Just 2 decades ago, a Mercedes S600 with twin-turbo V12 power tipped the scale at just over 2 tons. Today, a C-class is heavy enough to match that. We are talking about the new C63 S E Performance, the heaviest C-class ever produced.

Ridiculously, this car has the fewest cylinder count, too. While its ancestor 190E was fitted with some hot 4-cylinder engines, since the line got the name C-class in the early 1990s, its AMG models sought power from either straight-six, V6 or V8, and most often the latter. However, in the view of tightening emission limit and the migration to full electric power, even AMG could not resist the change, hence the first AMG C63 powered by a 4-pot engine and plug-in hybrid power.

Undoubtedly, losing a mighty V8 and its sonorous induction and exhaust note will raise many eyebrows. To compensate, AMG has no choice but to increase power and performance way beyond its predecessor. Here comes the eye-popping figures: 680 horsepower in total and 1020 Nm (752 lbft) of torque. That's 170 hp and 236 lbft stronger than the outgoing V8 model ! Translate to speed, it means 0-60 mph cut by 0.6s to merely 3.3 ticks, beating the new BMW M3 Competition xDrive by a tenth. On the downside, top speed drops from 180 to 174 mph if you opt for AMG driver package. Otherwise, it is still capped at 250 km/h.



The petrol engine is a 2.0-liter turbo with codename M139l. It is not just the longitudinal version of the M139 unit that powers AMG A45, but is also benefited from new development, most notably an electrically assisted turbo that is both larger, hence boosting higher pressure, and far more responsive at lower revs. In fact, the same arrangement has been used on SL43 as well as the lesser C43, but while those versions rely on 48V electrical system to power the electric turbocharger, the C63 makes use of its 400V battery system, no wonder it is easily the most powerful production 4-cylinder ever built, with maximum output rated at 476 hp at 6750 rpm, while max. torque reaches a new height of 402 lbft at 5250-5500 rpm. That's 55 hp and 33 lbft stronger than its A45 S sibling.

The electric part of the hybrid equation is plug-and-play, taking straight from the recent GT63 S E Performance. It combines a 204 hp / 236 lbft electric motor, a 2-speed gearbox (which switches to the higher gear from 87 mph) and an electronic-controlled LSD in a single package called EDU (Electric Drive Unit), mounted at the rear axle. Right above the EDU is a 6.1 kWh lithium battery pack, which gives a dismal zero-emission range of 8 miles but can supply 95 horsepower continuously or 204 hp for up to 10 seconds. This means, the car is capable to deliver its maximum 680 horsepower for 10 seconds, or 571 horsepower until the battery dries up, and thereafter only 476 hp. No wonder its top speed is actually down from the old car.

Up until now, all C63 models have been rear-wheel drive only. With significantly more power to handle now, AMG decided to install its 4matic+ system as standard on the new car. As in the case of GT63 S E Performance, engine power goes through the 9-speed MCT transmission to a multi-plate clutch, which can very torque split between front and rear depending on conditions and drive modes, but normally rear-biased. The EDU's power can also flow to the front axle through the mechanical linkage, although it will be rarely.



With more power to tame, the requirements to chassis is also lifted. Therefore, it comes standard with active rear-wheel steering, which turns to opposit direction below 62 mph to reduce turning circle, or in the same direction above that speed to enhance stability. The suspension keeps steel springs but gets adaptive dampers with separate reservoirs. Needless to say, tracks have been widened and ride height is lowered compared with the regular C-class models, while steering knuckles are new.

All these enhancement and complexity add weight. The EDU and battery combined to add 250 kg, and the whole car now tips the DIN scale at 2036 kg, or 380 kg more than its V8-powered predecessor ! A BMW M3 Competition xDrive, itself no lightweight as well, is 256 kilograms lighter. Rear-drive M3 Competition is over 300 kg lighter.

Will the extra weight hamper its agility and feel? We shall see, but the loss of V8 thunder will be hard to forget. Purists will moan the demise of V8, but Mercedes' accountants will be happy that its CO2 emission rating drops from 244 to 156 grams per km, even though that might not reflect in reality.

This year's Detroit motor show is shifted to September and its scale has been reduced. However, there will still be some important debuts from American manufacturers. The first of which is the 7th generation Ford Mustang.

The new Mustang is not exactly a complete makeover. In fact, it is built on the existing platform thus all hard points are retained. That's why you can see its shape and size are familiar, as are the mechanical specifications. That said, the new look is definitely a positive development from the outgoing car. Its body gets a bit smoother but the edges are crisper and therefore giving an overall impression of more elegant and higher quality.



The biggest update must be the interior. While the outgoing car's cabin is low on build quality and outdated in style, the new one is modernized and finished with higher grade materials. Most Mustangs will get a flat panel that houses both a 12.3-inch instrument display and a 13.2-inch touchscreen, while base models will have separate screens for instrument and infotainment. There are fewer physical buttons as their functions have been put to the touchscreen to save cost. The new flat-bottom steering wheel looks more upmarket, while an electronic handbrake saves space.



As before power comes from either a 2.3-liter Ecoboost 4-cylinder turbo or a 5.0-liter Coyote V8. The 4-banger is practically a new engine, with different bore and stroke, a new turbo and new dual-mode injection system. Hopefully it will improve efficiency and refinement from its disappointing predecessor. The V8 is lightly improved from the old one - I suspect Ford is not going to invest a lot into the V8 in the view of phasing out combustion engines. It gets dual throttle body for enhanced breathing and also the addition of port injection alongside the existing direct injection. Output figures of both engines have not be revealed, but the V8 is expected to produce around 480 hp, 20 more than before.

The V8 will continue to offer the option of 6-speed manual or 10-speed auto, while Ecoboost will be automatic only, as take rate of manual has been extremely low, said Ford. Performance of both cars should be much the same as before, unfortunately.



The chassis is basically carried over with mild modifications. The suspension is retuned and gets aluminum lower control arms up front. The steering rack gets faster ratio and stiffer mounting to improve precision. Otherwise, changes are limited.

A track-oriented model called Mustang Dark Horse will added on top of the V8 GT. It will have the 5.0 V8 tuned to produce more than 500 horsepower, thanks in part to using forged steel crankshaft and con-rods. Besides, it will have beefed up suspension, magnetic adaptive dampers, suspension tower braces, uprated brakes, transmission oil cooler and more aero kits etc.

Even though the new Mustang is called a new generation, it is obviously holding back development in the anticipation of switching over to full electric. The Mustang portfolio has already expanded to Mach-E, so it is just a matter of time for the pony car itself to turn to electric. When the cost of battery goes down sufficiently, it will be the right time. Just not now.

Having been soldiering since 2004, Chrysler 300 is one of the oldest cars on sale today. Unfortunately, its production will finally reach the end by next year. A batch of 2200 cars will be built as final edition, and surprisingly, they will be fitted with the largest 6.4-liter Hemi V8 that used to serve 300 SRT8, which was discontinued in 2015. However, the final edition will be badged as 300C instead. The 6.4 motor produces 485 hp and 475 lbft as in Dodge Charger and Challenger, and allows the large Chrysler to go from 0-60 in 4.3 seconds. That's slightly quicker than the old SRT8, as the final car runs the latest 8-speed automatic instead of the SRT's 5-speeder. Besides, the car features an LSD, adaptive dampers and Brembo brakes. These make its $55,000 price tag looks tempting, especially considering how much metal and cubic inches you get from the buck.

In recent years, the Chrysler brand has been largely ignored, as its product lineup is reduced to only the aging 300 sedan and the newer but not exactly new Pacifica MPV (since 2016). However, Stellantis plans to reinvent the brand as a pure electric brand. This will start from the Airflow EV crossover in 2025. Ending production of the 300 is the first step of this transformation.

Incredibly, it takes Pagani 24 years to launch only its third model, after Zonda and Huayra. Carrying codename C10 during development, it is now unveiled to the public with the name Utopia. Is it really an ideal hypercar as its name suggested? Horacio Pagani thinks so, as do his wealthy fans all over the world, otherwise Pagani would not have pre-sold all the 99 cars it planned to build before launch, even though each car costs some 2.5 million euros before taxes.



The styling of the car is a bit retro, with rounder elements such as side and roof windows and a very small screen over the engine compartment. Compared with Huayra, its waistline in the middle section is lowered while front and rear fenders get more pronounced. This make it more like the original Zonda, which is still the favourite of its fans.

By using more underbody aero aids, it does away the big spoilers and winglets of recent Huayras, although I suspect this is only the starting point and more aggressive versions will follow in the coming years. The only visible active aerodynamic device is the pair of rear spoilers linking the trademarked central quad-exhaust. They can swivel independently as in the case of Huayra to balance the car, but not lifted out of the bodywork, so the car's shape will remain pure all the time. Pagani said the Utopia generates net down force but declined to say how much.



In terms of technical development, I don't think it represents a huge leap from the Huayra, because most of the technology is carried over. The car's main structure is still a tub made of Carbon-Titanium and Carbon-Triax, while front and rear subframes are made of chrome-moly steel. Suspension is served by forged aluminum double-wishbones at all corners, with electronically controlled shock absorbers (probably not adaptive, like Huayra BC). However, Pagani made its bodywork with a new type of carbon-fiber materials with higher strength/weight ratio, and it managed to increase torsional rigidity by 10.5 percent. Meanwhile, the car's dry weight drops from the original Huayra's 1350kg to 1280kg, although not quite as light as the exotic Huayra BC or other track-oriented versions of Huayra.

The Utopia runs on very large forged alloy wheels with 21-inch and 22-inch diameter front and rear. Its Pirelli P-Zero Corsa tires measure 265/35ZR21 and 325/30ZR22. Its Brembo CCM brakes are larger than those on Huayra, too. Note that the wheels have carbon-fiber turbine covers that help drawing hot air away from the brakes.



The powertrain is still that good old Mercedes-AMG 6.0-liter twin-turbo V12, just tweaked to produce the highest ever output of its family. Now it produces 864 horsepower at 6000 rpm and 811 pound-foot of torque between 2800 and 5900 rpm. There is no hybrid power, so expect some turbo lag at lower revs. It doesn't rev too high either, with redline set at just 6700 rpm - don't forget this Mercedes V12 has its roots traced back to the last Century and is still served with a single camshaft each head and 3 valves each cylinder. In an electrified era, it seems rather outdated. On the plus side, the music of a V12 is always more exciting than a hybrid V6.



As shown in the picture above, aft of the rear axle is a transversely mounted transmission built by Xtrac. Buyers have 2 options: a single-clutch automated manual (as in Huayra), or a new pure manual gearbox built by also Xtrac to please fans. Both of them have 7 ratios. Power is sent to the rear wheels via an electro-mechanical limited slip differential.

Undoubtedly, the Utopia is difficult to match modern hypercars with electrified power and all-wheel traction. That is why Pagani has chosen not to reveal performance figures at its debut.



It seems that Pagani is once again sold on driving thrills, high style and impeccable craftsmanship. This is obvious from the cockpit, which refuses to use modern touchscreen and instead puts 4 analogue gauges, 3 rotary controls and many toggle switches on the center console. The instrument pod features 2 analogue dials and a small digital info screen in between. Coupling to the open-gated shifter (whose mechanism is visible), a steering wheel milled from a solid aluminum block and luxurious trims, this is certainly the most special interior in the hypercar business.