Spy Shots: Mercedes-Benz E Class Coupe pops up in Finland

Mercedes-Benz is hard at work on the replacement for its mid-range E Class line-up, as these spy shots snapped in snow-capped Finland suggest, cunningly camouflaged in white paint to blend in with its surroundings.

As we already know, Mercedes is ditching the CLK nomenclature to go back to the E Class coupe nameplate, bringing the two-door closer to the
sedan and wagon variants it will join. Previewed by the ConceptFASCINATION at the recent Paris Motor Show, the production E Class coupe is expected to debut in just a few months in Geneva, with cabrio and AMG versions to follow in Frankfurt in the Fall. And if the spy shots are any indication, Mercedes looks to be running on schedule in true German style.

[Source: WCF Finland]


Mercedes-Benz C 63 AMG Estate 2008 Supercar


Mercedes-Benz C 63 AMG Estate comes with 6.3 liter V8 engine, 457 hp @ 6800 rpm, 443 lb-ft torque, which can accelerate 0-62 mph in 4.6 seconds. Power is transferred by the AMG SPEEDSHIFT PLUS 7G-TRONIC. Equipped with AMG steering wheel gearshift paddles and the three driving modes "C", "S" and "M", the seven-speed automatic transmission delivers a decidedly sporty or comfort-focused ride depending on the driver's tastes. The automatic throttle-blipping function when downshifting is another innovation.

(From Daimler Press Release)
Affalterbach – Following in the Saloon's footsteps, the C 63 AMG Estate is now also due to be launched. Under the bonnet with its distinctive power domes, the AMG 6.3-litre V8 engine delivers effortless acceleration.


The high-revving naturally aspirated engine sets the benchmark in this segment with its maximum output of 336 kW/457 hp at 6800 rpm and maximum torque of 600 Nm at 5000 rpm. The unique high-performance estate accelerates from 0 to 100 km/h in 4.6 seconds; top speed is 250 km/h (electronically limited).

Power is transferred by the AMG SPEEDSHIFT PLUS 7G-TRONIC. Equipped with AMG steering wheel gearshift paddles and the three driving modes "C", "S" and "M", the seven-speed automatic transmission delivers a decidedly sporty or comfort-focused ride depending on the driver's tastes. The automatic throttle-blipping function when downshifting is another innovation. In conjunction with the all-new front axle, the AMG speed-sensitive sports steering and the new 3-stage ESPÒ, the AMG sports suspension provides maximum driving pleasure and superb driving dynamics.


The AMG high-performance braking system with large internally ventilated and perforated disc brakes all round provides optimum stopping power even during particularly dynamic driving. The standard specification includes 18-inch five-spoke AMG light-alloy wheels with 235/40 R 18 (front) and 255/35 R 18 (rear) wide-base tyres. 19-inch AMG multi-spoke light-alloy wheels shod with 235/35 R 19 (front) and 255/30 R 19 (rear) tyres are available as an option.

Design and appointments: more distinctive than ever

The design and appointments on the new C 63 AMG Estate
are comfortably on a par with the sophisticated technology.
The top-of-the-line AMG eight-cylinder model has been differentiated more clearly than ever from the series-production C-Class: typical hallmarks of the brand come in the shape of AMG bodystyling, the bonnet with power domes, the distinctive AMG radiator grille, the flared front wings, the AMG rear apron with its black diffusor insert and the AMG sports exhaust system with two sets of chromed twin tailpipes. The interior feel is dominated by the distinctive AMG sports seats with integral head restraints, the three-spoke AMG performance steering wheel with its flat underside and small 365-millimetre rim, and the tube-style AMG instrument cluster with its AMG-specific main menu. As an alternative to the standard-fit aluminium trim elements, AMG carbon trim can also be ordered as an option for the C 63 AMG Estate.

Largest load compartment in its class with up to 1500 litres









The load capacity of the C 63 AMG Estate ranges from 485 to 1500 litres (VDA measuring method) depending on the position of the 1/3:2/3-split rear seat backrests which can be folded forwards. No other car in the premium estate segment of this vehicle class can match this capacity. Standard equipment includes bag hooks and four anchoring lugs to secure the load, side stowage compartments with covers, a collapsible shopping crate as well as a combined luggage cover and retaining net. The new EASY-PACK tailgate opens and closes at the push of a button. The market launch of the C 63 AMG Estate is scheduled for the start of 2008; sales price incl. 19% VAT is EUR 69,853.


2008 Mercedes-Benz C63 AMG Review

With all this media talk of a gas electric plug-in hybrid clean diesel hydrogen fuel cell future, someone forgot to tell Mercedes that the horsepower war is over. Sure, the new BMW M3 has a 414hp V8, trumped by the Audi RS4's 420hp eight pot. But who gives a shit? The new automotive arms race: building and selling enough small, high-mileage, low-profit vehicles that various government agencies will let you sell large, low-mileage, high-profit vehicles. Meanwhile, the Mercedes C63 AMG.

Four-hundred fifty-one horses. That's the headline number produced by the 6.2-liter V8 crammed into the 3993 lbs. C-Class' snout. It sure doesn't look lunatic. Yes, there are some tacky pieces of body kit, including a gaudy bumper that speaks of Honda Civics down at the 7-11. But the C63 is a butch little bastard whose hunkered stance and müde autoreifen convey more solidity than Brando at the end of Streetcar.


Aside from my test car's porno-quality cream-colored leather seats and door panels, the C63's cabin adds nothing to the sense of occasion– which may or may not be the point. A mere three grand buys you hyper-bolstered sport seats, completely unsuitable for anyone who's ever eaten a deep fried mozzarella stick.

Drive the C63 around town and you'd never know a murderer lives just beyond the firewall. Burbling around the Best Buy parking lot (where DO the ultra rich hang out these days?), the mini-Merc seems like a normal, albeit brisk, shrunken S. In town, the C63's sublime suspension tackles all; this ain't no hard-edged tooth-chip express.


Toggle the AMG's transmission from C (for Comfort) to M for (Manubetterbereadyforthis), grind the gas pedal into the carpet and the C63 parachutes into Afghanistan with the Tenth Mountain Division, all guns blazing. As you'd expect from a combat-ready sedan, time suddenly slows down. The C63's massive meats shriek and hop around as they desperately try to do something, anything with 443 ft.-lbs. of torque (torque is more modest 369 lb ft from 2000-6250 rpm). You can hear the V8 nuking gasoline; the mega-motor is screaming like a pissed off bear with a megaphone. HOLY SHIT!

Time resumes its normal pace. It has been exactly one second since mashing the gas. The tach needle rockets around. The LCD in the center of the speedo flashes "UP! 2" Pull the damn shift paddle! Second gear is gone before it arrives. The engine is doing a passable imitation of a jet exhaust. At 4.3 seconds, we're passing sixty. I need to upshift again. Third gear at 5000 pm and the deep, throaty roar indicates V3. I'm mainlining sex, and power, and drugs into my arms. And I like it.


After 9.2 seconds, we're in triple digits. The C63 crests 100 miles per hour on its way to Mach 2. And get this: it was totally an accident. I just was just trying to ingest a little more of that engine bellow, the closest approximation to crack/cocaine money can buy, and probably a lot more dangerous. But it's not my fault.

There's so much power lingering about, it's a wonder the C63 AMG doesn't simply implode when you nail the throttle. The only problem: trying to power out of corners in third or fourth gear. With the torque closer to its peak, the wheels can't deal with all the activity. Yes, we're going sideways– in spite of an optional $4k limited slip differential lock. Lift a little off the gas and everything is jake again. You can absolutely massacre corners at arbitrarily chosen speeds.


The suspension is miraculous. If every car was like this, we'd never bother to fix potholes. I swear you cannot feel them, in spite of the low profile tires and 18" wheels. And the huge brakes scrub off enormous speed in less time than it takes to yell "radar!" And thank God for that.

The C63 AMG is not cheap. The $54,565 sticker competes squarely with the legendary BMW M3, not to mention a regular E350. Oh, did I mention my tester punched out at $70k? And the C63 won't get any love from the Prius people, what with single-digit mileage. But this, my chain saw-wielding, carbon positive friends, is a bargain.


The biggest problem with the C63 AMG: many of the C63's virtues are available in, gulp, a regular C-Class. I'm not saying buy a C300 instead. I'm saying you the C63 AMG needs a lot of lebensraum. Otherwise, you'll spend your life in that special place called "time exposed to danger," blasting past the guy in a Lexus RX350 who's blocking "the windy road" to work (at 60 mph). But if you can afford the C63 and all the depreciation that AMG implies, and you have the context in which to drive it, the C63 proves that all's fair in love and war.


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