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    / #2019-Mercedes-AMG-GT-4-Door-Coupe / #Mercedes-AMG-GT / #Mercedes-AMG / #2019 / #Mercedes-Benz / #Mercedes-AMG-GT-4-Door / #Mercedes-AMG-GT63-S-4Matic+ / #Mercedes-AMG-GT63-4Matic+ /

    If you’re the kind of person who likes truly unique fast cars and procreation, your options can be limited when it comes to combining your two passions. Yes, you can get M cars, RS cars, and AMGs, but they’re all faster versions of already existing cars. Maybe you want something that was designed from the off as a fast car and adapted to suit your needs, not a slow car turned fast. You’re in luck with the new #Mercedes-AMG GT 4-Door Coupe then. I’m a fan, and evidently I’m not alone.

    The 2019 #Mercedes -AMG GT 4-Door Coupe Is How You Haul The Kids To School With 630 HP

    Around these parts, we are big fans of the Mercedes-AMG GT, because we have eyes and ears and utter
    Here at Geneva, the shiny Merc is drawing quite a crowd. So much of one, in fact, that even getting near the damn thing is difficult. The 63 and 63S were swarmed with people, so much so that getting any semblance of clean picture or even a look at them was never going to happen. Cameras, cameraphones, videographers, people just gawping all surrounded them and never seemed to leave a gap for new spectators to join in.

    The smaller engined inline-six hybrid 53 was tucked a little further away and wasn’t quite as busy, but as the pictures should show, getting a clean shot wasn’t going to happen.

    This dude didn’t enjoy having his picture taken, but if he was going to hog the hot seat...

    If you can’t beat them, join them, and all that. So I decided to stand in the way and have a good look around.
    The rear of the car, in white, is a bit awkward — it absorbs the show’s light and it can look flat form some angles. The front is hugely imposing and will be something you’ll get out of the way of on the motorway, that’s for sure.

    Inside it’s standard Mercedes. Lots of screens, lots of tech, lots of pretty. But also full of people who were selectively deaf to the phrase “excuse me.” The #AMG #GT-Four-Door is now high on my list of things to drive.

    What I did learn, other than the fact that pretty much everyone wants to stare at every small detail of the thing, is that the doors are amazingly light. A good thing.
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    Ready-to-race #AMG / #Mercedes-AMG / #Mercedes-AMG-GT-R-C190 / #Mercedes-Benz-C190 / #Mercedes-AMG / AMG / #Mercedes / #Mercedes-Benz / #Mercedes-AMG-GT / #Mercedes-AMG-GT-R / #2017 / #2018

    Testing the track-focused GT4 sibling of the AMG GT R
    Words Kyle Fortune

    ‘It’s very demanding, very technical,’ says Thomas Jäger, who’s driving me round Paul Ricard in an AMG GT R and describing the best line. Demanding and technical are not words I was hoping to hear, especially as in a few minutes I’ll be strapped into the Mercedes-AMG GT4, the GT R’s racing twin. With as much nonchalance as I can muster, I get in the GT4. It’s not as easy as the GT R. I’m trussed-up in five-point harnesses in a deep, body-hugging bucket seat surrounded by a cage and nets, a twin-grip steering wheel in front, with a digital read-out behind it.

    Jäger’s telling me what all the buttons and knobs do, saying to leave the #ABS setting at 7, though to start with traction control at 3 and move it up to 6 or 7. In true Spinal Tap fashion the dial goes up to 11, but we’ll stick with Jäger’s advice. He should know, after all, having wound 30,000km onto it, along with Bernd Schneider and Jan Seyffarth honing it to be both reliable and competitive.

    That’s a tricky yet necessary balance with a race car, especially a customer one. Add in the need for it to be, in Jäger’s words, ‘easy to drive and forgiving’ for those who don’t possess quite the skill-set that he has. People like me, then, or at least people like me with the €200,000 needed to buy this #Mercedes-AMG-GT4 and the desire to take it racing.

    Indeed, Jäger anticipates demand will be high, GT4 appealing as a category because it’s affordable, relatively speaking. There’s plenty of competition, too, from Audis, Aston Martins, BMWs, Corvettes, Ginettas, Maseratis, McLarens, Porsches and more. If that sounds like a disparate bunch then their performance will be equalised by the FIA’s Balance of Performance formula, Jäger anticipating the #Merecedes-AMG-GT4 to run around 400bhp from its twin-turbo 4.0-litre V8 engine. Today it’s at 503bhp…

    The relationship to the GT R helps reduce costs. There’s a steel body instead of a GT3 car’s carbon, the GT4 has the same track as a GT R, the wishbones are off-the-shelf, and pretty much everything bar the safety equipment, slick tyres, bigger front splitter and electronics come from the road car.

    Not that you’d know it inside: it’s pure racer. Trip the ignition switch, press the button on the pistol-grip wheel and the 4.0-litre V8’s cacophony fills the cabin. Keep the clutch floored, pull the right paddle and the first of its six gears is fired in, with a spit of air from the pneumatic system that selected it.


    Plenty of revs, lift the clutch… and stall. A quick prod of the start button and the engine fires; more revs and the GT4 pulls out of the pits, juddering as it fights the urge to drive quickly. Everything about its make-up is about the pursuit of speed. It gets easier as the pace rises; the track, as #Jäger suggests, is demanding but the car is an absolute joy.

    There’s immediacy to its responses, the steering is sharp (though today there’s some safe understeer that could easily be dialled out), grip is sensational, the brakes are mighty. The eight laps that follow are a joyous mix of highs and frustrations, as it’s apparent that I’d need a lot more time and money to really get the best of it. Neither of which I have. If you do, you’re very lucky indeed.

    Below With 503bhp from its #Twin-turbo #V8 , the #GT4 understeers safely around Paul Ricard – although its suspension settings are highly adjustable…
    ‏ — at 2760 Route des Hauts du Camp, RDN8, 83330 Le Castellet, France
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    Mercedes-AMG C63 S Coupe This German muscle car was always going to have to deliver something special to justify its eye-watering price-tag. So did it?

    / #Mercedes-AMG-C63-S-Coupe / #Mercedes-AMG-C63-S-Coupe-C205 / #Mercedes-Benz-C205 / #Mercedes-Benz-AMG-C63-S-Coupe / #Mercedes-Benz-AMG-C63-S-Coupe-C205 / #Mercedes-Benz-C-Class / #Mercedes-Benz-C-Class-Coupe / #Mercedes-Benz-C-Class-Coupe-C205 / #Mercedes-Benz-Coupe-C205 / #Mercedes-Benz-C-Class-205 / #Mercedes-Benz / #Mercedes / #Mercedes-AMG /

    It’s fitting that my last drive in the C63 S was one of the best: a one-day round-trip to Anglesey Circuit to drive the new 911 GT3. It was a long day in the saddle; one that started with a 4.30am alarm and finished with me arriving back home just before 9pm. In between was the best part of 500 miles of motorways, majestic A-roads and nadgety B-roads, all dispatched in effortless, engaging style.

    As I’ve discovered over the last six months and nearly 10,000 miles, that’s the nub of the C63 experience. I’d never run a Mercedes before, let alone an AMG model. I suppose deep down I never considered myself a Merc person. This car has made me revise that belief. It did everything so well, and with such big-hearted enthusiasm that even if the journey was a stinker I always found plenty to savour about the car.

    Star of the show is the 4-litre biturbo V8. In ‘S’ spec it’s an absolute powerhouse, feeling good for every last one of its 503bhp and 516lb ft. It’s smooth and refined, with a ton of endlessly elastic low and mid-range thrust, so in most situations you just dip into its vast reserves of performance. Yet when you do extend it, there’s proper fire at the top end. It’s a thoroughbred powerplant, no question. And fuel economy? I’m pleasantly surprised to report that over the six-month loan period the average was 22.9mpg. Yes, I saw sub-15mpg on a particularly enthusiastic commute to the evo offices, but the car countered that with a hugely impressive 29mpg on an epic 700-mile Cambridgeshire-Ayrshire- Cambridgeshire day-trip. Merc’s muscle cars aren’t the dipsomaniacs they used to be.

    Being an AMG, there were plenty of modes to choose for the engine, gearbox, chassis and exhaust, from Comfort through Sport, Sport+ and Race. Comfort and Sport were my preferred and most-selected modes. They just seemed to offer the best blend of response, fuss-free pace and comfort for most trips. However, when I did elect to blitz a few A- and B-roads, Sport+ was hugely effective and great fun. The seven-ratio Speedshift automatic transmission could really up its game and was uncannily prescient with downshifts. Unless I was in a particularly committed frame of mind, Race mode was a bit full-on, but even that had its moments.

    KN66 ZPB was very generously equipped, with options including carbon-ceramic brakes (£4285), lightweight forged alloys (£1735) and the AMG Driver’s Package (£765), which elevates the speed-limiter to 180mph. All in, the price shot up from £68,710 to £82,875: a lot of money for a BMW M4 rival. That said, the car’s fit, finish and looks backed up the big ticket. Sleek and compact, with a purposeful stance and a muscled physique, the C63 S had plenty of presence without showing off.

    The leather, Alcantara and carbon interior was a delight, with the glass roof and Burmester hi-fi (part of the £2595 Premium Package) adding to the feel-good factor.

    We often criticise cars for a lack of connection, and I was worried the C63 S might be a bit numb. Those concerns weren’t entirely unfounded, as it quickly became clear the Merc’s feedback was muted and finely filtered. The steering feel was hardly sparkling, but you could build a picture of what the front end was doing, and its rate of response was well judged. Just as importantly, the rear end’s communication skills were good enough that you always knew when traction was at a premium. I knew where I was with the car, in dry or wet conditions. It helped that the stability-control system was on the ball, and could be relaxed enough to let you have fun yet still remain effective when run in Sport mode. The ceramic brakes had great feel and made light work of stopping the 1725kg coupe, even when we had a quick hoon down the runway at the Bruntingthorpe Proving Ground.

    The Michelin Pilot Sport 4S tyres worked well through the winter and generated plenty of grip. And there was still a useful amount of meat left on them when the car went back. Must try harder next time.

    Traction? Well, that was at the mercy of my right foot and/or the electronics, but I was surprised how much performance the software enabled you to deploy in the wet. In the dry, the car easily nailed 0-100mph in nine seconds, and I was amused to find it would hit 60mph in seven seconds while performing an epic rolling burnout.

    Dislikes? Well, I quickly switched off most of the semi-autonomous driver-assist widgets (lane-assist and the like). The coasting mode, which disengages drive when you’re cruising off the throttle to save fuel, was annoying too, so I frequently switched that off as well.

    I tend to miss long-term test cars when they go, but this one really got under my skin. It was special in ways that transcend objectivity, and I can honestly say I enjoyed every one of those 9955 miles. You can’t ask for more than that.

    ‘Star of the show is the 4-litre biturbo #V8 – in this spec it’s an absolute powerhouse ’

    CAR #Mercedes-AMG-C63-S-Coupe / #Mercedes-AMG / #AMG /

    Date acquired October #2016
    Duration of test 6 months
    Total test mileage 9955
    Overall mpg 22.9
    Costs £0
    Purchase price £82,875
    Value today £62,500-68,000
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    Dan Prosser
    FIRST LOOK by DAN PROSSER / #Pagani-Huayra-Roadster / #Pagani-Huayra / #Pagani / #Mercedes-AMG-M158 / #2017 / #V12

    More power and less weight for Pagani’s new topless hypercar. Six years after launching the Huayra hypercar, Pagani has shown off the new Roadster at the Geneva motor show. The Pagani Huayra Roadster will launch with a substantial set of upgrades over the hardtop including a more powerful V12 engine and revised gearbox.

    Perhaps most surprisingly, however, the Roadster actually represents an 80kg weight saving over the coupe, achieved through the refinement of its #Carbo-Titanium tub and a significant 25 per cent weight reduction in the glorious suspension. As such the new Roadster should outperform its hardtop sibling whilst dramatically improving on its posing ability.

    Featuring an uprated version of the #Mercedes-AMG sourced M158 twin-turbo 6.0-litre V12 engine, the Huayra Roadster produces 562kW and “over” 1000Nm. The turbochargers have been re-engineered to provide more immediate throttle response, while dry sump lubrication should keep the motor happy even under extreme lateral loads.

    Pagani has paired their upgraded engine to a new #X-Trac developed 7-speed automated manual gearbox, improving refinement and response, while still undercutting an equivalent dual-clutch gearbox in weight by as much as 40 percent. Pagani says that this is the ideal solution for the Roadster, especially as it was the will of Mr Pagani himself for the Roadster to undercut the coupe’s kerb weight.

    Featuring two different roof systems, the carbonfibre and glass hardtop is supplemented by a folding fabric soft roof, which can be stored in the car to ensure a passing rainstorm doesn’t soil the glorious interior. Speaking of which, Pagani has largely left the interior intact, although a notable change is the inclusion of a red starter button in place of the previous Huayra shaped keyhole, which incidentally made it look like a tiny Pagani had crashed into your dashboard.

    “The pursuit of beauty as a fundamental concept, an unbridled work of art, intelligence and open-air passion.” Horatio Pagani

    The Pagani Huayra Roadster is priced from 2.28 million (or around $3.2 million Australia dollars), but even if you have a spare few million lying around you are too late as all 100 Roadsters have already been sold. Customer deliveries are expected to kick off later this year.

    AT A GLANCE

    1 INTERIOR Compared to the coupe, only minimal changes were made to the customisable interior. If you can dream it up, and have the pocket depth to cover it, Pagani will oblige. Ostrich leather in any cover and diamondencrusting are available.

    2 ROOF The glass and carbon hardtop is supplemented by a fabric roof. Despite chopping off the lid, the Roadster is actually both lighter and more torsionally rigid than the Huayra coupe. In fact, it's 52 per cent more rigid than the Zonda Roadster.

    3 ENGINE #AMG builds the #M158 6.0-litre twin-tubrocharged #V12 to Pagani's specifications. For the Roadster, the mighty engine produces 562kW at 6200rpm and more than 1000Nm from just 2400rpm. New turbos mean sharper response times.
    • Gorgeous. It took a few years but the updates Pagani made to the front fascia along with the almost dragon looking engine cover and humps behind the sGorgeous. It took a few years but the updates Pagani made to the front fascia along with the almost dragon looking engine cover and humps behind the seats makes such a huge difference. I wasn't crazy about the way the first gen Huayra looked after the outgoing Zonda had been so aggressive looking. Now, we're getting back into that angry Zonda look and I like it.  More ...
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    “Ring master” IGNITION / New Cars So confident is #Mercedes-AMG of the GT R’s abilities at a certain track, it named the paint colour after it. Words Kyle Fortune. #Mercedes-AMG-GT-R-C190 / #Mercedes-Benz-C190 / #Mercedes-AMG / #AMG / #Mercedes / #Mercedes-Benz / #Mercedes-AMG-GT / #Mercedes-AMG-GT-R / #2017

    SAND-BAGGING.

    That’s what the people at AMG did when I last experienced the AMG GT R. I was at the Nürburgring, in the passenger seat with AMG racer and GT R development driver Thomas Jäger driving me around. Afterwards I was quietly pulled to one side and asked if I’d timed the lap. ‘No,’ was my short answer. Not for want of trying, but Jäger’s ferocity behind the wheel left me unable to do so. It felt quick, though. Very, very quick. ‘Seven minutes 20 seconds is around the time we expect,’ said the PR man from AMG.

    I had been used. Fast-forward a couple of months and it has managed ten seconds less than that, AMG’s rival to the 911 GT3 RS monstering its most obvious foe around the benchmark track. So it’s fast, but then so is the GT S from which the R is derived.

    Here there’s some sophistication, lessons learned from both its AMG GT3 racer relation and the extensive development work – much of which was around the Nürburgring its Green Hell Magno paint amusingly nods to. All this creates a sharper, more immersive and capable AMG. Helping achieve that is the usual go-faster recipe of less and more, less being weight, the GT R shedding 15kg over the GT S via a race engineer’s exotic material wish-list, the GT R having more carbonfibre, aluminium and titanium than any of its relatives.

    That 15kg might not sound like so much, until you consider the mores. Obviously there’s more power, AMG’s 4.0-litre biturbo V8 re-worked to produce 577bhp and 516lb ft via revised breathing, more charge pressure from fasterspinning turbos, and lighter, stronger internals.

    There’s active aerodynamics, an element in the front splitter adding 2kg of mass, but generating a more useful 40kg of downforce when it’s extended. It contributes to the overall 155kg of downforce, that number achieved despite a reduction in drag over the standard car.

    Factor in wider tracks front and rear as well as those wings and it’s clear that those in the aerodynamics department have been extremely busy indeed. That aero work is enhanced by rear-wheel steering, improving both agility and stability, again to the benefit of those lap times, while the suspension retains adaptive dampers with variable settings, though it’s now a coilover set-up with adjustability. Then there’s the traction control system, the GT R offering nine – yes, nine! – settings, all the electronic thresholds and controls tuned to suit the GT R’s more focused, hardcore nature.
    December means the Nürburgring is out of the question for seat time, but Portimao in Portugal is open for business. Bernd Schneider is suggesting a few laps in Race mode, which leaves the ESP on. For now. That a five-time DTM champion is sensationally quick isn’t a surprise; what is, is that it’s possible to just about keep up, despite a serious shortfall in talent. The GT R is immediately a friendlier, easier car to drive than its GT S relation, the limits significantly higher, but also delivered with greater clarity.


    The responsiveness of the controls helps, the engine’s keenness for revs, the automatic transmission’s deftness in selecting ratios whether left alone or via the paddleshift, and the sensational soundtrack from the blaring titanium exhaust that’s been added to it, bringing a racer’s edge, and wicked pace.

    It’s not the way it gathers speed that shocks so much, though. It’s what it can do with it. At the end of the main straight a brief glance at the speedometer reveals 165mph. Standing on the optional, but must-have, carbon ceramic brakes sees the GT R scrub off its speed with a physicality that’s incredible for a road car. Too much braking for the first couple of laps, the fast right-hander that follows can be taken faster, the combination of the sharper turn-in response, the greater stability and the sheer grip it generates allowing it to do so. Reach and breach its high limits and it’ll move around, but the way the GT R communicates what’s going on means that, unlike its GT S relation, it’s never intimidating, but something that can be enjoyed, even exploited.

    Schneider suggests ESP-off and that ninemode traction control setting to be dialled around to six. That I’m even considering it underlines how impressive the GT R is, and that having multiple modes of traction control is actually useful, rather than merely a gimmick. Six is fine for the faster stuff, though wind closer to completely off and the GT R will arc out of slower bends with wilful disregard for its rear tyres.

    Juvenile stuff, perhaps, but it highlights the sophistication of the development work on the GT R’s chassis. On the road it remains impressive; its suspension is obviously taut, but not overly compromised given its focus, the Mercedes losing some of its civility in favour of a far more involving, interesting drive. It’s worth it; the GT R is a sensational car.

    There’s more to come, too, AMG boss Tobias Moers recently announcing AMG’s F1-derived hypercar, and not quite admitting (though neither denying) that there’s space for a Black Series above the GT R. On AMG’s current form, and on evidence of the GT R and the recent E63S, rivals should be worried.

    Left and above A little lighter than the GT S on which it’s based, and more powerful too, but trick aero and traction control count for more.

    ‘IT’S NOT THE WAY IT GATHERS SPEED THAT SHOCKS SO MUCH, THOUGH. IT’S WHAT IT CAN DO WITH IT’
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    NEW ARRIVAL #Mercedes-AMG-C63-S-Coupe / #Mercedes-AMG-C63-S-Coupe-C205 / #Mercedes-Benz-C205 / #Mercedes-Benz-AMG-C63-S-Coupe / #Mercedes-Benz-AMG-C63-S-Coupe-C205 / #Mercedes-Benz-C-Class / #Mercedes-Benz-C-Class-Coupe / #Mercedes-Benz-C-Class-Coupe-C205 / #Mercedes-Benz-Coupe-C205 / #Mercedes-Benz-C-Class-205 / #Mercedes-Benz / #Mercedes / #Mercedes-AMG /


    AMG’s latest supercoupe arrives on the fleet. Will it be good enough to justify its big price?

    In more than 20 years in this job I’ve never run a Mercedes long-termer. This could account for why I’ve never considered myself a ‘Merc Man’. That said, the arrival of this #AMG C63 S Coupe might force me to reappraise that opinion, for on the evidence of our first few weeks together I feel very much aligned with Affalterbach’s freshest export.

    First, the numbers. Were you to spec an identical car to this you’d need £82,875. That’s to say £68,710 for the base C63 S, then just over £14,000 for the options, which include keyless go, a panoramic sunroof and a 13-speaker Burmester sound system (all part of the £2595 Premium Package), carbon-ceramic brakes (£4285), 19-inch front and 20-inch rear wheels (up from 19s all-round and costing £1735), and the AMG Driver’s Package (£765), more on which in a moment.

    Given this car is a rival for the £57,065 BMW M4, that’s a chunky amount of money, but personally I’ve long felt AMG’s take on the midsize two-door rocketship is a league above the M-car. Mostly because of what sits beneath the bonnet.

    Stuffing a twin-turbo 4-litre #V8 into the C-class yields spectacular results. This Benz has 503bhp and 516lb ft at its disposal. With the AMG Driver’s Pack its top-speed limit has been raised from 155mph to 180mph, and if you can get its rear tyres to hook-up with the tarmac, it’ll nail 0-62mph in less than four seconds. That seems ample to me.

    The C63 S revels in its hot-rod role. Push the starter button and the whole car pulses with the throb of the V8, exhausts gurgling and burbling exuberantly – especially if you press the exhaust button and open the silencers a bit. There’s even a hint of turbine whistle from the turbos on a cold start. Your neighbours might not agree, but it’s a great way to start the day.

    As you’d expect, there’s a ton of technology to broaden the car’s operating range. You can configure the engine, seven-speed automatic gearbox, chassis and exhaust via the Dynamic Select settings. It’s a bit laborious at first, but you can curate all your favourite settings in the Individual mode to speed things up. Tempting though it is to crank everything to Sport+, it’s good to discover some shades of grey, so for now I’m mixing and matching to find my optimum blend of attitude, response and comfort.

    First impressions are dominated by the sheer performance on tap. This is a truly daft/epic car to have daily access to. One that underlines pleasure is not always dependent on unleashing everything you have at your disposal. Sometimes it’s as good knowing what you have in reserve, and the C63 S has plenty.

    Handling-wise, at low speeds the rear axle is continually under something of an onslaught from the V8’s abundant torque. Pulling steadily out of T-junctions you feel the fat rear tyres and limited-slip diff nibble and chunter as they try to keep things on a tight leash. It’s not something you feel once your speed builds, but it hints at a car that might be a bit spiky on damp winter roads. For now, though, I’m just enjoying the combination of compact coupe and kick-ass engine. What a cracking car.

    Date acquired November #2016
    Total mileage 1568
    Mileage this month 1403
    Costs this month £0
    Mpg this month 23.4

    ‘First impressions are dominated by the sheer performance on tap. This is a truly epic car to have daily access to’
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    Bad. In a very good way

    Glen Waddington tests the new #Mercedes-AMG-E63-S / , the two-tonne limo that goes like a supercar. / #Mercedes-AMG-E63-S-4MATIC-W213 / #Mercedes-Benz-AMG-E63-S-4MATIC / #Mercedes-Benz-AMG-E63-S-4MATIC-W213 / #Mercedes-Benz-W213 / #Mercedes-Benz-E-Class / #Mercedes-Benz-E-Class-W213 / #2017 / #Mercedes-Benz

    FIRST UP, a number. Quite a large number: 604bhp. Not far shy of what a McLaren F1’s 6.0-litre V12 managed. Still enough for serious supercar territory. Only this is in a rather substantial executive car.

    The grunt comes from a twin-turbo 4.0-litre V8, seen already in the smaller C63 and the more hardcore Mercedes-AMG GT coupé. Only it’s been tuned further for this application. Naturally enough, ‘it’s the most powerful #E-Class ever,’ says Oliver Wiech, director of vehicle development for #Mercedes-AMG .

    And there have been plenty of powerful E-classes before. I always harboured a soft spot for the last generation, with its hugely luxuriant and satisfyingly symphonic naturally aspirated 6.2-litre V8, and I vividly recall a journey in Switzerland with exotic car broker Simon Kidston in his supercharged E55 #AMG , while he conducted a three-way hands-free phone conversation in (immaculate) English, Italian and French before casually announcing that he was driving to Milan after he’d dropped me at Geneva airport. It’s that kind of car.

    What else is new, bar the downsizing and forced induction of the #V8 , is four-wheel drive. Specially developed to apportion torque to individual wheels as required, rather than simply front-to-back, and hooked up to a ninespeed multi-clutch paddleshift transmission, it combines with #AMG-tuned air suspension that operates in three modes (Comfort, Sport and Sport+), gradually firming up with more aggressive throttle and gearshift mapping to match. Plus degrees of exhaust loudness. And a rear-drive-only drift mode. What a hooligan.

    Yet first impressions are of anything but. In dark blue with chrome on anthracite 20s, it’s menacing yet tastefully so. Within, the atmosphere is trad with a modern edge; like a five-star hotel with aluminium in place of giltwork. And that V8 fires with a distant rumble, in spite of an exhaust that, even at idle, speaks big-stick volumes to observers.

    On the motorway it is supple and silent, yet look down at the speedo (your choice of displays, thanks to a huge TFT screen that spans the dash) and you’ll find yourself travelling at unlikely speeds without realising. What feels like 60mph is more like double that. And it’ll reach 60mph (sorry, Europe, 62mph) from rest in 3.4sec. Honestly.

    Southern Portugal’s mountain roads tempt us away from the comfy highway, offering the chance to revel in rabid, fearsome, unrelenting acceleration you might otherwise expect in a supercar. Comfort mode is a bit loose here; Sport ties things down nicely but the big surprise is how Sport+ mode, in these tight and bumpy twisties, maintains exceptional ride refinement while making turn-in instant, deftly quelling body movement and allowing you to properly exploit the Merc’s exquisite balance.


    It simply eats corners, the four-wheel drive keeping you out of the weeds yet never getting in the way and washing you out. Only through deep compressions are you aware of so much mass, yet, even though the big Merc will slam into the bump-stops, it recovers in a single stroke, and never feels as long and wide as it is.

    The E63 faces talented rivals, though the #BMW-M5 is ageing and the #Audi-RS6 has less character. A more honest exhaust note like the last version’s, in place of the contrived thunder that turbos force, would edge it closer to perfection, but that’s the price of progress. In every other respect, progress is priceless.
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    Test location: Shingay cum Wendy, Cambridgeshire. Photography: Aston Parrott #Mercedes-AMG-C43-Estate-S205 vs. #BMW-340i-Touring-F31 . Which of these performance compact estate rivals delivers the fullest package? / #BMW-340i-Touring / #BMW-340i-F31 / #BMW-F31 / #BMW / #BMW-340i / #Mercedes-AMG-C43-S205 / #Mercedes-AMG-S205 / #Mercedes-Benz-S205 / #Mercedes-Benz / #Mercedes / #Mercedes-AMG / #Mercedes-Benz-C-Class / #Mercedes-Benz-C-Class-205 / #BMW-3-Series / #BMW-3-Series-F31 / #Mercedes-Benz-C-Klasse / #Mercedes-Benz-C-Klasse-205

    It’s going to take a while for us to get used to this new breed of AMG-lite. We’ve come to expect that cars from Affalterbach will be slightly unhinged, wild, tyre-smoking hooligans. The new C43, however, feels like it’s been created by a different branch of AMG, one run by engineers who value speed and grip over enjoyment, engineers who haven’t had one too many steins of Weissbier. Engineers who created the A45 AMG. But perhaps we shouldn’t get too hung up on that, because by forgoing an exotic V8 engine in favour of a 367hp twin-turbo 3-litre #V6 , the C43 brings an AMG C-class within reach of a wider audience…

    The 340i replaces the 335i in the 3-series F30 line-up, and uncharacteristically for a BMW, it isn’t adorned with a plethora of ‘M’ badges. It isn’t even part of BMW’s semi-hot ‘M Performance’ range. It’s just a normal car, albeit quite a powerful one.

    The 340i’s new 3-litre, twin-scroll single-turbo engine produces 325hp and 450nm of torque, which make it good for a 0-100km/h time of 5.1sec. not bad for a non-M model.

    Its supple, cosseting ride quality certainly doesn’t make it feel much like a performance car, and when trundling down the road with the driving mode set to Comfort, the 340i is a very pleasant place to be. on the move the chassis feels noticeably sharper when you select either of the Sport or Sport+ driving modes.

    Thanks to a more aggressive throttle map, the engine feels more urgent too. Some of the ride quality diminishes, but the 340i now reacts more eagerly to steering inputs thanks to less body roll. The engine also makes more noise, but while the exhaust emits a deep but subtle growl for those outside, the soundtrack inside the cabin is mostly breathy. Stretch the engine to its lofty – by today’s standards – 7000rpm rev limit and it begins to emit a more satisfying timbre, although it’s still far from spine-tingling.

    The eight-speed automatic gearbox slots each gear into place almost instantly, but despite the speedy changes the drivetrain never feels that urgent, even when cranked up to its highest setting; stand on the throttle and you have to wait momentarily for momentum to build before there’s a reaction. Once the power has found its way to the rear wheels, though, you can really feel them helping the back of the car around a corner. These transparent and innately rear-drive characteristics are so delightful to exploit that the BMW encourages you to push harder and drive faster.

    Sadly the chassis begins to show its humble, estate-car roots the quicker you go. The front-end doesn’t possess the sort of grip we’ve come to expect of a modern performance car, and unless you’re very careful and measured with your steering inputs the 340i readily stumbles into understeer. Proportionally, there’s more rear-end grip than front, but that means the influence the throttle has on the back axle rarely escalates into anything very exciting. Try really hard to induce a slide and the rear feels very heavy, leaning considerably over the outside wheel. Then once grip has been lost, the body roll and lack of a limited-slip diff mean the resulting slide is scruffy, making you feel ham-fisted.

    The BMW runs on a Bridgestone Potenza S001, a tyre we’ve been impressed with on other cars. However, whether it’s the weight of the 340i or the alterations BMW has made to the tyre (the star on the sidewalls denotes it has been specifically adapted for BMW), these Potenzas feel less like an ultra high performance tyre and more like a summer touring one.

    this new AMG C43 shares its spangly grille with lesser C-classes, so it looks pretty sober. only the four exhausts give the game away that this is no ordinary estate. Inside there’s hardly an abundance of AMG cues, either, but the car’s intentions are clear from the moment you drive off. The chassis is much firmer than that of the BMW, even in its more comfortable modes, and the steering, although light, is very quick.

    On paper the Mercedes has the BMW covered, with that 367hp supported by 520nm of torque, resulting in a 0-100km/h time of 4.7sec. this is reflected by an eagerness to the C43’s drivetrain that the 340i could only wish for – the rev-counter needle dashes around the dial as if on a vacuum – although the twin-turbo V6 doesn’t rev as high as the BMW’s straight-six. The nine-speed auto gearbox is quick, with sharp, crisp changes that better those of a lot of double-clutch systems. Sadly, to avoid confusing the drivetrain and causing a long pause before the power comes back in, you need to change up by around 6200rpm.

    The C43’s chassis doesn’t change dramatically between each of its drive modes. However, the dampers can be softened off separately should you want the slightly more pliant ride with the more immediate throttle map. Keep the engine, gearbox and suspension in their sportiest settings and there’s almost no slack in any of the controls. The C43 changes direction instantly, the chassis more than capable of keeping up with the quick steering.

    But as taut and responsive as the Mercedes is, it’s the sheer speed of the car that’s most remarkable. The 4Matic four-wheel-drive system contributes to an incredible amount of grip that means B-roads can be dispatched with disconcerting ease.

    You can throw anything at the C43 and it remains unruffled, but this incredible competence comes at the expense of any real interaction. The throttle doesn’t change the attitude of the car: a lift is as ineffectual as standing on the accelerator midcorner, the C43 staying glued to its original trajectory. Only a lot of speed and some tactical left-foot braking will eventually induce some reluctant movement from the rear axle. The AMG’s incredible capability goads you to drive faster and faster in an attempt to instigate some sort of reaction, but it’s near impossible to maintain the speeds needed for the C43 to come alive on the road.

    Having such performance available in small estate cars is, in itself, fantastic, and both the BMW and AMG are talented in their own ways. The #BMW doesn’t purport to be a performance car and it doesn’t quite have the power and pace to match the overtly sporty #AMG , but it certainly holds its own in this test, being involving and rewarding to drive if kept within its limits. By contrast the C43 can be aloof. With unrelenting grip and composure it never shows a playful side, making it difficult to fall for. Its sheer competence means it wins this test, but it wins few friends in the process.

    ‘An incredible amount of grip means the C43 can dispatch B-roads with disconcerting ease’

    TECHNICAL DATA SPECIFICATION #Mercedes-AMG C43 #4Matic Estate / #Mercedes-AMG-C43-4Matic-Estate / #Mercedes-AMG-C43-4Matic-Estate-S205 / #Mercedes-AMG-C43-4Matic-Estate / #Mercedes-AMG-C43-T-Modell / #Mercedes-AMG-T-Modell / #Mercedes-AMG-C43-T-Modell-S205 / #Mercedes-AMG-C43-4Matic-T-Modell-S205

    Engine V6, 2996cc, twin-turbo / CO2 181g/km
    Power 367hp @ 5500-6000rpm DIN
    Torque 520nm @ 2000-4200rpm DIN
    Transmission 9-speed auto
    0-100 km/h 4.7sec (claimed)
    Top speed 250km/h (limited)
    Weight 1660kg (225hp/ton)
    Basic price tba contact Cycle & Carriage 6298 1818

    + incredibly fast and composed
    - difficult to engage with
    Rating 4+


    TECHNICAL DATA SPECIFICATION #BMW-340i-Touring
    Engine in-line 6-cyl, 2998cc, turbocharged CO2 158g/km
    Power 325hp @ 5500-6500rpm DIN
    Torque 450nm @ 1380-5000rpm DIN
    Transmission 8-speed auto ( #ZF8HP / #ZF )
    0-100 km/h 5.1sec (claimed)
    Top speed 250km/h (limited)
    Weight 1615kg (205hp/ton)
    Basic price Special indent only
    Contact Performance Motors, 6319 0100

    + Feel some rear-drive chassis
    - Easy to drive it beyond its BMW 340i Touring #BMW-F30 comfort zone
    Rating 4++
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    Mercedes enters hypercar game / #Formula-1-engined road car gets green light for #2018 / #Mercedes-AMG / #Mercedes-Benz / #Mercedes / #Mercedes-Benz-Hypercar /

    Mercedes-AMG is to enter the hypercar sector with an F1-engined, carbonfibre road car scheduled to arrive in time for AMG’s 50th anniversary in 2018. the ambitious plan was confirmed at the Belgian Grand Prix by a Mercedes-AMG-Petronas team member, who also explained that the project is close to starting its first road tests but that neither Lewis Hamilton nor Nico Rosberg are expected to be involved.

    Powered by the 1.6-litre turbo V6 engine that’s fitted to this season’s F1 W07 hybrid, the #AMG hypercar is expected to have in the region of 900hp, with an additional 500hp produced by four 160hp electric motors – one fitted to each wheel. The responsibility of developing the F1 World championship-winning engine into a power unit that can be used by a road car is expected to be handed to Mercedes AMG high Performance Powertrains in Brixworth, Northamptonshire, and with no FIA technical regulations to adhere to, the engine’s capacity could increase. those responsible for the project will also need to develop a cooling system more complex than that used by an F1 car, a startup system that doesn’t require a man with an air gun to start it externally, and a more conventional gearbox than an #F1 car’s hydraulic unit.


    You’ve probably already started to draw parallels with the Aston Martin-Red Bull 001 hypercar, and like the British effort, AMG’s contender will rely on motorsport-derived aero. To this end, expect a design similar to that of today’s lMP1 endurance racers, with active aero and systems such as drs to manage the downforce required to keep the 1000-1300kg car on the ground when it leaves showrooms in 2018.
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    Test location: Merče, Slovenia
    GPS: 45.70378, 13.90603
    Mercedes-AMG C63 S Cabriolet


    Is it possible to build a mass-produced sports cabriolet without all the normal drop-top compromises?

    Choosing between the C63 and C63 S is simple. Because even though the s costs £6910 more, the 4-litre twinturbo V8 is recalibrated to produce 503bhp (34bhp more than the non-S), you also get an electronically controlled limited-slip differential, active engine mounts and a Race transmission mode. And choosing which body style to go for is simple: it’s the coupe, surely? The saloon and estate have a less sophisticated multilink rear axle than the coupe and the new Cabriolet, and because the Cabriolet doesn’t have a fixed roof, it will be a heavy, wobbly mess by comparison. Won’t it?

    Well, the Cabriolet is indeed heavier. The drop-top C63 S, despite not having a complicated and heavy metal folding roof, is still a whopping 1925kg – 200kg more than the coupe. However, that extra heft has only dulled the performance slightly. The C63 s Cabriolet is only 0.2sec slower to 62mph than the coupe, with a time of 4.1sec. Its top speed isn’t far off the coupe’s either – both are limited to the obligatory 155mph unless you specify the AMG Driver’s Package, then the Cabriolet is limited to 174mph, just 6mph shy of the coupe’s top speed. From the driver’s seat, the Cabriolet’s performance deficit is imperceptible, the big V8’s 516lb ft from as low as 1750rpm making triple-figure speeds incredibly easy to reach.

    Sadly, the extra bracing that makes up the bulk of the added weight hasn’t compensated for the lack of a roof. You can feel the steering wheel move laterally in your hands, and if you select the firmer damper setting, the motion is exaggerated. When the roof is up, there’s also the odd squeak and rattle where it meets the windscreen. In lesser C-class drop-tops with smaller engines, such as the C43 and C220, the body copes much better and doesn’t exhibit the C63’s structural shortfalls.

    The Cabriolet’s lack of a roof does, however, allow you better access to the thunder emitted from the C63’s four exhausts. At start-up and idle the sound is a deep wuffling noise, typical V8, but as the revs rise it transforms into something more akin to a .50-calibre machine gun. It’s brash, and with the exhaust in its loudest setting, borderline offensive, but it’s still hugely entertaining. The gearbox is the same seven-speed unit in all V8 AMGs except the AMG GT. It’s not a dual-clutch ’box, but it’s almost as quick and as crisp as one. The only gripe is that if you wait until the red line to change gear, the shift is slow and stunts your progress. You have to change when the lights on the dash prompt you to, but that robs you of the satisfaction of revving the engine out.


    The Cabriolet might not have the rigidity of the coupe, but it does have the same lairy low-speed character. With enough throttle, it will light up its rear tyres out of slow corners and the combination of a tightly wound e-diff and quick steering means the resulting slide is effortless.

    The coupe’s greatest skill is that its limits remain approachable even at much higher speeds. The supremely controlled chassis works in perfect harmony with the predictable rear axle and torquey engine so you have complete confidence up to and around its limits of grip. Sadly, the drop-top just isn’t as dependable.

    It doesn’t instil you with the same confidence because the lack of rigidity means you can’t feel what’s going on at tarmac level in as much detail. From turn-in to exit, it has a less aggressive attitude and doesn’t respond to your inputs with the same immediacy. You can’t tighten your line with the throttle in quicker corners, not that there’s understeer to combat, and it isn’t as satisfying as the way you can control the rear tyres with the throttle in the coupe.

    The coupe, then, is still the pick of the C63 range, but the Cabriolet is almost as much fun thanks to its colossal engine and wonderfully progressive rear end.

    Specification #2016 / #Mercedes-AMG-C63-S-Cabriolet / #Mercedes-AMG-C63-S-Cabriolet-A205 / #Mercedes-Benz-AMG-C63-S-Cabriolet-A205 / #Mercedes-AMG / #Mercedes-Benz / #Mercedes / #Mercedes-Benz-A205 / #Mercedes-Benz-W205 / #AMG / #Mercedes-Benz-C-Klasse / #Mercedes-Benz-C-Klasse-205
    Evo rating 4+
    Engine #V8 , 3982cc, twin-turbo CO2 208g/km
    Power 503bhp @ 5500-6250 rpm
    Torque 516lb ft @ 1750-4500rpm
    0-62mph 4.1sec (claimed)
    Top speed 155mph (limited)
    Weight 1925kg (265bhp/ton)
    Basic price £68,115

    + A born hooligan
    - Flex in the body takes away some of the control

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