitting your smallest saloon (which could be ordered with a 1.6-litre in-line four) with the biggest engine you’ve built since the 1970s is a ballsy move. 

> BMW M3 GTS (E92, 2010-2011): review, history and specs of an icon

John Barker put Senior Staff Writer Sam Jenkins's C63 Estate through its paces in issue 346's V8s group test: 'Stick the fob in the dash, give it a twist and the outsize V8 fires with an appropriately heavyweight beat, the needle steadying at just 600rpm, but it’s no lazy lump; the tacho is redlined at 7200rpm. Jiggle the lever down the stepped gate to D, squeeze the throttle and the Merc moves off gently enough, but as soon as you get the chance to give the throttle a decent prod, it’s off like a Santa Pod hot rod with a hearty V8 roar to match. Should you be following the Merc when it’s floored, the thunderous blare from the quad tailpipes drowns out the engine of whatever you’re driving.' 

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To put W204 into perspective, it took two generations of M3 to better the C63's 451bhp output, and even then, you could argue that no super saloon/estate before or since emanates with the same unhinged hot-rod persona. The motor is explosive, with a full-throated bellow and instinctive responses that could only come from a big-capacity naturally aspirated unit. Thankfully, the rest of the car can just about keep up, and the engine sets the tone for what is otherwise a deeply exciting package. Compared with modern equivalents, the W204 has an honest, analogue feel, with clarity to its hydraulically-assisted steering and a surprisingly approachable balance. With so much grunt going through the rear tyres it requires a certain degree of restraint, but the C63's instant, linear delivery means that the throttle you put in requires as much opposite lock as you're expecting, no more, no less.

John Barker added: 'On paper, the AMG C63 is an absurd car. In reality it’s an absurd car too, because it’s barely believable that a rear-drive car with 480bhp is so approachable, capable and exploitable. And fun; you can rumble around short-shifting or confidently pick up the pace on a demanding road, enjoying the feedback and poise of the chassis, or you can turn off stability control and balance it on opposite lock with the ease of an MX-5.'

The W204 was facelifted in 2011, which brought design changes, an updated cabin and mechanical upgrades – not least a quicker-shifting MCT automatic gearbox in place of the previous 7G-Tronic torque converter. The chassis kinematics, springs and dampers underwent further changes not long after its 2008 launch, building on the C63's bespoke front axle, reinforced rear end and wider tracks. Post-facelift models also rectified the weak cylinder head bolts that plagued some early cars, and while they offer the most appealing W204 ownership proposition, no C63 is complete without a limited slip differential. Strangely, an open diff was standard fit throughout the car's life, unless you specified the optional LSD or the Performance Pack, which bundled it with beefier brakes for pre-facelift cars alongside stiffer suspension for models built before 2010. For the updated model, the LSD was omitted from the Performance Pack and remained a standalone cost option, with the Performance Pack now offering an uprated 480bhp V8 with lightweight internals from the SLS, which was available with the pre-facelift as part of the Performance Pack Plus. 

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Without an LSD, the C63's malleable on-limit behaviour is snatchier – particularly in the wet – so many owners opt for a retrofitted Quaife ATB unit which can cost around £1500 fully fitted. To squeeze extra muscle from the V8, it’s worth noting that the swansong Edition 507 used the 480bhp Performance Pack engine with a revised ECU for a 20bhp uplift, so there is more potential in the hardware. Of course, with great power comes more regular tyre bills, and the 1730kg C63 has a serious appetite for consumables. Still, with decent examples costing from supermini-money (around £20,000), there is some headroom for tyres and brakes.

While you're unlikely to stumble across many on the classifieds, the 204 C63 was also available in ultra-exclusive pre-facelift DR520 trim, built in 2010 by the Specialist Products division at Mercedes-Benz World Brooklands. While it did add questionable black trim and matte exterior wrap, each of the 20 UK cars feature bespoke interior touches and a 513bhp output, higher than even the turbocharged W205 C63 that came half a decade after it.

In 2011 came a facelift and the coupe version, which spawned the range-topping 510bhp Black Series model. New front-end styling and a revised gearbox – delivering snappier shifts and an extra ‘S+’ mode – constituted the refresh and formed the basis for the runout model, the Edition 507, in 2013 with 500bhp and a beefier brake setup.

Values for used C63’s have levelled off after steep initial depreciation. However, values for the most collectible and cleanest cars are inflating, so now’s the time to buy. 

Mercedes-Benz C63 (W204) specs

> Mercedes-Benz SLS AMG 2010-2014: review, specs and buying guide

Mercedes-Benz C63 (W204) buying checkpoints

Engine

The standard and Performance Pack Plus engines are ‘pretty much bulletproof’ according to Ollie Stoner of Mercedes Specialist Prestige Car Service. Reports of early cars suffering from valve-gear wear (camshaft lobes and tappets) are known but rare, and head bolts have snapped but these occasions are rarer still. Another infrequent fault, is sticky injectors, which stay open flooding the bore with fuel; the resultant hydraulic pressures created can break conrods.

While the above faults are unusual, it’s worth having a specialist carry out an inspection. An engine rebuild can come to as much as £8k, the top-end alone could be £3k-£4k. ‘The facelifted C63 [from 2011] is mostly trouble-free,’ says Ollie, ‘and is coupled to a better gearbox.’ Oil consumption is high, so you’ll need to regularly check the dipstick.

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Transmission

‘The automatic gearbox is extremely reliable,’ reckons Ollie. We’d recommend an LSD-equipped car – on track and in fast road driving it transforms the handling. Even so, you can retrofit an aftermarket LSD, Quaife’s ATB LSD is a popular choice, and often looked to as an upgrade on the standard issue LSD. On the subject of traction, it’s worth talking tyres. On budget boots the AMG’s handling is ruined and grip reduced, a worrying thought in a 500bhp sports car.

Suspension, steering, brakes 

On occasion you’ll come across a leaky damper and high-milers will need new bushes, but the suspension is largely trouble free. Listen out for knocks when passing over bumps, it normally indicates there’s some slack in the steering rack – it’s a relatively easy fix.

With great power comes great responsibility – for the brakes. They come in for a lot of punishment hauling the C63 down from speed, fortunately replacing them isn't too expensive. Standard front discs are £68, but a set of front pads are dearer at £200. The Performance Pack’s floating discs are closer to £500 a piece though, while a full set of the Performance Pack Plus composite discs can be as much as £2000. You can eke 25,000 miles from a set of pads if you’re careful, however it’s likely you’ll need to swap out the discs at the same time due to their short lifespan – more powerful brakes are a popular upgrade.   

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Body, interior, electrics

Rear-drive and huge power is often the recipe for an accident, so take your time to check for crash damage. As expected the cabin is well screwed together, but the front seat bolsters can suffer from wear from ingress and egress. The electrics are sound, but the software governing the engine and gearbox may be out of date, so take it to a specialist to download the updates.

What to pay

Tired and long-travelled examples can be found in the classifieds below £20k with 80,000 or 90,000 miles on the clock. Fresher cars with 20,000 to 50,000 miles can be found for just shy of £30,000, while Edition 507 models are being offered by dealers for £50,000.

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