Mercedes-Benz C63 VS BMW M4
- 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
- Adaptive suspension
- Ripping dual-clutch auto
- No AEB
- Awkward access to tight rear seats
- So-so warranty
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.
|Fuel Type||Premium Unleaded Petrol|
When it comes to cars, the letters B, M, and W carry huge credibility. But the extra letters and numbers that follow make all the difference.
A second M for example, means the hot rodders in the Munich maker's performance and racing skunkworks have played with everything from the drivetrain, aero and suspension, to the rims, rubber and interior design.
The number sitting next to it then determines whether you're looking at a compact firecracker (M2), fast-lane monster (M5), or bruising family truckster (X6 M). But every now and then some additional letters find their way onto even a BMW M car's bootlid.
In this case, a C and an S are significant additions to the already impressive M4 badge. They stand for Coupe Sport and were famously applied to BMW's achingly beautiful (E9) coupes of the late 1960s and early '70s.
So, with the howling echo of that all-time classic's in-line six ringing in its ears, the new M4 CS stands up as a proper high-performance coupe, pitched against the likes of Audi's recently reborn RS 5, the Lexus RC F, and Merc-AMG's soon-to-arrive C 63 S Coupe.
Does the CS legend live? Read on to find out.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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 BMW M4 CS is every bit as fast and engaging as you'd expect it to be. But be prepared for the day-to-day compromises that go with its pared back interior layout. It's beautifully engineered and dynamically excellent, but will have its hands full when Merc-AMG's similarly sized and priced (updated) C 63 S Coupe arrives shortly to rattle its cage.
Is the BMW M4 CS your kind of four-seat sledgehammer? Tell us what you think in the comments section below.
BMW offers the 'Service Inclusive' program, a one-off advance payment to cover scheduled costs at the 'Basic' or 'Plus' level.
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.
The M4 in either entry-level Pure, or next-step-up Competition spec already looks like John Cena in a 10-year-old's t-shirt, with muscular bumps, curves and cuts extending aggressively in all directions. From its bulbous 'power dome' bonnet, to the pumped-up guards and gaping vents, the M4 screams 'don't argue'.
But this CS version borrows heavily from the track-focused M4 GTS (phased out earlier this year) and dials the aggro up a few notches.
A Matterhorn-sized bulge in the centre of the lightweight CFRP (Carbon-Fibre Reinforced Plastic) bonnet descends towards a broad air extraction vent that could double as a stormwater drain in bad weather.
The front, exposed carbon splitter is a slightly less accentuated version of the GTS's race-ready set-up, and the signature kidney grille is finished in menacing gloss black.
That black finish, part of the standard BMW Individual 'Shadow Line' package, also extends to the side-window trim, window recess covers, and vents on the front wings.
CFRP (unpainted this time) reappears on the roof, and an exposed carbon Gurney flap-style spoiler adds a touch of flash and aero efficiency to the bootlid. A nice match for the carbon diffuser below.
Suitably wide black alloy rims (19-inch front, 20-inch rear) further enhance the intimidating look, with twin LED headlights and an 'Organic rear lighting system', the latter another lift from the GTS, delivering an impressively vivid display.
The interior is familiar BMW territory, but it does feel like you've had a nasty break-up and your significant other has filled the moving van with all the luxury bits.
The leather and Alcantara trimmed sports seats are classy and racy enough, but the door cards are made from a natural-fibre composite BMW calls 'Nawaro'. There are no storage pockets, and you get a webbing strap to help pull the door closed.
Super lo-fi, and bafflingly, the 'armrest' slopes downward at an angle that, despite an Alcantara-trimmed pad, makes it just about impossible to actually rest your arm on it. Perhaps it adds some wheel-twirling elbow room, but for the other 99 per cent of the time it's just annoying.
Although trimmed in contrast-stitched Alcantara, the centre console is also a rudimentary affair, with no storage box between the front seats or adjustable air vents for rear-seat passengers. It might be good for weight saving, but it's not so great in terms of day-to-day practicality (which we'll get to shortly).
There's more Alcantara on the M Sport steering wheel (a leather wheel is a no-cost option) and dash-panel insert, with the CS designation neatly called out in mosaic-style lettering near the centre stack.
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.
When it comes to cars, practicality is a subjective area. The M4 CS offers plenty of space for the driver and front-seat passenger, with room for two more in the back, as well as a decent boot. Practical, right?
But day-to-day details make all the difference and the drive to simplify the CS's cabin and reduce the car's overall weight has seen many common interior-storage options deleted.
The price CS owners pay for racy minimalism is a complete absence of door bins, no lidded box between the front seats, and no oddments tray in the middle of the centre console. Just a pair of cupholders ahead of the gearshift, and a shallow tray beyond that.
If you and a friend get into the car each carrying a standard load of personal junk like a phone, keys, wallet, and a beverage of some description, capacity is immediately exceeded.
Yes, you can shove all that 'stuff' into the (medium-sized) glove box, and that's probably the safer option anyway. But it's not as convenient as slipping things into strategically placed bins and boxes.
In terms of charging/connectivity there's a 12-volt outlet between the cupholders, and a single USB port oddly placed towards the rear of the centre console.
And while there are two seats in the back, getting to them requires the flexibility of a side-show contortionist, and the patience of a Tesla Model 3 reservation holder (the electric system that slides the front seat forward is glacially slow).
Even once you've managed to thread the needle through to the back, headroom is tight, so it's fine for kids and an occasional-only option for grown-ups. There are no cupholders or even a fold-down centre armrest back there, but there is a small, open oddments tray between the seats.
A cargo net is standard, there are four tie-down anchors, a small netted storage section behind the passenger side wheel tub, a cubby on the opposite side, shopping-bag hooks and conveniently placed handles, which release the 60/40 split-folding rear seat backs to liberate more room.
Don't bother looking for a spare wheel of any description. A repair/inflator kit is your only option.
Price and features
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.
In a classic less-is-more (money) scenario, the $189,529 BMW M4 CS cops a decent serving of standard features, but misses out on some of the luxury trimmings included on the next-rung-down M4 Competition ($156,710).
Standard inclusions run to adaptive LED headlights (including 'BMW Selective Beam' anti-dazzle tech), adaptive M suspension, combination 'Merino' leather/Alcantara seat trim, Alcantara-wrapped 'M' sports steering wheel (with blue/red stitching), a configurable head-up display, a 'BMW Individual' Anthracite roofliner, 'Comfort Access' (keyless entry and start), plus the 'iDrive6' multimedia system (managed via controller, touch or voice) running through an 8.8-inch, high-definition screen.
There are also big 10-spoke forged alloy rims, front-seat heating, sat nav, automatic headlights, rain-sensing wipers, front and rear park distance control, 'Surround View' parking assist, and the 'BMW ConnectedDrive' suite ('BMW Connected+' smartphone app, real-time traffic info, concierge services, and more).
That's a heavyweight equipment list for a car that's all about lightness. Inside, besides the basic door and centre console arrangement, the other significant concessions to kilo stripping are a 'specially adapted' 12-speaker version of Harman/Kardon's 'Surround Sound' audio system with DAB+ digital radio (16-speaker in the Competition), and a simplified, single-zone climate control set-up (dual-zone in the Competition).
Kind of like the CEO wearing a Swatch watch; they're wealthy and powerful, but 'all about performance', so they wear a functional, conspicuously un-flashy timepiece. They still live in a $10m penthouse apartment, though.
Engine & trans
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.
Like its E9 coupe forbear, the M4 CS is powered by an in-line six-cylinder engine, but things have moved on over the last 50 years, and the current (S55) engine offers a mechanical case study in the marriage of high-performance and efficiency.
The all-alloy unit features direct injection and twin turbos, the key drivers behind a stonking 600Nm of maximum torque (50kW up on the M4 Competition), available from 4000-5380rpm, and peak power of 338kW (+7kW), arriving at 6250 rpm.
It also features a 'charge air' (air-to-air) intercooler, 'Double Vanos' variable cam timing, and 'Valvetronic' variable valve lift (inlet and exhaust side).
The sleeveless cylinders use 'Electric Arc Wire Spray' technology to form a thin coating of iron on the cylinder walls, to save weight (no cast-iron liners) and reduce manufacturing complexity. And the engine's closed-deck design increases the block's torsional rigidity, enabling a substantial 10.2:1 compression ratio and use of a lightweight, forged crankshaft.
Transmission is a seven-speed 'M Double-Clutch' (M DCT) dual-clutch auto, complete with dedicated oil cooler, and drive is distributed across the rear axle via an electronically controlled, multi-plate 'Active M Differential'.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.3L/100km, the twin-turbo six emitting 194g/km of CO2 in the process.
Over roughly 350km of city, suburban and freeway driving (much of it 'enthusiastic') we recorded 10.9L/100km (at the bowser) An impressive number for such a strongly performance-focused machine.
Minimum fuel requirement is 98 RON premium unleaded, and you'll need 60 litres of it to fill the tank.
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.
Let's get it out of the way. The M4 CS is fast. Anything running 0-100km/h in less than four seconds gains admission to a seriously rapid club, and BMW claims 3.9sec for this car (an exact match for the soon-to-arrive Merc-AMG C63 S Coupe).
We might have given the standard launch-control system a go, and may be able to confirm straight-line acceleration from step-off will compress your chest like an over-zealous lifesaver at CPR practice.
But just as impressive is the in-gear thrust, with 80km/h to licence loss (120km/h) covered in only 3.4sec. Which plays to the twin-turbo six's strength, with maximum torque arriving at a relatively high 4000rpm, and remaining on tap until 5380rpm.
Power doesn't reach its peak until 6250rpm, with the rev ceiling sitting at 7600rpm; impressively high for a twin-turbo engine.
Everything from the DSC, ABS, and active suspension to the active diff, electrically assisted steering and seven-speed, dual-clutch transmission has been tuned specifically for the M4 CS.
The 'M DCT' auto is agreeably civilised at parking speeds, yet shifts positively and rapidly, especially in manual mode, under pressure at higher pace.
An M Sport exhaust system features electronically controlled flaps sitting directly in front of the rear mufflers, and varies the intensity of the accompanying soundtrack according to drive mode and level of aggression. It sounds suitably angry, but those hoping for the soaring purity of say the (S54) naturally aspirated in-line six found under the bonnet of the E46 M3 will be left hankering for the good old days.
Front suspension is a modified MacPherson strut design, with a five-link set-up at the rear, and data from wheel-acceleration sensors on each corner is used to recalibrate each damper's setting every 2.5 milliseconds.
The drivetrain, suspension and steering can each be dialled into 'Comfort', 'Sport' or 'Sport+' modes, and the CS's ride changes markedly in the switch from Comfort to Sport; the former proving compliant and smooth rolling over rough city surfaces, and the latter keeping things reassuringly buttoned down on a B-road blast.
Although BMW says that, unlike the M4 GTS, it has deliberately steered the M4 CS away from a focus on the circuit (no roll cage, no adjustable splitters or spoilers) we'd suggest it's best to keep the Sport+ suspension setting for track days unless you're already planning on replacing some of your older fillings.
Speaking of track days, BMW says the M4 CS's dynamics were “honed on the Nurburgring Nordschleife” where it's recorded a best lap time of 7:38, which is as fast as a Ferrari 458 Italia and Lexus LFA. That's very, very impressive.
At 1580kg the M4 CS is 35kg lighter than the M4 Competition (1615kg), and just five kegs under the Pure (1585kg), so despite all the light-weighting hype it's worth remembering we're still looking at a car tipping the scales at just under 1.6 tonnes.
The electromechanical steering can also be tuned through the three performance modes, and Sport delivers the best combination of quick turn-in, agreeably linear assistance and decent road feel.
But putting the CS's power down out of even moderately quick, tight corners is less convincing. The big forged-alloy rims (19-inch front, 20-inch rear) are shod with ultra-high-performance Michelin Pilot Sport Cup 2 rubber (265/35 front – 285/30 rear).
Squeezing the power in smoothly but quickly, the semi-slick tyres feel like they need more heat in them. Without going anywhere near the DSC's more taily 'M Dynamic' modes, and despite the active diff, the rear of the car will squirm when fed full throttle acceleration on corner exit, unsettling overall balance. Less edgy Michelin Pilot Super Sport tyres are a no-cost option.
The standard M sport front seats look the part (the M4 logos in the backrest illuminate!) and grip firmly without any discomfort for this 183cm tester.
And when it comes to slowing everything down, the standard brakes run to big ventilated discs front and rear, clamped by four-piston calipers at the front, and two-piston at the rear.
Our test example was optioned with the $15,000 'M carbon ceramic' package featuring humungous carbon rotors, thumping six-piston calipers up front, and four-piston rear. For that money you'd expect Le Mans-style braking performance, and while we didn't exactly put them to a 24-hour high-speed test, firm application of the left-hand pedal will consistently stand the car on its nose.
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 BMW 4 Series (and by extension the M4 CS) hasn't been assessed for crash safety by ANCAP or EuroNCAP, but boasts a solid array of active and passive safety tech, with several notable omissions.
To help you avoid a crash the M4 CS features ABS, brake assist, EBA, EBD, 'Cornering Brake Control' (CBC), Dynamic Stability Control (DSC), Dynamic Traction Control (DTC) and dry braking, 'Emergency stop signal', lane-departure warning and a tyre-pressure-monitoring system.
M4 owners also receive a complimentary BMW Intensive Driving Experience course (one person per vehicle purchase), which is arguably the best crash prevention measure of all.
But significantly, there's no AEB (Auto Emergency Braking) or other, more recent safety bits and pieces (found on other current BMW models) like blind-spot monitoring, forward-collision warning, fatigue detection, reverse collision avoidance, or speed-sign recognition and warning.
If all else fails and a collision is unavoidable passive safety tech runs to head and side airbags for the driver and front passenger, as well as curtain airbags covering front and rear. But again, things like an active bonnet and active front head restraints, fitted elsewhere in the BMW world, are MIA.
There are ISOFIX child-restraint anchors with top tether points in each of the rear seat positions.
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.
Warranty cover is three years/unlimited km, with 24/7 roadside assistance included for three years, and additional support from BMW 'Servicemobiles' (07:00 – 23:00 every day) staffed by trained techs and stocked with key service parts.
Maintenance on all BMW 4 Series models is controlled by a 'Condition Based Servicing' system which piles real-time data (mileage, time since last service, fuel consumption, and how the car has been driven) into a specific algorithm to determine whether an annual vehicle inspection or (oil) service is due.