- Doors and Seats
4 doors, 5 seats
- Engine
5.5i, 8 cyl.
- Engine Power
270kW, 510Nm
- Fuel
Petrol (98) 12L/100KM
- Manufacturer
RWD
- Transmission
Auto
- Warranty
3 Yr, Unltd KMs
- Ancap Safety
NA
Mercedes-Benz C55 AMG
After an absence of four years, V8 power has made a welcome return to the Mercedes-Benz C Class range in the shape of the new C55 AMG sedan. Its arrival gives buyers with about $160,000 to spend on a 250kW-plus Euro roadburner a delicious quartet of cars to ponder. Will it be the BMW M3, Audi S4, Jaguar S-Type 4.2R or the C55 AMG?
Eeny, meeny, miney, mo. Well, almost. The C55, at $159,900, uses a 24-valve, 5.4-litre V8 that produces 270kW of power at 5750rpm and 510Nm of torque at 4000rpm. These outputs are bettered only by the Jaguar's supercharged 4.2-litre V8, which hammers out 298kW - 400 horsepower in the old money - and 553Nm.
Behind the V8 is a five-speed sequential automatic. The C55 AMG receives the recent C Class running gear update, including wider tracks and a more direct steering ratio. MacPherson strut front/multilink rear suspension has 20 percent stiffer springs than standard and gas-charged dampers.
Electronic stability control and subsidiary systems are tailored to AMG's higher-performance parameters and the more enthusiastic driving style of its owners. The brakes have been similarly tweaked, with larger, vented discs at both ends, drilled at the front.
Eighteen-inch alloy wheels are shod with 225/40 (front) and 245/35 (rear) Pirelli PZeros. The C's snout has been extended 8mm to fit the V8 in the engine bay. At the rear, two pairs of chromed tailpipes indicate that this is not your cooking-model C Class.
The cabin features AMG sports seats, power-adjustable, heated and upholstered in perforated leather and fake suede. Other AMG bits include: four chrome-rimmed instruments; a 320kmh speedo (about now, those who get hysterical about this sort of thing will be calling their favourite talkback radio station); a contoured, leather-wrapped steering wheel with shift buttons on the back of the horizontal spokes; finely ribbed aluminium dash and door inlays; metal pedals; and brushed, stainless-steel kick plates.
The silky-smooth V8 doesn't feel brutal in the American manner, but it is. The deep, primal note from the pipes - even at cruising revs - is unsubtle for a Euro V8. It is relatively low-geared and busy, so acceleration is immediate and rapid. It is properly into stride at 3000rpm, from where it responds instantly and spins in full, uninhibited glory to the 6600 rev limiter. The zero-to-100kmh sprint takes a mere 5.7 seconds.
Five ratios will do for a V8 with this level of tractability. Lazy gear changes occur in Comfort mode. The Standard program produces quicker kickdown and more revs.
In Manual mode, you change gears with the lever or the wheel buttons. And, for once, manual means manual. AMG has reprogrammed the Benz five-speed so it won't shift up when you approach the rev limiter or back off or brake for a corner; nor will it kick down when you push the pedal harder. Whatever the method of shifting, each gear segues smoothly and crisply to the next.
Torque convertor lockup starts in first, so you have effective drive 99 percent of the time. When powering out of a tight corner, the electronic stability control permits a slight break in traction and a few degrees of tail-out attitude, while it seamlessly restores grip and drive. It can be switched off, but maintains an emergency intervention threshold.
With a V8 up front, a nose-heavy feel with some understeer was expected in the C55's dynamic character. However, the all-alloy engine weighs only 172 kilograms, which contributes to remarkably agile handling for a Benz. It's not quite as nimble as the BMW M3, but it is very close and, certainly, the sharpest-handling sedan to wear the three-pointed star.
The suspension delivers faultless body control and is untroubled by rough surfaces. The steering is tactile and accurate at speed. Given the C55's athleticism, it could be a touch more direct for a bit less wheel-twirling in tight bends. It's also heavy when parking.
The brakes are suitably powerful and progressive at speed, though around town the pedal has that typical Benz initial sponginess.
The ride, though hardly supple, is compliant, considering the C55's sporting intent and minimal tyre sidewall depth. The suspension effectively irons the sharp edges out of bumps. The driver's seat, generously padded by German standards, holds you securely when cornering. It's an excellent all-day-drive seat.
Long-travel and power height/reach adjustment for the wheel are provided. The wheel automatically swings up when you remove the ignition key to allow for easy exit and entry. Some tall drivers may find the standard sunroof restricts headroom.
You sit in a compact, cockpit-style space with all switches, wands and controls close at hand, alongside useful oddment storage. Interior fit and finish on the test car was fine.
COMAND, the screen-based satellite navigation, audio and phone system, is standard; you can circumvent its complexity by doing the basics with buttons on the wheel.
The equipment list also includes six airbags, a six-stack CD (in the glovebox), automatic air, cruise control with speed limiter, xenon headlights and rain-sensing wipers.
Rear-seat access and space are on the tight side - particularly with tall occupants up front. The seat, though, is very comfortable for two and headroom is adequate for those up to 185cm. Boot space is reasonable and can be extended with the 60/40 split-fold rear-seat backrest. A space-saver spare is under the floor.
The C55 AMG is the best sports sedan I've driven. Its dynamics are precise and balanced. The engine provides the thunderous performance and Wagnerian soundtrack that only a V8 can - and the sequential transmission does what it's told. The C55 is also easy to live with, luxuriously comfortable by sport standards and great value.
In nine years of Drive road tests we have awarded the maximum five-star rating to only eight cars (the M3 three times, 911 twice, WRX, Honda S2000 and BMW X5 turbo diesel). Now it's nine.