Latest news with #C63
Miami Herald
12 hours ago
- Automotive
- Miami Herald
Lexus IS 500 Climax Edition Marks End of V8 Compact Sedan
The last compact sedan with a V8 engine really is on its way out. After Mercedes-AMG killed the V8 in the C63, the Lexus IS 500 was the last sedan of this size to retain a V8, but it seems this characterful Lexus won't be around for much longer, both in America and beyond. A few weeks ago, Lexus announced the IS 500 Ultimate Edition, a run of just 500 models that will be sold in North America. Now, it's Japan's turn to say goodbye to this sedan with the IS 500 Climax Edition. As far as car names go, this one can be thrown into the same box as the Daihatsu Naked and Ford Probe. Awkward name aside, this special edition is likely to become something of a collector's item in the years ahead. Much like our own Ultimate Edition, the Climax Edition will feature 19-inch forged BBS wheels in a sinister matte black finish. These partially conceal upgraded Brembo brakes with six-piston calipers. To match the black trim, special Neutrino Gray paint has been introduced for this model, which is inspired by neutrinos. If you also had no clue what those are, they're elementary particles produced in outer space, where they move at the speed of light. Eight other colors will be available for the Climax Edition, though. Inside, Lexus Japan has hilariously added several IS 500 "Climax Edition" plaques, not that anyone owning this car would forget what it's called. A red and black color scheme adds to the raunchy look, and even the analog clock in the center of the dashboard gets a new background. Related: End of an Era? The Lexus IS 500 Ultimate Edition Hints at the Model's Farewell Nothing has changed under the hood, not that it had to. Producing 472 horsepower and 395 lb-ft of torque, the rear-wheel-drive IS 500 can run from 0-60 mph in 4.4 seconds. That time is no longer earth-shattering, but it's accompanied by a soundtrack that no rival can match. Keep your foot planted, and the fastest IS will reach 149 mph. Paddle shifters can be used to take manual control over the eight-speed automatic transmission. In Japan, the IS 500 Climax Edition goes for 9,500,000 yen, which is equivalent to around $65,000. It's set to go on sale in August, and America's own Ultimate Edition will go on sale later this fall. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
TimesLIVE
10-06-2025
- Automotive
- TimesLIVE
Mercedes-AMG GT 63 S E Performance embodies best of brand
Slip up once and that is all your critics will remember. Mercedes-AMG knows a thing or two about this notion. Its biggest misstep in the past few years was deciding to neuter the C 63. Something we have not let them forget. What was once a proud, roaring lion became a whimpering house cat with a four-cylinder engine adopted from the brand's junior tier of performance compacts. Yes, the intense hybridisation mostly made up for the reduced displacement, from output and acceleration perspectives, but the W206 Mercedes-AMG model sorely lacks in the area of emotional appeal. Enthusiasts and critics lamented the shift and judging by the classified listings, dealerships are struggling to give them away. For the past while, the disappointing nature of the current C 63 was all most could think of in discussions about Mercedes-AMG. Nevermind the excitement and good that has come out of the storied performance division since its inception — and that with the 2.0 l C 63, the brand continues to offer six- and eight-cylinder options. This week, at the launch of the GT 63 S E Performance, misgivings about the direction of Mercedes-AMG were put to rest as the new flagship coupé had media attendees in an excited mood. From the outset (unlike that C 63), this is not a car you have to rationalise, leaving you indifferent as you hear corporate explanations about deficiencies in displacement. No, this is a snarling V8 brawler, outwardly aggressive, uncompromising in performance, loaded with the requisite level of luxury and plushness expected from a high-tier offering donning the three-pointed star. It is a proper Mercedes-AMG, finish and klaar, a representation of the brand readjusting its crown. It carries quite a premium. A base price of R4,369,267 gets you in, which includes a five-year/100,000km maintenance plan. The average buyer is likely to add a bit more to that basic sticker, with various options, paint choices and cabin trimmings on offer. Like any good supercar ought to, the two-door GT 63 leaves you with a sense of wonderment at first look. From fearsome, scowling Panamericana grille, ground-hugging and wide stance, muscular haunches and huge rollers, the aesthetic execution fits the bill as a 'race car for the road' nicely. Its cabin is much like that of the SL, snug, digitised, but with the expected level of opulence. Our test unit had an ivory-hued theme, with sumptuous leather upholstery, extending to the door panels and fascia. The two tiny rear seats were fine for our backpacks, but anything with legs might struggle. No different to those tiny back pews in a Porsche 911. While the other Stuttgart sports car has the feel of a taut, wearable item from behind the wheel, the position in the power seat of the Mercedes-AMG GT is akin to taking the captain's spot on a speedboat: there is acres of prow space ahead. Pop the bonnet and you will find the familiar Mercedes-AMG 4.0 l, twin-turbocharged V8 nestled between those curvy wings. It fills the bay with its generous proportions, unlike the diminutive M139 unit we saw in the SL 43. A Mercedes-AMG sports car at this level needs a V8, non-negotiable. A flagship showcase of technical prowess in 2025 also needs some degree of electrification. So the 'E' in the S E Performance handle is represented by a 150kW/320Nm electric motor and 6.1kWh battery. The V8 engine in isolation delivers 450kW/850Nm. In tandem, the total output of 600kW/1,420Nm is good for a claimed 0-100km/h sprint time of 2.8 seconds. Not too long ago, such a feat was limited to the preserve of exotics such as the McLaren 720S. Before getting behind the wheel of the GT, we took laps in other Mercedes-AMG models, including the CLA 45 and that underwhelming C 63. Just to get reacquainted with Zwartkops and build-up for the main event. We also had a turn in the former Mercedes-AMG GT R, a completely different animal, built outright as a track weapon. That made for a truly exciting three laps around Zwartkops, but it also amplified the significant leap between the C190 and this new C192 chassis. The latest iteration of the GT is much more sophisticated, fitted with four-wheel steering and an active roll stabilisation system incorporating hydraulic components. The agility of the rear-axle steering felt pronounced on a circuit as short and technical as Zwartkops, while the benefits of roll stabilisation were clear, with the car cornering flat and unruffled by abrupt weight transfer. Truth be told, a layout such as Zwartkops is limiting for a car with such a scope of abilities. We hope to experience the GT in an environment such as Kyalami, with its fast sweeps, as we did the SL 43, for a full understanding of its handling competencies. The aural character of that famed M177 motor delights, just as it does in every Mercedes-AMG (and Aston Martin) product it services. Keeping the windows opened just a smidgen, the full V8 symphony is loud enough to overpower the intrusion of wind noise, with its truculent rhythm under hard acceleration and the customary loud barks on downshift. Powerful, imposing, technologically sophisticated and without relinquishing emotive appeal, the new GT 63 S E Performance delivers just what you would expect from a traditional Mercedes-AMG.
TimesLIVE
09-06-2025
- Automotive
- TimesLIVE
Mercedes-AMG GT 63 S E Performance embodies the best of the brand
Latest flagship coupé is visually aggressive with the credentials to match. Image: Supplied Slip up once and that is all your critics will remember. Mercedes-AMG knows a thing or two about this notion. Its biggest misstep in the past few years was deciding to neuter the C 63. Something we have not let them forget. What was once a proud, roaring lion became a whimpering house cat with a four-cylinder engine adopted from the brand's junior tier of performance compacts. Yes, the intense hybridisation mostly made up for the reduced displacement, from output and acceleration perspectives, but the W206 Mercedes-AMG model sorely lacks in the area of emotional appeal. Enthusiasts and critics lamented the shift and judging by the classified listings, dealerships are struggling to give them away. For the past while, the disappointing nature of the current C 63 was all most could think of in discussions about Mercedes-AMG. Nevermind the excitement and good that has come out of the storied performance division since its inception — and that with the 2.0 l C 63, the brand continues to offer six- and eight-cylinder options. This week, at the launch of the GT 63 S E Performance, misgivings about the direction of Mercedes-AMG were put to rest as the new flagship coupé had media attendees in an excited mood. From the outset (unlike that C 63), this is not a car you have to rationalise, leaving you indifferent as you hear corporate explanations about deficiencies in displacement. No, this is a snarling V8 brawler, outwardly aggressive, uncompromising in performance, loaded with the requisite level of luxury and plushness expected from a high-tier offering donning the three-pointed star. It is a proper Mercedes-AMG, finish and klaar, a representation of the brand readjusting its crown. It carries quite a premium. A base price of R4,369,267 gets you in, which includes a five-year/100,000km maintenance plan. The average buyer is likely to add a bit more to that basic sticker, with various options, paint choices and cabin trimmings on offer. Like any good supercar ought to, the two-door GT 63 leaves you with a sense of wonderment at first look. From fearsome, scowling Panamericana grille, ground-hugging and wide stance, muscular haunches and huge rollers, the aesthetic execution fits the bill as a 'race car for the road' nicely. Its cabin is much like that of the SL, snug, digitised, but with the expected level of opulence. Our test unit had an ivory-hued theme, with sumptuous leather upholstery, extending to the door panels and fascia. The two tiny rear seats were fine for our backpacks, but anything with legs might struggle. No different to those tiny back pews in a Porsche 911. While the other Stuttgart sports car has the feel of a taut, wearable item from behind the wheel, the position in the power seat of the Mercedes-AMG GT is akin to taking the captain's spot on a speedboat: there is acres of prow space ahead. Mighty V8 heart bolstered by hybrid technology. Image: Supplied Pop the bonnet and you will find the familiar Mercedes-AMG 4.0 l, twin-turbocharged V8 nestled between those curvy wings. It fills the bay with its generous proportions, unlike the diminutive M139 unit we saw in the SL 43. A Mercedes-AMG sports car at this level needs a V8, non-negotiable. A flagship showcase of technical prowess in 2025 also needs some degree of electrification. So the 'E' in the S E Performance handle is represented by a 150kW/320Nm electric motor and 6.1kWh battery. The V8 engine in isolation delivers 450kW/850Nm. In tandem, the total output of 600kW/1,420Nm is good for a claimed 0-100km/h sprint time of 2.8 seconds. Not too long ago, such a feat was limited to the preserve of exotics such as the McLaren 720S. Before getting behind the wheel of the GT, we took laps in other Mercedes-AMG models, including the CLA 45 and that underwhelming C 63. Just to get reacquainted with Zwartkops and build-up for the main event. We also had a turn in the former Mercedes-AMG GT R, a completely different animal, built outright as a track weapon. That made for a truly exciting three laps around Zwartkops, but it also amplified the significant leap between the C190 and this new C192 chassis. The latest iteration of the GT is much more sophisticated, fitted with four-wheel steering and an active roll stabilisation system incorporating hydraulic components. The agility of the rear-axle steering felt pronounced on a circuit as short and technical as Zwartkops, while the benefits of roll stabilisation were clear, with the car cornering flat and unruffled by abrupt weight transfer. Truth be told, a layout such as Zwartkops is limiting for a car with such a scope of abilities. We hope to experience the GT in an environment such as Kyalami, with its fast sweeps, as we did the SL 43, for a full understanding of its handling competencies. The aural character of that famed M177 motor delights, just as it does in every Mercedes-AMG (and Aston Martin) product it services. Keeping the windows opened just a smidgen, the full V8 symphony is loud enough to overpower the intrusion of wind noise, with its truculent rhythm under hard acceleration and the customary loud barks on downshift. Powerful, imposing, technologically sophisticated and without relinquishing emotive appeal, the new GT 63 S E Performance delivers just what you would expect from a traditional Mercedes-AMG.
Auto Blog
01-06-2025
- Automotive
- Auto Blog
Mercedes-AMG CEO Responds to the Backlash Around the C63's Four-Cylinder Engine
You can tell when fans are unhappy In recent years, loyal and passionate enthusiasts who dwell on forums, comment sections, and social media platforms have been very vocal about the changes that automakers enact on their beloved vehicles. Often, fans feel unrestrained to express their emotions and opinions when it comes to decisions that they see as controversial. No other phenomenon is just as apparent as the vocal internet enthusiast backlash surrounding the revamped Mercedes-Benz C63 S E-Performance, which swapped the 4-liter biturbo V8 for a turbocharged 2-liter inline four-cylinder with a performance-oriented plug-in hybrid system. Though it makes earth-shattering 671 horsepower and 752 pound-feet of torque, numbers on paper could only go so far. 2025 Mercedes-AMG C63 AMG CEO: We could've 'better explained' the C63 powertrain In a new interview with MotorTrend, Mercedes-AMG CEO Michael Shiebe addressed the response associated with the decision to replace the C63's brashly loud twin-turbo V8 powerplant for a turbo-hybrid four-banger in the new model. 'We probably could have better explained the technology to our customers. There are pure V-8 fans, and it's hard to convince them of this four-cylinder hybrid technology,' Schiebe told the publication, adding, 'It's my job to do a constant review of our portfolio. I'm pretty confident that we will fulfill our customers' dreams in the next two to three years.' The latest statement from the Mercedes-AMG CEO reflects similar ones in past interviews. In a July 2024 Autocar interview, Shiebe noted that some customers 'take time to really be excited for the technology,' and that 'it's important to be open-minded when it comes to technology.' Additionally, in an April 2025 interview with British CAR magazine, he admitted that some of AMG's 'very loyal customers struggle[d] a bit with the concept,' and that it 'lost some customers who are just into V-8s.' However, he felt confident that the doubt would melt away behind the wheel. Mercedes-AMG E 53 HYBRID 4MATIC+ 'We jumped far ahead with this technology, but we should have explained the technology more to our salespeople and customers,' the AMG boss told Car. 'We will continue to do that and further improve. There is a German saying, 'You never have a second chance at a first impression.' Maybe we missed out on the first impression, but if you have the opportunity, I'm sure you will be convinced of the technology.' AMG's CEO says its future models will be 'different' In the same interview, Shiebe noted that AMG's future cars will be distinctively AMG. When asked about how its future EVs would distinguish themselves among the lineup, he noted that 'There won't be such a difference between them, because all these cars need to be an AMG first and then an ICE or EV second. When you buy an AMG, you buy the performance, the emotion.' He also added that making AMG's offerings visually different than mainstream Mercedes-Benz models is as important as ever, noting that its buyers 'love the distinctive AMG look and the differentiation it brings. Our future cars will be more expressive in that dimension. If you look into the future, I would say you can expect cars that will be more visually differentiated—AMG will be doubling down on design; our design language will be more expressive.' MSCHF x AMG: Not for Automotive Use Final thoughts Ultimately, buyers buy with their wallets, regardless of the badge on the hood, grille, and trunk lid. We live in complicated times, where automakers must juggle tariffs, electrification, and emissions regulations, as well as a vocal buying public that can drop the ball at any time. I don't think the decision to use a turbo-four was entirely made in a vacuum, but if the Affalterbach boffins are aware of the feedback to their product, they would probably know by now.
Miami Herald
31-05-2025
- Automotive
- Miami Herald
Mercedes-AMG CEO Responds to the Backlash Around the C63's Four-Cylinder Engine
In recent years, loyal and passionate enthusiasts who dwell on forums, comment sections, and social media platforms have been very vocal about the changes that automakers enact on their beloved vehicles. Often, fans feel unrestrained to express their emotions and opinions when it comes to decisions that they see as controversial. No other phenomenon is just as apparent as the vocal internet enthusiast backlash surrounding the revamped Mercedes-Benz C63 S E-Performance, which swapped the 4-liter biturbo V8 for a turbocharged 2-liter inline four-cylinder with a performance-oriented plug-in hybrid system. Though it makes earth-shattering 671 horsepower and 752 pound-feet of torque, numbers on paper could only go so far. In a new interview with MotorTrend, Mercedes-AMG CEO Michael Shiebe addressed the response associated with the decision to replace the C63's brashly loud twin-turbo V8 powerplant for a turbo-hybrid four-banger in the new model. "We probably could have better explained the technology to our customers. There are pure V-8 fans, and it's hard to convince them of this four-cylinder hybrid technology," Schiebe told the publication, adding, "It's my job to do a constant review of our portfolio. I'm pretty confident that we will fulfill our customers' dreams in the next two to three years." The latest statement from the Mercedes-AMG CEO reflects similar ones in past interviews. In a July 2024 Autocar interview, Shiebe noted that some customers "take time to really be excited for the technology," and that "it's important to be open-minded when it comes to technology." Additionally, in an April 2025 interview with British CAR magazine, he admitted that some of AMG's "very loyal customers struggle[d] a bit with the concept," and that it "lost some customers who are just into V-8s." However, he felt confident that the doubt would melt away behind the wheel. "We jumped far ahead with this technology, but we should have explained the technology more to our salespeople and customers," the AMG boss told Car. "We will continue to do that and further improve. There is a German saying, 'You never have a second chance at a first impression.' Maybe we missed out on the first impression, but if you have the opportunity, I'm sure you will be convinced of the technology." In the same interview, Shiebe noted that AMG's future cars will be distinctively AMG. When asked about how its future EVs would distinguish themselves among the lineup, he noted that "There won't be such a difference between them, because all these cars need to be an AMG first and then an ICE or EV second. When you buy an AMG, you buy the performance, the emotion." He also added that making AMG's offerings visually different than mainstream Mercedes-Benz models is as important as ever, noting that its buyers "love the distinctive AMG look and the differentiation it brings. Our future cars will be more expressive in that dimension. If you look into the future, I would say you can expect cars that will be more visually differentiated-AMG will be doubling down on design; our design language will be more expressive." Ultimately, buyers buy with their wallets, regardless of the badge on the hood, grille, and trunk lid. We live in complicated times, where automakers must juggle tariffs, electrification, and emissions regulations, as well as a vocal buying public that can drop the ball at any time. I don't think the decision to use a turbo-four was entirely made in a vacuum, but if the Affalterbach boffins are aware of the feedback to their product, they would probably know by now. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
