Is
it possible to build a mass-produced sports cabriolet without all the normal
drop-top compromises?
Choosing
between the C63 and C63 s is simple. Because even though the S costs £6910
more, the 4-litre twin turbo V8 is recalibrated to produce 503bhp (34bhp more
than the non-s), you also get an electronically controlled limited-slip
differential, active engine mounts and a Race transmission mode. And choosing which
body style to go for is simple: it’s the coupe, surely? The saloon and estate
have a less sophisticated multilink rear axle than the coupe and the new
Cabriolet, and because the Cabriolet doesn’t have a fixed roof, it will be a heavy,
wobbly mess by comparison. Won’t it?
Well,
the Cabriolet is indeed heavier. The drop-top C63 s, despite not having a
complicated and heavy metal folding roof, is still a whopping 1925kg – 200kg
more than the coupe. however, that extra heft has only dulled the performance
slightly. The C63 s Cabriolet is only 0.2sec slower to 62mph than the coupe,
with a time of 4.1sec. its top speed isn’t far off the coupe’s either – both
are limited to the obligatory 155mph unless you specify the AMG Driver’s Package,
then the Cabriolet is limited to 174mph, just 6mph shy of the coupe’s top
speed. From the driver’s seat, the Cabriolet’s performance deficit is
imperceptible, the big V8’S 516lb ft from as low as 1750rpm making
triple-figure speeds incredibly easy to reach.
Sadly,
the extra bracing that makes up the bulk of the added weight hasn’t compensated
for the lack of a roof. You can feel the steering wheel move laterally in your
hands, and if you select the firmer damper setting, the motion is exaggerated.
When
the roof is up, there’s also the odd squeak and rattle where it meets the
windscreen. in lesser C-class drop-tops with smaller engines, such as the C43
and C220,the body copes much better and doesn’t exhibit the C63’s structural
shortfalls.
The
Cabriolet’s lack of a roof does, however, allow you better access to the
thunder emitted from the C63’S four exhausts. At start-up and idle the sound is
a deep waffling noise, typical V8, but as the revs rise it transforms into
something more akin to a .50-calibre machine gun. it’s brash, and with the
exhaust in its loudest setting, borderline offensive, but it’s still hugely
entertaining. the gearbox is the same seven
speed unit in all V8 AMGS except the AMG GT. it’s not a dual-clutch ’box, but
it’s almost as quick and as crisp as one. the only gripe is that if you wait
until the red line to change gear, the shift is slow and stunts your progress.
You have to change when the lights on the dash prompt you to, but that robs you
of the satisfaction of revving the engine out. The Cabriolet might not have the
rigidity of the coupe, but it does have the same lairy low-speed character.
With enough throttles, it will light up its rear tyres out of slow corners and the
combination of a tightly wound e-diff and quick steering means the resulting
slide is effortless. The coupe’s greatest skill is that its limits remain
approachable even at much higher speeds. The supremely controlled chassis works
in perfect harmony with the predictable rear axle and torquey engine so you
have complete confidence up to and around its limits of grip. Sadly, the drop-top
just isn’t as dependable.
it
doesn’t instill you with the same confidence because the lack of rigidity means
you can’t feel what’s going on at tarmac level in as much detail. From turn-in
to exit, it has a less aggressive attitude and doesn’t respond to your inputs
with the same immediacy. You can’t tighten your line with the throttle in
quicker corners, not that there’s under steer to combat, and it isn’t as
satisfying as the way you can control the rear Tyres with the throttle in the
coupe. The coupe, then, is still the pick of the C63 range, but the Cabriolet is
almost as much fun thanks to its colossal engine and wonderfully progressive
rear end.
Will
Beaumont
0 comments:
Post a Comment