In swapping 349bhp V6 for 362bhp V8 (from the CLK 55 AMG) to coincide with the C-Class’s mid-life facelift, the AMG engineers saw an opportunity to maximise the benefits of the chassis modifications planned for the regular C. Most obviously, the steering is seven per cent quicker. Doesn’t sound much, but with just 2.7 turns it’s more accurate and precise, especially around the on-centre position, as well as requiring noticeably smaller wheel movements. Very un-Mercedes- Benz.
The impression of greater agility begins here and is well supported by a 14mm-wider front track, 20 per cent firmer springs and dampers, and subtle revisions to the suspension’s kinematics.
AMG has also rethought it’s philosophy on how the (standard and still five-speed) automatic gearbox functions. A new manual mode – in addition to sport and comfort modes – means just that. No kickdown and, more important, no changing up at the engine cut-out. What a difference this makes to the driver’s feeling of being coupled with the car and being ready for action when the right road opens up to issue the challenge.
As a result, the C55 feels much better sorted than the C32, and the driver more connected. It’s an altogether more satisfying and natural performance car, the handling always flaunts its greater fluency and near neutrality, so the C32’s understeer is a thing of the past.
Exceptional body control helps, as does knowing that the gearbox isn’t about to jump up a ratio just when the car’s leaning hard on the outside rubber through a favourite apex. I’m not saying the C55 is going to knock the M3 from its perch as the performance benchmark – even if you could forget the Beemer’s near eight-grand price advantage – but it’s much closer, and far more rewarding than Audi’s (also V8) S4.
Yes, the ride is firmer, softer suspension bushes not quite compensating for the tauter chassis tuning, but it’s only really sharp ridges that catch out the stiff sidewalls of the new 18in rubber. Predictably, the brakes are massively strong, but the pedal’s too high above the accelerator.
AMG’s subtle-muscle approach to the styling remains as strong as ever. Good. Only those who know about these things will notice the understated C55, despite four oval exhaust pipes and an extended (by 80mm) nose, flatter grille and clear-lens headlights, the bonnet (plus raised three-pointed star) which comes from the CLK and the delicate extensions to the front wheelarches.
Could be an important breakthrough this, for it’s the first time AMG has altered the sheet metal for one of its models. Buyers get the no-cost choice between the old C32-style double-spoke alloys or the exquisite new five-spoke silver rims of the test car.
Under the bonnet (that now lifts without taking the grille with it) is AMG’s crushing, if ubiquitous, 5.4-litre V8. The sohc, three-valves-per-cylinder V8 is red-lined to 6800rpm, pumps out 295lb ft of torque at just 2000rpm, with a peak 376lb ft at 4000rpm, to bestow the C55 with the effortless energy, almost regardless of speed, that represents everything AMG stands for. It’s near-silent at idle, but the engine’s hard-edged intensity, when worked, is just right for this car.
It also works brilliantly with the adaptive automatic transmission that offers the choice of manual shifting between buttons behind the wheel spokes, or the now-traditional Mercedes console selector, whose action is all the better for being noticeably more heavily spring-loaded.