When you switch to the C63, you’ll notice that it feels more softer, has less front-end bite, and leans much more during tight turns. It still has a high rate of cornering speed, but the BMW is more nimble and grippy. The M3’s unflappable handling has a drawback in that it takes hard driving before it starts to excite.
The 4.0-liter V8 engine in the C63 helps it gain momentum in this area. The Mercedes’ 3.0-liter six-cylinder engine makes a satisfyingly baritone rumble, even at lower speeds, unlike the M3’s, which can sound harsh and vulgar. You don’t have to thrash it to enjoy the noise and sense of strength because this gives it a truly theatrical quality. The M3’s twin-turbo engine’s relentlessness, however, is indisputable. Its 425 horsepower falls short of the C63’s 469 horsepower twin-turbo V8, but its higher rpm add to the BMW’s frantic feel.
Although the Mercedes’ V8 starts more acutely and gradually from low revs, the M3’s smaller weight allows it to match the C63’s in-gear acceleration and sprinting abilities with ease. Both automatic transmissions include modes that can modify the way the transmission shifts, although the M3’s shifts considerably more swiftly. However, the most aggressive setting can be pretty snatchy, so it’s best to save it for aggressive driving. Although it has received certain improvements to give it a more aggressive performance, the C63’s seven-speed automatic transmission is more traditional. When you’re driving slowly, its shifts are a little slower.
This, along with the C63’s more adaptable engine and smoother reflexes, make driving in general more pleasant. Both vehicles include paddle gearshifts, which make directing manual gear changes quick and simple. The launch control system in the C63 is much simpler to operate and grants rapid, forceful launches, whereas the M3’s can be tricky to engage and is less successful at reducing wheel spin.
Although neither of these vehicles has a comfortable ride quality, as you might assume, the C63 proves to be the most tolerable on the road. Although it is still firm, the dampers’ gentler setting gives it just enough compliance to prevent annoyance. Regardless of the damper level you select, the M3 is harsher over rougher ground and can become jarring over more severe flaws. At highway speeds, both vehicles are fairly noisy due to the amount of road noise and the C63’s persistent bass note at partial power.
In This Article...
Throwdown between generations’ arch enemies, approaching 200 km/h in the rain!
Today, we pit the brand-new 2021 BMW M3 Competition against the wildly popular C205 C63 S from Mercedes-AMG, rekindling an old rivalry.
Even while Garching’s youthful saloon may be more experienced than Affalterbach’s flagship sports coupe, it hasn’t become more apprehensive with time. Peak power is the same for both vehicles at 375kW, but the AMG’s hand-built 4.0-liter V8 has a torque advantage, producing 700Nm as opposed to 650Nm for the BMW S58’s twin-turbo 3.0-liter engine.
However, the dreadful Melbourne winter conditions douse any dreams of surpassing the manufacturers’ claimed acceleration, thus AMG’s iron fist may yield to BMW’s silken blow. Additionally, the ultra-focused Cup tyres on both cars add to the difficulty.
The younger M3 is fully equipped with technology, in contrast to the C63’s somewhat point-and-shoot approach to preparing for drag races. A launch control system that is exceedingly difficult to use but brutally effective in practice lies between the ten-stage traction control system and a drift mode yaw analyzer that awards you with stars.
The C63 S is just unable to recover from a dig as its rear end separates under the strain of 700Nm. On the other hand, when the C63 disappears into the rearview mirror, the M3 rapidly shifts through the first three ratios while regulating measured bursts of wheelspin.
The two German competitors in our second race engage in a comfort mode soft launch with no launch control or race modes; they just press the pedal from zero rpm and take off.
Once more, as soon as the engine engages boost, the C63 goes into wheelspin and loses in even more humiliating fashion.
The new BMW M3 managed a quick 4.8 second 0-100 km/h sprint in miserable, cold, and wet conditions, nearly a full second faster than the C63 S’s 5.7 second fastest.
The M3 beat the AMG’s 13.6 second pass at 189.7 km/h by nearly a second, completing the quarter mile in 12.4 seconds at 197.2 km/h.
BMW M39/10
Anything that can accelerate from 0 to 100 km/h in less than four seconds is considered to be extremely fast.
A full-bore, launch-control aided start in this car is… amazing. According to BMW, the M3 Competition will reach triple figures in under 3.5 seconds, which is appropriately quick.
The audio accompaniment is appropriately boisterous, but beware—at its loudest, most of it is phony news. Synthetic engine and exhaust noise can be reduced or turned off entirely.
However, despite having dual turbochargers, this engine has a tremendous mid-range pulling power with maximum torque (650Nm!) available from 2750 rpm to 5500 rpm (thanks in no small part to a forged, lightweight crankshaft).
Power delivery is flawlessly linear, and a surge from 80 to 120 km/h takes 2.6 and 3.4 seconds, respectively. You may roar on to a top speed of 290 km/h with peak power (375kW/503hp) coming at 6250 rpm.
That is, if you have selected the optional “M Driver’s Package” and the electronically controlled speed restriction of 250 km/h isn’t fast enough for you. Enjoy the spacious home!
Overall, the suspension consists of a strut up front, a five-link down back, all made of aluminum, and it works in tandem with “Adaptive M” dampers. They are excellent, and it’s amazing how they switch from “Comfort” to “Sport” and back.
Given that the car is riding on enormous rims covered on licorice-thin tires, the ride quality it provides in Comfort mode is insane.
Additionally, the sports front seats provide an incredible fusion of comfort and additional lateral support (with the touch of a button).
In reality, using the ‘M Setup’ option to adjust the car’s suspension, brakes, steering, engine, and gearbox calibrations is simple and increases engagement. Preferences can be saved using the bright red M1 and M2 pre-set buttons on the steering wheel.
The active “M Differential” and “M Traction Control” send all that power down from a steady state mid-corner, through to a scorchingly quick and balanced exit, keeping the car flat and stable through eager B-road turns.
It should come as no surprise that this 1.7-ton monster has a 50:50 front to rear weight distribution.
High-performance Michelin Pilot Sport 4 S tires (275/35×19 fr / 285/30×20 rr) provide sure-footed traction in dry conditions as well as on a few days with heavy rain at the end of our week with the vehicle.
The standard “M Compound” brakes, which feature large ventilated and cross-drilled rotors (380mm fr / 370mm rr) held by six-piston fixed calipers at the front and single-piston floating units at the rear, make stopping speed a hassle-free experience.
Additionally, the integrated brake system has Comfort and Sport pedal feel options that change how much pedal effort is needed to slow the car down. There is tremendous stopping force, and the brake feel is progressive even in Sport mode.
The wireless CarPlay connectivity is one technical issue that I found to be really patchy. However, I didn’t test the Android equivalent this time.
Is the BMW M4 quicker than the C63?
Even the most clumsy of drivers can make a nearly faultless departure in the M4 owing to the miracles of launch control. Getting a rear-wheel drive sports car with more than 500bhp off the line as quickly as possible may sound difficult. When the technology is working, hardly any horsepower is lost; instead, the automobile just settles in and accelerates you from a stop to 60 mph in just 3.8 seconds. In other words, there is a lot of speed and not much drama.
The break-in distance, or 1000 miles, that the test C63 must travel before its launch control system is freed. We decided to launch it the conventional way by disabling the traction control and controlling the degree of wheelspin with our right foot. Surprisingly, the C63 still had no trouble getting off the line cleanly, but despite our best efforts, we were unable to get the vehicle’s nine-speed automatic transmission to shift smoothly from first to second (a fault we have seen in previous C63s). Our attempts at a flawless start were thwarted by this, and our time for 0-60 mph was 0.7 seconds longer than on the M4.
The narrative is much the same when moving. The M4 accelerates from 30-70 mph in 0.5 seconds less time thanks to better traction and a speedier gearbox (2.8sec versus 3.3sec). Truth be said, you don’t really notice this performance advantage when you’re driving. Instead, the difference between these two is most noticeable when you apply the brakes. The C63’s gruff V8 engine note makes even brief acceleration surges delightfully theatrical, whilst the M4’s straight-six engine sounds quite flat.
When you come to a section of winding road, further variances become apparent. The feelsome steering, supple suspension, and progressive brakes of the C63 instill confidence almost instantly by letting you know just how much traction you have on the road. The C63 rapidly becomes adept at being thrown into corners like a hot hatch, thanks to the V8 engine’s linear and approachable delivery, which allows you to precisely change your line with the accelerator pedal. This is despite its enormous stores of power.
In comparison, it takes some time to lock onto the M4. Before you feel completely secure to grasp it by the scruff of the neck, you must chip away at its boundaries because to its quicker steering, sharper brakes, and higher levels of grip. Happily, once there, you’ll discover a handling balance that is pleasantly progressive, but there is no doubt that you must use more force in the M4 before things become thrilling, which is not ideal for a vehicle primarily intended for highway use.
Speaking of which, the M4’s strengths on the track—namely, its quick steering and sensitive brakes—work against it in city driving, where it may be challenging to maneuver smoothly. The C63’s suspension also offers a somewhat more cushy ride than the M4’s, although making a bit of a noise over potholed roads.
At highway speeds, neither vehicle is as quiet as the Audi RS5, which focuses more on comfort. Their large tyres produce a noticeable amount of roar. Nevertheless, neither will leave you exhausted after a day behind the wheel.
Which vehicle is quicker than an M3?
The Giulia, a direct competitor, has the benefit of attractive Italian design. The line-topping Quadrifoglio’s twin-turbo 3.0-liter V6 engine produces a seductively seductive 505 horsepower and 443 lb-ft of torque, outperforming the M3 in terms of power output. In the dash from a complete stop to 60 mph, it is quicker than the M3 (3.6 seconds versus 4.1 seconds). It also uses rear-wheel drive, just like the M3, which is how enthusiasts prefer it.
Additionally, it has a carbon fiber roof and hood that reduce weight and lower the center of gravity for better handling. The 2018 M3 starts at roughly $66,500, while color options include a luscious deep red (Rosso Competizione), and prices start at nearly $75,000.