Ferrari GTC4 VS Mercedes-Benz C63
Ferrari GTC4
Likes
- That engine
- Space efficiency
- Balance of comfort and dynamics
Dislikes
- No AEB
- No curtain airbags
- Pricey
Mercedes-Benz C63
Likes
- Amazing power
- Addictive sound
- Impressive to drive in most situations
Dislikes
- Price is high
- Still not 100 per cent on the Coupe’s looks
- No applicable ANCAP score
Summary
Ferrari GTC4
You want a V12 Ferrari, but you have growing responsibilities. A strictly two seat supercar just isn't quite right when kids start to arrive.
Sure, you can add a Ferrari F12 to your collection, and pick up a Merc-AMG family truckster to cover the functional stuff.
But it's not the same. You want to have your Italian torta, and eat it, too. Enter the Ferrari GTC4Lusso, the prancing horse’s latest take on a rapid, luxurious, four seat coupe, able to leap continents in a single bound without so much as a bead of perspiration forming on its forehead.
It's fast, suitably furious, and able to accommodate family or friends on a fast blast to anywhere you choose to go. And as usual with Maranello’s finest, the name says it all.
'GT' stands for Gran Turismo (or Grand Tourer), 'C' is short for Coupe, '4' relates to the number of people it accommodates, 'Lusso' means luxury, and of course, Ferrari is Italian for fast.
| Safety rating | |
|---|---|
| Engine Type | 3.9L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 11.6L/100km |
| Seating | 4 seats |
Mercedes-Benz C63
If you know the Mercedes-AMG C 63 S, you know it’s a hardcore V8 thumper with little in the way of bashfulness. It’s a brawler. A beast.
Now there’s an even more eye-catching AMG C 63 S Coupe, which we’re testing here. It’s the Aero Edition - a collector’s version of the current-generation C 63 S Coupe with a bit more visual bling that also helps it stick to the road better.
It is a local area special edition, with only 63 examples to be sold across Australia and New Zealand. And if the rumours are true, the next-generation will see the V8 engine in danger of being axed in favour of a hybrid, high-performance four-cylinder version. Say it ain’t so!
Well, if the CarsGuide crystal ball turns out to be right, maybe one of these C 63 S Aero Editions is worth getting in your garage quick-smart. Or is it? Let’s go through the criteria and see how it stacks up.
| Safety rating | |
|---|---|
| Engine Type | 4.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 10.3L/100km |
| Seating | 4 seats |
Verdict
Ferrari GTC47.5/10
The Ferrari GTC4Lusso is a properly fast, beautifully composed, and supremely luxurious four-seat coupe.
Sadly, evermore stringent emissions regulations have put atmo V12's on the knife edge of extinction, with Ferrari, Lamborghini, Aston Martin and a few others hanging on for grim death.
In fact the twin-turbo V8 Lusso T (powered by the same engine used in the California T and 488) will arrive and be sold alongside this car in Australia later this year.
But we’d like to propose a captive breeding program to keep the big V12s alive because this engine’s soundtrack and the GTC4Lusso’s overall driving experience is magnificent.
Mercedes-Benz C637.8/10
The Mercedes-AMG C 63 S Aero Edition is an absolute beast of a car, but it comes at a pretty hefty price. Yes you get a lot of performance, and the fact there are only 63 examples being made for Australia and New Zealand could be enough to get you to sign on the line. For me, though, if I was after a C 63, it’d have to be a wagon. It doesn’t need an Aero pack to look better.
Design
Ferrari GTC48/10
Revealed to the world at last year's Geneva motor show, the GTC4Lusso is a substantial evolution of the out-going FF, and follows classic Ferrari GT form, with a glorious, 6.3-litre, naturally aspirated, V12 sitting majestically in its nose.
The car's proportions echo that configuration with a long snout and rear-biased, gently tapered cabin maintaining essentially the same silhouette as the FF. But Ferrari has remodelled the nose and tail; tweaking the aero detailing at the same time.
There's a host of new vents, ducts and louvers contributing to a claimed six per cent improvement in drag coefficient.
For example, the diffuser is a work of aerodynamic art, following a keel shape, with vertical fences channeling air flow towards the centre to reduce drag and increase downforce.
A wide, single-piece grille dominates a smoother front end that moves from upright to a distinct forward lean, with a neat chin spoiler enhancing the racier look.
Larger, triple-blade vents in the front wings add more aggression, and the treatment of the rear side glass and tailgate have been refined and simplified.
Always a subjective call, but we think the restyling work, done in-house by Ferrari Design, has made an already distinctive car even more appealing.
Ferrari says the interior was developed around a 'dual cockpit' concept, to “enhance the shared driving experience”, and the cabin is beautiful.
There's a new 10.3-inch colour touchscreen, with the interface for the climate control, sat nav and media all refreshed. It's backed up by a more powerful 1.5Ghz CPU with 2GB of RAM, and it’s much, much better.
'Our' car also boasted the optional ($9500) 8.8-inch ‘Passenger Display’ incorporating performance read-outs, and now, the ability to select music and fiddle with the nav.
The attention to design detail and the quality of its execution is breathtaking. Even the slender sunvisors in our test example were hand-stitched leather. And the pedals are drilled alloy. Not alloy covers, or some other faux creation – real aluminium, right down to the passenger footrest pad.
Mercedes-Benz C638/10
I’ve never been the biggest fan of the current C-Class Coupe’s styling. To me, it has always looked a little droopy, a little melted at the back.
I have to say, the Aero Edition has changed my opinion somewhat, as the new graphic elements help lift it up a bit, visually raising its rear up like a stretching cat, tail in the air. I’m still not 100 per cent on it, but to my eye it’s better.
The carbon-fibre trim elements that have been added to the exterior certainly add some menace to the look, too, and I simply can’t help but constantly notice out of the corner of my eye the AMG pressing in the staggered, dished rims. At a glimpse, from a distance, it looks like rim damage, but thankfully it’s not!
The staggered set-up does really add some width and mongrel to the look, as if it needed more, with its open maw lower bumper air dam, and the signature 'Panamericana' grille treatment which looks like an evil character out of a movie. If you know the one I’m talking about, let me know in the comments.
As much as the look matters when it’s parked in your driveway, it’s the cabin that arguably matters more, right? That’s where you spend your time, after all. Check out the interior images to see if you think it lives up to the exterior look.
Practicality
Ferrari GTC48/10
For once we can mention Ferrari and practicality in the same breath because the Lusso offers generous accommodation in the front and rear. Forget '2+2', the back seats are for grown-ups.
With all its drive and dynamic tech on board it's hard to think of a more elegant and capable four-seater for your next trip to the chalet for a cheeky weekend skiing off piste.
In fact, Ferrari says the FF attracted a new, younger batch of owners that make greater use of their cars.
Admittedly, Ferraris don't generally rack up huge kays, but clocking mileage 30 per cent higher than average is significant.
Front seat passengers slip easily into generous and intricately sculpted sports seats, with slim map pockets in the doors and space for bottles, a single large cupholder in the substantial centre console, as well as a lidded storage box (which doubles as a centre armrest) housing 12 volt and USB outlets.
There's also a decent-sized glove box, and a second tray sits further towards the dash to store your black credit cards, Vertu phone(s), and assorted jewellery. Its leather trimmed, double-door closure is reminiscent of the finest Milanese cabinet.
The long, leather-wrapped transmission tunnel continues uninterrupted through to the back, dividing the individual rear bucket seats. A pair of jet fighter style vents sit in the centre, slightly ahead of another two cupholders and a small oddments box containing additional USB ports.
But the big surprise is the amount of head, leg and shoulder room on offer back there. The door aperture is enormous and the front seats quickly tilt and slide forward with the flick of a single handle, so entry and egress is relatively easy.
It's an ultra-comfortable and relaxed place to be, and at 183cm I could sit behind the front seat set to my position with heaps of headroom and three to four centimetres of knee clearance. Finding space for your toes under the front chair is more of a challenge, but an extended journey in the back of the Lusso would be fine.
The only caveat there is the test vehicle’s optional 'Panoramic Glass Roof' ($32,500!), which essentially removes the roof lining, and it would be interesting to sit in a car without it.
Cargo space is real-world useful, with a substantial 450 litres on offer with the rear seats upright, and a full 800 litres available with them folded down.
There’s no spare tyre; a 'can of goo' repair kit being your only option.
Mercedes-Benz C637/10
No two-door coupe is going to offer you the space and comfort of a sedan or wagon, that’s just a fact. But that only matters if you plan to actually use the rear seats. If you don’t, then the Coupe version of the C 63 S might be perfect for you.
Even so, I managed to (only just) squeeze myself between the seat and the door opening to slide into the rear row. This won’t be easily achieved by all attempters, especially on the driver’s side.
Let’s just say I probably looked like I was doing something very weird to the driver’s seat as I spider-manned my way in.
The rear space is tight for someone my height (182cm/6’0”) behind their own driving position, with knees hard-up against the seat in front and not much headroom (my noggin’ was brushing the ceiling) or toe space (size 12s don’t fit so well) to speak of.
It’s certainly a selfish car. Or maybe it’d be fine for smaller kids. There are two spaces in the back, both with ISOFIX child seat anchors and top-tether points.
But there is storage in the back - cupholders and storage caddies either side of the seats, though the storage situation improves in the front zone, with bottle holders in the doors, cupholders between the seats, loose item storage under the media screen and a covered centre armrest bin, too.
The front cabin is a special looking place, with carbon-fibre abounding across the dash and nice trim on the doors. The AMG steering wheel is a sight to behold - it’s a flat-bottomed unit with carbon-fibre and Dinamica (that’s Benz talk for microsuede) trim: perfect for sapping sweat as you manhandle the C63 through the bends.
The seats are AMG Performance sports units up front, and the trim used is reserved for this model specifically: Nappa leather with yellow stripes. There are yellow details elsewhere, including on the rear seats, centre console and dash, and it certainly adds some visual excitement.
Media is controlled by a 10.25-inch display and Mercedes-Benz’s touchpad control system, but there is no touchscreen - rendering the Apple CarPlay and Android Auto smartphone mirroring technology somewhat tedious.
I’ve always had a gripe with screens that don’t allow touch but feature the tech that’s designed to transfer your phone’s screen to the media unit, and I can tell you the longer you spend twiddling the dial to get where you want to go, the more annoying it becomes.
The Burmester sound system has 13 speakers and is rather good, but I prefer the sound from the standard fit variable sports exhaust. So maybe that quibble with CarPlay isn’t that big a deal.
And if you just want to charge your phone, and there’s a second USB port up front, as well. Note: in non-Aero Edition C 63 models without the carbon-fibre interior pack, you also get Qi wireless phone charging, but it’s deleted from this variant and any model with the carbon pack.
The driver has a 12.3-inch digital info display to show where you are and what the car is up to, and there’s a head-up display as well. Yep, there’s standard sat nav with live traffic updates (and even live fuel price updates) - it’s just a shame the maps still look early 2000s-spec in 2D layout.
Cargo space is okay. The claimed cargo capacity or boot volume is 355 litres (VDA) with the rear seats in place. That’s small for a coupe of this size, and the shape of the boot (with a hump behind the rear seat) isn’t great as things do move around quite a bit.
But, thankfully, Mercedes has included its clever foldable storage box system under the boot floor - it goes where you might usually expect a spare wheel, but there isn’t one in this car. Instead you get Mercedes’ 'Tirefit' repair kit with an electric pump.
Price and features
Ferrari GTC46/10
At $578,000, the GTC4Lusso is in serious money territory, and as you’d expect, the standard features list is equally imposing.
Highlights include, bi-xenon headlights with LED indicators and daytime running lights, LED tail-lights, 20-inch alloy rims, electric cargo door, front and rear parking sensors plus rear parking camera, cruise control, dual zone climate control air, integrated peripheral anti-theft system (with anti-lift), keyless entry and start, the 10.3-inch touchscreen interface managing 3D navigation, multimedia and vehicle settings, eight-way adjustable electric seats with heating, pneumatic bolsters and lumbar adjustment, plus three memories, carbon ceramic brakes, electric steering column adjustment with memory and ‘easy entry’ function, a tailored car cover and even battery conditioner.
And that’s before you get to the 'usual' stuff like a herd’s worth of leather lining the interior, cranking nine-speaker audio system, electric windows and mirrors, and all the dynamic and safety tech we’ll get to shortly.
Then, there’s the options list.
There’s a persuasive theory that says once you cross a certain car purchase dollar threshold, let’s say $200k, those options had better be pricey or owners won’t have anything to brag/complain about when introducing their latest acquisition to colleagues in the yacht club car park.
“You know how much that sunroof cost me… just the sunroof? Yep, 32 grand… I know, right!”
By the way, the price of that ‘Low-E’ glass roof will buy you a Subaru XV Premium that Richard tested recently… complete with standard sunroof!
Short story is ‘our’ car featured $109,580-worth of extras, including the roof, forged rims ($10,600), ‘Scuderia Ferrari’ shields on the fenders ($3100), ‘Hi-Fi premium’ audio ($10,450), and a (must have) front and rear suspension lift system ($11,000).
The carbon-rich steering wheel with F1-inspired LED shift lights is a lazy $13k, and the super-cool enamel badge under the lip of the rear spoiler is $1900.
You can point fingers and feign shock at numbers like these, but it all goes to the ultimate personalisation process that is the Ferrari purchase experience; to the point where the factory is now installing a sizeable plaque in each of its cars, listing the options fitted and confirming its original specification for evermore.
Mercedes-Benz C637/10
Look, I’m not likely to ever be in the position to say that a car that costs $188,600 plus on-road costs is “good value”, but to be honest, if you’re in that position, you’ll be getting plenty of car for your cash.
The Carbon Edition of the C 63 S Coupe adds $17,200 over the standard version of the high-performance two-door, but it adds a bunch of extras to help justify its price. A car like this is always going to be seen by some as a profligate purchase, right? You need to be able to justify spending an extra MG3’s worth of cash on this Edition.
The noticeable exterior bits include an AMG Performance rear spoiler, a model specific front lip, rear diffuser, and side facings for the rear apron air vents. Carbon-fibre is used in the front apron A-wing, the side sill inserts, rear diffuser insert, rear spoiler and the side mirror casings.
There’s more carbon-fibre inside the cabin, which we’ll cover off in the interior section. Other additions over the standard C 63 S Coupe include ceramic composite front brakes (402mm six-piston) and 360mm single-piston rear brakes, and there are “ultra-lightweight” AMG forged 'Matt Black' alloy wheels with 19-inch rims at the front and 20s at the rear.
And in nice news, the car you see here has no optional extras fitted at all. The colour is 'Iridium Silver', one of only two options for this limited run model (the other available hue is Polar White, and both come at no extra cost).
Standard inclusions comprise leather interior trim, heated and electric adjustable front seats, dual-zone climate control, a 10.25-inch media screen with sat nav and smartphone mirroring, DAB radio, 13-speaker Burmester sound system, 12.3-inch digital driver info display, head-up display (HUD), ambient lighting, and performance items like active dynamic engine mounts, an adaptive AMG performance exhaust, a rear differential lock, and adaptive sports suspension.
Plus there’s a full-spec safety offering which we’ll cover in the section below.
Thinking about what cars compete with this one? There’s the Audi RS 5 Coupe (from $150,900), the Lexus RC F (from $136,636), and the BMW M4 Competition (from $167,829). So the C 63 S - which is already expensive comparatively - looks positively pricey in Aero Edition spec.
Under the bonnet
Ferrari GTC49/10
The Lusso is powered by a 6.3-litre, 65-degree, naturally aspirated V12 producing a monumental 507kW (680hp) at 8000rpm and 697Nm at 5750rpm.
It features variable valve timing on the intake and exhaust side, the rev ceiling is a lofty 8250rpm, and revisions from the FF installation include redesigned piston crowns, new anti-knock software, and multi-spark injection, for a four per cent gain in power and two percent rise in maximum torque.
Also new for the Lusso is the adoption of six-into-one exhaust manifold with equal length pipes and a new electronic bypass valve.
The Lusso features an insanely rapid-shift, seven-speed 'F1 DCT' dual-clutch transmission, working in parallel with Ferrari’s new and improved '4RM-S' system, which combines all-wheel drive, and now, four-wheel steering to enhance power down and dynamic response.
The drive and steering tech is integrated with Ferrari's fourth-gen side slip control, as well as the 'E-Diff' electronic differential and 'SCM-E' suspension damping syste.
Mercedes-Benz C639/10
Open the shapely bonnet of the C 63 S and you’ll find a hand-assembled horsepower-monster engine with a printed name plaque to prove it.
The 4.0-litre twin-turbo V8 produces 375kW of power at 6250rpm, and 700Nm of torque from 2000-4500rpm. It runs a standard-fit nine-speed 'Speedshift MCT' (multi-clutch transmission) automatic, and it’s rear-wheel drive. And yes, that means it likes to boogie.
The claimed 0-100km/h time is just 3.9 seconds, and top speed is apparently pegged at 250km/h. Yeesh.
The name on the “Handcrafted by” plaque on this particular engine? Hat tip to you, Julian Rembold. This is quite a piece of work.
Efficiency
Ferrari GTC46/10
In case you're interested - and if a Lusso is genuinely on your shopping list, you're almost certainly not - claimed fuel consumption is reassuringly voracious.
Ferrari’s claimed figure for the combined (urban/extra urban) cycle is 15.0L/100km, emitting 350g/km of CO2 in the process. And you'll need 91 litres of premium unleaded to fill the tank.
Mercedes-Benz C636/10
High numbers are what AMGs are about. Sadly that’s the case not only for performance outputs but also fuel consumption.
The official combined cycle fuel use claim for the C 63 S Coupe is 10.3 litres per 100 kilometres, and you need to fill it with 98RON premium unleaded fuel, too.
On test? Well, across a mix of different driving - urban, highway, back road and spirited stints - I saw an 'at the pump' return of 12.2L/100km, while the digital readout stated 12.0L/100km.
Given the performance on offer, and how much I took advantage of it during my week with the car, that’s not bad…
Fuel tank capacity is 66 litres. So go easy if you know there won’t be a fuel stop for a while.
Driving
Ferrari GTC48/10
Although the big V12's maximum torque doesn’t arrive until close to 6000rpm, 80 per cent of it is available from just 1750, and that means the Lusso is flexible enough to dawdle around town or storm towards the horizon with massive acceleration available via a single twist of the right ankle.
We were able to burble up more than gentle inclines (at reasonable speed), in seventh gear, with the engine more or less ticking over at 2000rpm. In fact, in auto mode, the dual clutch is always keen to march towards its highest ratio.
But if the mood is a little more urgent, despite its substantial, 1.9-tonne kerb weight, (with the help of ‘Performance Launch Control’) this family-friendly force of nature can storm from 0-100km/h in just 3.4 seconds, 0-200km/h in 10.5, and on to a staggering maximum velocity of 335km/h.
From a gruff blare on start-up, through a muscular bellow in the mid-range, to a heart-pounding howl at the top end, pushing the Lusso towards its 8250rpm rev ceiling is a special event… every time.
Channelling all that forward thrust into lateral force is the job of the double wishbone front, multi-link rear suspension, with magnetic dampers and other electronic gee-whizzery in support.
Despite the 4WD system, weight balance is an ideal 47 per cent front, 53 per cent rear, with the 'SS4' torque vectoring set-up distributing torque to the front axle when required even faster than the FF.
The 20-inch Pirelli P Zero rubber grips like a Donald Trump handshake (as do the sports front seats), and the monster brakes - ventilated carbon discs front and rear - are mega.
Even in tight, first gear corners the Lusso turns in quickly and progressively thanks to the four-wheel steering and excellent electric assistance set-up, remains neutral mid-corner and slams its power down on exit.
Switch the wheel-mounted Manettino dial from 'Sport' to 'Comfort' and the Lusso settles into an impressively supple mode, deftly soaking up even sharp imperfections.
In short, this is a big beast, but point-to-point, it's a fearsomely rapid, surprisingly agile and hugely entertaining drive.
Mercedes-Benz C639/10
Just one word sprang to my mind when it comes to accurately describing the performance on offer from this car. The word is ‘brutal’.
Smash the accelerator and the power and torque on offer is enough to make your eyes feel like they’re not doing the right thing anymore. You get pushed back in your seat with a surge, and your ears are also rewarded with one of the best soundtracks in the automotive world.
The engine builds pace with enormous intent, and the sound that comes from under the bonnet and out the back through the exhausts is addictive.
Yes, there is an active exhaust button which you have to press to make sure that you hear all that noise if you’re running around in 'Comfort' mode, and during my time with the car it was active the whole time.
I had some questions from neighbours over the week that I had this car about whether it was actually nice to live with on a day-to-day basis. And the answer is yes, if you put it in comfort mode it’s surprisingly amenable.
The ride is really well sorted at pace despite having a bit of that trademark low-speed wobble that seems to afflict Mercedes products from A-Class through to the GLE SUV. But it wasn’t bad enough to really bother me, as most of my time was on highways and backroads.
The steering is direct and accurate. The only thing you need to be aware of is that you will lose traction at the rear axle when you put your foot down hard. And for the enthusiast that’s exactly what you want.
I know I want to feel the thing squirm under throttle. It’s a rear-drive V8 coupe, after all. You want to feel like you’re a vein in its bicep muscle; you know, the one you see in a weightlifter’s arms – the one that wiggles around a lot. You want to have that. Right?
On the performance front it is exceptional. Twist the little dial on the wheel to 'Sport' or 'Sport+' (I didn’t sample 'Race' mode as I wasn’t at a racetrack), and everything feels like it’s had a protein shake.
Even so, in that mode it steers brilliantly, there's a nice feel through the wheel, and the ride, while stiff, controls the body brilliantly when you change directions.
The transmission is very good, too. In Comfort mode it can take just a second or two at first to become accustomed to the idea that you want to drive aggressively.
But in Sport mode, or when you select the manual transmission mode using the trigger button on the steering wheel, you will certainly get the most out of the engine. That’s what I did when I was driving it in a ‘spirited’ manner.
If you are just after that high-end Coupe cruiser experience, it’s a relatively quiet car (provided the surface below isn’t the coarsest of coarse-chip bitumen), with enough luxuriousness to make it feel premium as well as sporty. That’s an important thing to consider, especially at this price point.
Safety
Ferrari GTC47/10
You could easily characterise the Lusso’s entire drivetrain as one big active safety system with the all-wheel drive, four-wheel steering, side slip control and E-Diff keeping even the most determined attempts to overdrive the car under control.
Add in ABS, EBD, 'F1-Trac' traction control, and tyre pressure monitoring system, and it's safety fast all the way. But a big black mark has to sit next to the lack of AEB.
If you do manage to overcome all of that and engage in a crash, there front and side airbags for the driver and front seat passenger, but no curtains front or rear. Sadly, not good enough for a car in this performance and price bracket. There are ISOFIX child restraint location anchors in each of the rear seat positions though.
The GTC4Lusso has not been tested by ANCAP.
Mercedes-Benz C638/10
There is no applicable ANCAP crash test rating for the Mercedes C-Class Coupe, nor is there one for the C 63 specification. But when it was tested back 2014, the sedan scored five stars - as you’d expect.
It is comprehensively equipped in terms of safety technology, including auto emergency braking (AEB) with pedestrian and cyclist detection (from 7.0km/h to 70km/h) and it’s active for cars from 7.0km/h to 250km/h.
Plus there’s lane departure warning and active lane keeping assistance (from 60km/h to 200km/h), blind spot monitoring with 'Active Blind Spot Assist' that will stop you from veering into oncoming traffic, front and rear cross traffic alert, and adaptive cruise control (Distronic) with traffic jam assist.
The C 63 also features 'Route Based Speed Adaptation', which can adjust your speed based on where the car thinks you are on the map. Just note - if you’re driving through new tunnels that haven’t been flashed to your car’s nav (as happened to me in Sydney during my testing week) - then you could find the car dramatically braking for surface-level intersections. You can switch the system off, thankfully.
There are nine airbags fitted, and while you mightn’t use the rear seats much there are ISOFIX and top tether points for both positions (yes, only two).
Ownership
Ferrari GTC48/10
Ferrari offers a three year/unlimited km warranty, the latter part of that equation being somewhat hilarious because most Ferraris don't travel very far… ever.
Service is recommended every 12 months or 20,000km, and the seven year 'Genuine Maintenance' program covers scheduled servicing and labour along with genuine parts, oil and brake fluid for the original owner (and subsequent owners) for the first seven years of the car's life. Brilliant.
Mercedes-Benz C638/10
Mercedes-Benz is among the minority of luxury brands now offering a five-year/unlimited kilometre warranty plan - most still have three-year cover. So that’s a tick.
And the service intervals are pegged at 12 months/20,000km. Another tick.
Plus you can either pre-pay your service plan in three-year ($3800), four-year ($6000) or five-year ($6550) plans - roll it into the finance package, and it won’t hurt quite as much.
According to Mercedes, the three-year coverage option makes for a $900 discount over pay-as-you-go servicing.
Roadside assistance covers the five-year new car warranty period, too. So Mercedes seemingly takes good care of its customers. But if you have any concerns or questions over reliability, problems, issues or complaints about the C 63, check out our AMG C 63 problems page.