Alpine A110 VS Mercedes-Benz C63
- Modest safety tech
- So-so warranty
- Amazing power
- Addictive sound
- Impressive to drive in most situations
- Price is high
- Still not 100 per cent on the Coupe’s looks
- No applicable ANCAP score
Dieppe. A pretty seaside community on the northern French coast. Established a mere thousand years ago, it's copped a hammering in various conflicts, yet retained its beautiful 'marine promenade', a handy reputation for top-notch scallops, and for the last 50-odd years, one of the world's most respected performance carmakers.
Alpine, the brainchild of one Jean Rédélé - racing driver, motorsport innovator, and automotive entrepreneur - is still located on the southern edge of town.
Never officially imported into Australia, the brand is virtually unknown here to all but committed enthusiasts, with Alpine having an illustrious rally and sportscar racing back-story including victory in the 1973 World Rally Championship, and the 24 Hours of Le Mans in 1978.
Rédélé was always committed to Renault, with the French giant eventually buying his company in 1973, and continuing to produce brilliant, lightweight road and racing Alpines until 1995.
After a close to 20-year hibernation, Renault reanimated the brand in 2012 with the stunning A110-50 concept racing car, and then the two-seat, mid-engine machine you see here, the A110.
It's clearly inspired by the Alpine of the same name that wiped the rallying floor clean in the early 1970s. Question is, does this 21st century version build or bury that car's iconic reputation?
|Engine Type||1.8L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
|Engine Type||4.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Don't let the overall score fool you. The Alpine A110 is an instant classic. While practicality, safety and ownership costs don't set the world on fire, it delivers a driving experience that makes everything right with the world every time you get behind the wheel.
Would you like an Alpine A110 in your toy box? Tell us what you think in the comments section below.
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.
The final example of the original Alpine A110 rolled out of the Dieppe plant in 1977, and despite more than four decades separating it from this newcomer, the 2019 A110 is effectively a new-generation version.
Much more than a tip of the hat to a special predecessor, the new A110 perfectly updates the distinctive, purposeful look of its not-so-ancient ancestor.
In fact, head of the A110 design team, Antony Villain says, "We wondered; if the A110 never went away, if this new car was the sixth or seventh generation A110, what would it look like?"
Appropriately finished in a very French shade of 'Alpine Blue', our test example was one of 60 'Australian Premiere Edition' cars, and the design is full of intriguing details.
At just under 4.2m long, 1.8m wide, and only a touch over 1.2m high the two-seat A110 is compact to say the least.
It's raked LED headlights and round fog lights are recessed into the markedly curved nose in a complete and unabashed reload, with circular LED DRLs accentuating the throwback effect.
The overall look of the carefully scalloped bonnet is also familiar, with a huge under-bumper grille and side ducts creating an air curtain along the front wheel wells to finish off the treatment with a focused, technical touch.
A steeply raked windscreen runs up to a small turret with a broad channel running down its entre, and the flanks are narrowed by a lengthy, aero-influenced indent.
A case study in tightly wrapped surfacing, the rear-end is equally taut, with elements like 'X-shaped' LED tail-lights, tightly curved rear screen, single central exhaust outlet and aggressive diffuser continuing the expressive design theme.
Aero efficiency is a major influence, and as well as the diffuser careful inspection of the rear side window reveals a neat duct at its trailing-edge funnelling air to the mid/rear-mounted engine, and the underbody is smoothed near flat. An overall drag co-efficient of 0.32 is impressive for such a small car.
The A110 also proudly wears its French heart on its sleeve, with an enamel version of Le Tricolore attached to the C-pillar (and various points around the interior).
Eighteen-inch Otto Fuchs forged alloy rims fit the car's style and proportions perfectly with body-colour matching blue brake calipers poking through the delicate split-spoke design.
The interior is all business with racy Sabelt one-piece bucket seats setting the tone. Trimmed in a combination of quilted leather and microfibre (which extends to the doors) they are separated by a floating, flying buttress-style console housing key controls above and a storage tray (including multi-media inputs) below.
Highlights include cool body-colour panels in the doors, a Ferrari-like push-button gear selection set-up, slender alloy manual shift paddles attached to the steering column (not the wheel), matt carbon-fibre accents on the console and around the circular air vents, and a 10.0-inch TFT digital instrument cluster (which morphs to suit Normal, Sport or Track modes).
The A110's chassis and body are made from aluminium, with a brushed form of that material adorning everything from the pedals and perforated passenger footrest to multiple dash trim pieces.
Quality and attention to detail is outstanding to the point that just getting in the car feels like a special occasion. Every time.
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 is the oil to a two-seat sports car's water. If you want day-to-day functionality, look elsewhere. Quite rightly, the Alpine A110 puts driver engagement at the top of the priority list.
That said, with limited real estate to work with the car's development team has made it liveable, with a surprising amount of boot space included, and modest storage options snuck in around the cabin.
The heavily-bolstered, high-sided sports seats, necessitate use of the 'one hand on the A-pillar and swing in/out' technique for entry and exit, which won't suit everyone. And once inside several things are missing.
Glove box? No. If you need to refer to the owner's manual or grab the service book, they're housed in a small satchel attached to the bulkhead behind the driver's seat.
Door pockets? Forget it. Cupholders? Well, there's one, it's tiny, and located between the seats where only a double-joined circus contortionist could reach it.
There is a long storage bin under the centre console, which is helpful, although it's hard to reach in and actually extract things placed in it. Media inputs run to two USBs, an 'aux-in' and an SD card slot, but their location at the front of that lower storage area is tricky, and there's a 12-volt outlet just in front of the unreachable cupholder.
However, if you and a passenger want to head off on a weekend road trip, amazingly, you can take some luggage with you. With the engine located between the axles there's room for a 96-litre boot at the front and a 100-litre boot at the rear.
We managed to fit the middle (68-litre) hard suitcase from our three-piece set (35, 68 and 105 litres) in the broad but relatively shallow front boot, while the wider, deeper, but shorter rear boot is best for soft bags.
Another missing item is a spare tyre, with a neatly packaged repair/inflator kit your only option in the case of a puncture.
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
At $106,500 before on-road costs the Alpine A110 Australian Premiere Edition competes with an interesting range of similarly specified lightweight two-seaters.
The first that springs to mind is the achingly beautiful, mid-engine Alfa Romeo 4C Coupe at $89,000. For some, its exotic carbon chassis is underpinned by a too-firm suspension and the unassisted steering is difficult to deal with. For others (including me) it offers an exceptionally pure driving experience (and those that can't cop its physical nature need to harden up).
Lotus founder Colin Chapman's engineering philosophy, "Simplify, then add lightness" is alive and well in the form of the Lotus Elise Cup 250 ($107,990), and less than $10k more than the A110's MRRP delivers access to Porsche's thoroughbred 718 Cayman ($114,900).
Of course, part of the A110's substantial price tag relates to its all-alloy construction and the low-volume production techniques required to execute it. Not to mention development of an all-new design and global kick-start of a respected but dormant brand.
So, it's not all about bells and whistles, but for the record, a breakdown of this lightweight screamer's standard equipment list includes: 18-inch forged alloy rims, an 'Active-valve' sports exhaust system (with engine noise aligned to drive mode and speed), brushed aluminium pedal covers and passenger footrest, leather-trimmed Sabelt one-piece sports seats, auto LED headlights, satellite navigation, climate control air, cruise control, rear parking sensors, and electric heated, folding wing mirrors.
The 'Alpine Telemetrics' driving data system provides (and stores) real-time performance metrics including power, torque, temperatures, and turbo pressure, as well as lap times for track day warriors. And you'll also pick up a leather and microfibre-trimmed sports steering wheel (complete with 12 o'clock marker and Alpine Blue topstitching), stainless steel door sills with Alpine branding, dynamic (scrolling) indicators, auto rain-sensing wipers, and a 7.0-inch multimedia touchscreen including 'MySpin' mobile phone connectivity (with smartphone mirroring).
Audio comes from French specialist Focal, and although there are only four speakers, they're special. The main (165mm) speakers in the doors use a flax cone structure (flax sheet sandwiched between two glass fibre layers) and (35mm) aluminium/magnesium inverted dome tweeters sit at either end of the dashtop.
Certainly enough to be going on with, but at more than $100k we'd expect to see a reversing camera (more on that later), and the latest safety tech (more on that later, too).
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.
Engine & trans
Alpine has modified the intake manifold, exhaust and overall calibration, but the big difference here is that although it's still transversely mounted, in the Alpine the engine sits in a mid/rear position and drives the rear wheels (rather than in the R.S.'s nose driving the fronts).
Featuring direct injection and a single turbo it produces 185kW at 6000rpm, and 320Nm of torque from 2000-5000rpm, compared to 205kW/390Nm in the Megane R.S. But the Alpine's 356kg weight advantage means it boasts a 169kW/tonne power-to-weight ratio, while the Megane sits at 141kW/tonne.
Drive goes to a Getrag-sourced seven-speed (wet) dual-clutch auto transmission, with Alpine-specific ratios inside.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 6.2L/100km, the 1.8-litre four emitting 137g/km of CO2 in the process.
Over close to 400km worth of often 'enthusiastic' driving, taking in city, suburban and freeway running we recorded an average of 9.6L/100km.
Definitely a miss, but not bad when you consider we hit the off switch for the standard stop-start system on a consistent basis and regularly took advantage of the accelerator pedal's ability to move towards the floor.
Minimum fuel requirement is 95 RON premium unleaded, and you'll need just 45 litres of it to fill the tank.
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.
Weighing at just 1094kg (target weight was 1100kg), with a 44:56 front-to-rear weight distribution, the all-aluminium A110 is every millimetre the mini-supercar you'd hope it to be.
It only takes two to three rotations of the Alpine's wheels to realise it's exceptional. The Sabelt seat is superb, the chunky steering wheel perfect, and the engine instantly eager to get on with it.
The electro-mechanical power-assisted steering feels just right from the first corner. The rack is quick and road feel is intimate without the crashy feedback penalty paid by the Alfa 4C.
Engage launch control and you're blasting from 0-100km/h 4.5sec, with the engine adding a suitably raucous backing track, a full charge of air rasping through the inlet manifold just behind your ears. Spinning up to the close to 7000rpm rev ceiling is pure pleasure, with peak torque available from just 2000rpm all the way to five grand.
Pressing the wheel-mounted 'Sport' button sharpens gearshifts and holds low ratios for longer, with the already slick dual-clutch really getting its race face on. Hold in the down lever in manual mode and the transmission will instantly shift through to the lowest gear engine revs will allow, the Active-valve sports exhaust chipping in with rude pops and bangs on the over-run. 'Track' mode is even more hardcore, allowing a greater element of slip in cornering. Brilliant.
The engine's mid/rear location delivers a low roll-centre and the double wishbone suspension set-up (front and rear) manages to combine super-sharp dynamic response with a surprisingly civilised ride.
Alpine says the A110's light weight and ultra-rigid chassis mean its coil springs can be reasonably soft and anti-roll bars light so even our truly ordinary urban blacktop doesn't cause too much distress.
The A110 is beautifully balanced, amazingly agile, and satisfyingly precise. Weight transfer in quick cornering is managed to perfection, the car remaining stable, predictable and hugely entertaining.
Grip from the Michelin Pilot Sport 4 rubber (205/40 fr - 235/40 rr) is tenacious, and the torque vectoring system (by braking) quietly keeps things pointing in the right direction if an over-zealous pilot begins to overstep the mark.
Despite the A110's modest kerb weight braking is professional grade. Brembo provides ventilated 320mm rotors (front and rear) with four-piston alloy calipers at the front and single-piston floating calipers at the rear. They're progressive, powerful and consistent.
The only downsides are a clumsy multimedia interface, and the annoying lack of a reversing camera. But who cares, this car is amazing.
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.
In terms of active safety, the A110's sheer dynamic ability will help you avoid an unfortunate incident, and specific tech includes ABS, EBA, traction control, stability control (disconnectable), cruise control (with speed limitation) and hill-start assist.
And when it comes to passive safety you're protected by an airbag for the driver and one for the passenger. That's it. Weight-saving, eh? What can you do?
The Alpine A110 hasn't been assessed for safety performance by ANCAP or EuroNCAP.
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).
The Alpine A10 is covered by a three-year/100,000km warranty with a twist. According to Alpine, the first two years are covered for unlimited kilometres. And if at the end of the second year total kilometres remain less than 100,000, the warranty continues into a third year (still to an overall cap of 100,000km).
So, you can sail over the 100,000km mark in the warranty's first two years, but that means you won't get a third.
Complimentary roadside-assist is provided for 12 months, continuing for up to four years if your Alpine is regularly serviced at an authorised dealer.
There are currently three dealers only – one each in Melbourne, Sydney and Brisbane – and service is recommended every 12 months/20,000km, with the first two costing $530 each, and the third ramping up to $1280.
You'll also need to factor in a pollen filter ($89) at two years/20,000km and accessory belt replacement ($319) at four years/60,000km.
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.