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Curiously, German automakers have gone against their own long-standing traditions here and there over the past couple of years. BMW’s design center is out to lunch and Porsche badges no longer make much sense. And what about Mercedes-Benz and its badging? That used to be a very logical system.

Remember when 63 meant 6.3 (er, technically 6.2-and-a-bit) liters, which meant the C63 had a hand-assembled, naturally aspirated V8 under the hood of a C-Class sports sedan? The previous, W205-generation AMG C63 reduced that down to 4.0 liters, but nobody really complained as it was still an awesome V8. Now, with the release of the 2024 Mercedes-AMG C63 S E Performance, it’s down to just 2.0 liters divided up between four cylinders. The lack of a thunderous V8 is bad enough, but really riling people up is the fact that it’s been replaced by something with just as many cylinders as Honda Civic.

But you know what? I don’t care in the slightest—about the badge thing or the fact that it’s now a turbo-four—this under-the-radar brute is absolutely brilliant. After spending a rousing afternoon in the new C63, I haven’t stopped thinking about it since. Between its handsome looks, comfortable luxury sedan disposition, and immensely complex-yet-friggin’-wild powertrain, it’s a Top 10 drive for me. Here’s why.

Quintessential Executive Express

I assure you that I, unlike BMW’s design department, am not out to lunch, and there’s no better place to start my case than the C63 S E Performance’s look: the new C63 is quite handsome. Its fenders and track have been widened to give it a very muscular demeanor, it sports AMG’s reasonably sized vertical slat grille, and big inlets on either side of it indicate spicy form and function. As does its hood—the signature AMG Power Domes (German for creases) are present, but a new vent up front helps pull hot air out from under the hood. At the aft, there’s a subtle rear spoiler—sort of like a little Gurney Flap—that contributes to its sporty figure, and below the rear bumper are four big exhaust tips, stealthily hidden by gloss black trim.

Speaking of stealth, that was my first impression when I saw the 63 in the flesh for the first time. It’s easy to shrug off as any ol’ C-Class from a distance, but when you pay a tad more attention, you quickly realize that it possesses German Stealth in spades, between its aforementioned exterior accouterments, modest badging, and bigger brakes. As any good Teutonic executive express should.

The latest top-of-the-line C-Class’ interior is quite nice, too. Among the examples I drove, I really took to the optional AMG Performance seats—still electronically adjustable like the base seats but quite comfortable and contouring to my lanky six-foot-three stature. They also seemed to sit a tad lower than the standard seats, too. Overall visibility is quite good, and I was able to bring the steering wheel low and back enough to make for a comfortable performance driving position. As far as I can remember, it doesn’t let you sit as deep down as you can in the current BMW M3, but it didn’t feel like I was suspended far above the beltline.

Sifting through Mercedes’ latest third-generation MBUX infotainment system has its upsides and downsides but, thankfully, quick toggles on the steering wheel made moving through every setting that mattered, such as turning traction control on or off, selecting drive modes, and even changing the regenerative braking intensity (yep, because this car has that), a breeze.

Complicatedly Brilliant Powertrain

Complicated is a bit of an understatement when explaining how the 2024 Mercedes-AMG C63 puts all of its power to the ground. The hand-assembled, 2.0-liter turbocharged M139I engine sends 469 horsepower and 420 lb-ft of torque primarily to the rear wheels via a nine-speed dual-clutch automatic gearbox. Along the way, some of it goes to the front wheels via the 63’s all-wheel-drive system, but most of it joins the party out back where a water-cooled, 400-volt, 6.1-kWh battery and two-speed electric motor live. Both internal combustion and electric power meet at an electronically operated limited-slip differential, and in total, the C63 makes 671 hp and 752 lb-ft of torque.

But the real cool part is the C63’s Formula 1-derived, electrically assisted turbocharger. This Garrett unit is freaking massive and almost looks like an aftermarket add-on. The downpipe is a work of art, too—I don’t even want to think about what it took to make this thing pass global emissions standards. Like the turbo found in Porsche’s new hybrid 911 GTS, the C63’s big angry snail has a small electric motor that keeps it spinning, ready to instantly deliver peak boost pressure at all times and effectively eliminating turbo lag. This means that the engine is always ready to pounce, and one Mercedes rep told me that when exhaust gasses are spinning the turbo shaft the ol’-fashioned way, the little motor is actually recuperating energy. How wild is that?

None of this makes for a lightweight package, though, and the C63 S E Performance weighs a hefty 4,817 pounds, basically 1,000 pounds heavier than the previous C63 but almost 600 pounds lighter than the new plug-in hybrid BMW M5. Despite the chonk, it’ll still lunge off the line to 60 mph in a reported 3.3 seconds and on to 100 mph in just seven.

And my God does it make for a rousing drive. Launching the electrically assisted C63 from a standstill is quite easy: Select one of the sportier drive modes (there are eight, total), put your left foot on the brake, dump the throttle, wait until the dash says race start is active, and release the brake. It then tears off in one of the most ravenous launches I’ve ever experienced. And since there’s a screaming, angry baritone four-cylinder up front with tons of character, it’s all glorious drama. Some EVs may be quicker on the stopwatch, but in terms of theater, they’re snoozefests by comparison. To make the experience all the more memorable, the seatbelts cinch up tightly to provide a little reassurance as if the mighty Merc is saying in a friendly German accent “Don’t worry, Kollege, I know what I’m doing.”

Excellent Dynamics

This reassurance translated to other aspects of the C63 S E Performance’s driving experience, too, as it was an absolute beast on some of my favorite tight, twisty canyon roads across Malibu. Its specially tuned adaptive dampers tie into its four-wheel independent double-wishbone suspension, plus sway bars and added bracing throughout. Between Sport Plus and Race modes, there wasn’t a hint of body roll through all varieties of tight, technical corners, and it soaked up substantial bumps quite well. These technical roads usually befit something especially agile, like an Acura NSX or Lotus Evora GT, but the C63 and its five seats, four doors, and 64-color ambient interior lighting ripped through them with the same level of speed, poise, and precision. As I write this, it’s making me wonder if this was all actually just a fever dream.

But it wasn’t, as there’s even more to talk about in regard to the extensive technology beneath this mighty sedan. 4Matic all-wheel drive maintained impressive traction for its more modest-sized 265/40-front and 275/40-rear Michelin Pilot Sport 4S tires—a great compound, but still a bit undersized for such weight and power. Mercedes’ active rear axle steering was hard at work, too, which turns up to 2.5 degrees in the opposite direction of the front wheels below 60 mph for increased agility or 2.5 degrees in the same direction above 60 for better stability. This is a big part of why the C63 felt way sharper than 4,800 pounds normally would.

The steering itself possessed a good ratio and OK weight by modern performance car standards but not much feel. Thankfully, weight increased substantially in Race mode. Once again, the C63’s agility shone here as steering response was top-notch—an upside to having just four cylinders ahead of the firewall.

All of this ferocious chassis and powertrain tuning was kept in line quite well by massive 15.4-inch vented and drilled brake rotors up front—with six-piston aluminum calipers biting down hard—and 14.6-inch rear rotors and single-piston calipers out back. The pedal had just the right amount of performance-geared firmness, was very nice to modulate, and was in no way too grabby.

In my limited time behind the wheel, I generally kept the C63 in either Sport, Sport Plus, or Race mode, trying my hardest to see how low of an average mpg I could achieve. However, I also briefly experienced Electric mode, which moves the car solely off of the rear electric motor up to 78 mph and at a range of just six or so miles. What a wild future we live in. This bolsters the C63’s ability to be one of the most versatile super sedans ever: supercar-like acceleration, agile sports car handling, sedan flexibility, and now a very green and calming way to scuttle about town. 

What Our Independent Expert Says About the Mercedes-AMG GLA 35 – Find the best Mercedes-Benz GLA deals!

In the following sections, our independent expert analyzes a 2024 Mercedes-AMG GLA 35 equipped with the following options:

• Driver Assistance package (adaptive cruise control,lane-keeping assistance, lane-changing assistance, and automatic emergency steering)
• Exclusive trim package
• Night package (high-gloss black painted exterior trim)

Because Mercedes delivered the test vehicle in winter, it wore less aggressive 20-inch wheels and winter tires rather than the 21-inch, summer-tire setup on the sticker. The 20s cost $1,350 versus $2,450 for the 21s, and as you’ll read below, they’re a good choice.

The test vehicle’s price was $65,550, including the $1,550 destination charge to ship the SUV from the Rastatt, Germany, assembly plant to your local dealership.

Mild-Hybrid Tech Smooths Power Delivery but Doesn’t Boost Performance

Photo: Alex Kwanten

The GLA’s most significant mechanical change for 2024 is adding a 48-volt mild-hybrid system. It adds a belt-driven starter-generator that Mercedes-Benz says can contribute up to 13 hp in certain situations. Nobody will ever notice 13 hp in the real world, and the GLA 35 isn’t any faster, but the smoothness the system adds is readily apparent.

The GLA 250 4Matic and GLA 35 use versions of the same turbocharged 2.0-liter four-cylinder engine, all-wheel-drive (AWD) system, and eight-speed dual-clutch automatic transmission (DCT). In years past, some reviewers have criticized that gearbox and the fuel-saving stop-start feature for being a little herky-jerky off the line, but no longer. The mild-hybrid system enables much more seamless stop-start transitions, and the GLA is appreciably smoother off the line.

Like other mild-hybrid systems, it also allows the SUV to coast or glide to a stop with the engine off, saving fuel. The Environmental Protection Agency (EPA) rates the 2024 GLA 35 at 24 mpg combined—one mpg less than its 2023 rating. However, in 500+ miles of mixed driving and plenty of indulging the GLA 35’s hooligan tendencies, I saw 25.3 mpg combined, suggesting the EPA is being conservative. That’s good because all GLAs drink premium fuel.

Maximum MBUX: More Tech and AMG-Specific Features

Photo: Alex Kwanten

For the regular GLA 250, the most notable interior updates of 2024 are slightly nicer materials and the standardization of the previously optional 10.25-inch screens. They were already standard on the GLA 35, but it gets a new AMG steering wheel with two tiny round screens right on the wheel itself that control the SUV’s many performance settings. Additionally, the steering wheel looks nicer and feels more ergonomic than before.

Some new AMG-specific pages feature on the center screen for G-forces, real-time horsepower, and other data. There’s also a $250 AMG Track Pace option, which records lap times and other data if you’re serious about taking this thing autocrossing. Since the GLA 35 shares the GLA 250 4Matic’s AWD system, it also gets an off-road menu, but with only 4.6 inches of ground clearance and an ultra-firm suspension, you shouldn’t use it.

The 2024 GLA runs the latest iteration of Mercedes-Benz’s sophisticated MBUX infotainment system. It looks very familiar, but it now has over-the-air (OTA) update capability. In addition to the steering wheel and touchscreen controls, it features the ever-evolving “Hey, Mercedes” digital assistant, which learns your speech patterns over time. Based on my experience, it’s much better at recognizing human voices and delivering more precise responses than in 2021.

If you don’t like MBUX—and it does have a learning curve for new users—wireless Apple CarPlay and Android Auto are now standard and stay reliably connected. Also standard are five USB-C ports, a wireless device charging pad, surround-view cameras, and the formerly optional active parking assistance package. Navigation still costs extra, but it comes with handy overlays, and those voice-recognition traits mean it understands where you want to go most of the time.

The GLA’s adaptive cruise control and lane-centering assistance features work well but are still extra-cost options.

It Looks Fast, But Choose Your Wheels Wisely

The styling updates for 2024 drape only the front and rear of the GLA, but they make its soft shape more muscular. The GLA 35 has even further tweaks, and it looks as mean as its raucous Sport-mode exhaust note. The test example had only the Night package, which adds gloss-black-painted trim to the chin spoiler and other exterior bits. A more extensive Night package and an Aerodynamics package with a substantial rear wing are also available.

These aesthetic choices don’t affect how the GLA 35 drives, but the wheels do. The GLA 250 has a firm but smooth ride and capable handling. However, the GLA 35 is lower, leaner, and meaner, with much firmer suspension dampers. Firmer even than the rival BMW X1 M35i. Like the exhaust note, the settings soften in “Comfort” mode, but the right wheels make it easier to live with.

Having sampled the 21-inch AMG wheels on the related CLA and GLB AMG variants, I was happy that the test car came on 20-inchers. While the bigger wheels look great and may offer more grip, they deliver a harsh ride on broken pavement or rough surfaces. The slightly smaller 19- and 20-inch options, where the tire has more sidewall, are much smoother and still look fabulous.

A Hot Hatch or a Crossover?

Whatever wheels you choose, the GLA 35 is eager to play. The drive settings really do change its personality and soundtrack, but it always has urge. According to the automaker, its 302 hp and 295 pound-feet of torque are enough to sprint to 60 mph in 5.1 seconds—a figure that roughly matches my experience. There’s plenty of passing power, and two-lane overtaking is easy.

It does ride firmly, but there’s not much body roll, and the steering feels precise and communicative. It’s possible to induce four-wheel drifts with traction control off, but it’s grippy even in the rain with it on. It doesn’t necessarily feel like a vehicle that track day warriors will choose since it’s taller and heavier than cars like the Mercedes-AMG CLA 35 or Honda Civic Type R. Still, it’s plenty of fun while also playing the role of a luxury crossover pretty well.

Up front, there’s room for drivers well over six feet tall, and the back seat is one of the roomiest among luxury SUVs this size. The cargo room behind the rear seats is scant compared to rivals like the X1 or the Audi Q3, but better overall with the seats folded. It’s no more complicated to use for a small family than the GLA 250.

Independent Expert Opinion – Find the best Mercedes-Benz GLA deals!

Photo: Alex Kwanten

The AMG GLA 35 is a delight to drive, feels appropriately luxurious, and doesn’t have many similarly sized direct rivals, but it’s also expensive for what it is. 

Only BMW’s X1 and X2 M35i models and the Mini Countryman John Cooper Works (all with 312 hp) offer this kind of performance in such a petite package. All three have more cargo room and lower starting prices, though BMW and Mini also play the same lengthy options list game. Sport utility vehicles like the V6 Genesis GV70 and the base model Porsche Macan are within reach for the GLA’s price.

Thanks to its price, this pocket rocket has to be a conscious choice, though it is satisfying. If you don’t need the speed, however, the latest updates to the GLA 250 make it more appealing than ever. And you can still dress it up with an AMG-Line package.

Alex Kwanten has worked in automotive media for 15 years and reported on buying, selling, and servicing cars for many outlets, including Automotive News, Forbes, and Hagerty Media. His calling is helping to make car buying less intimidating for ordinary folks, but he also loves telling the stories of the people and cultural forces behind new and classic vehicles. A lifelong automotive enthusiast, he’s owned scores of cars from more than a dozen countries.