2022 Mercedes-AMG C43 gets 402hp four-pot
Electric turbo, all-wheel drive, all-wheel steer - Mercedes-AMG throws kitchen sink at M340i rival
It was only a matter of time before Mercedes-AMG's spiffy four-cylinder engine was shared with other models following its debut in the new SL 43. After all the unit has many things in its favour: a novel electric exhaust-gas turbocharger for improved performance; a 48-volt electrical system that permits mild hybrid functionality; and, of course, two fewer cylinders than the 3.0-litre motor that previously powered the mid-tier C43 saloon and wagon.
Of course, that was a sonorous V6, and proved no slouch in the last generation C-Class. But with 402hp and 369lb ft of torque on tap (the former a slight improvement on the six; the latter, a slight reduction) Mercedes-AMG clearly feels like it has delivered a longitudinally-mounted 2.0-litre engine capable of filling the larger capacity shoes of its predecessor. The 1765kg saloon is said to hit 60mph in 'approximately' 4.6 seconds. And that's brisk in anyone's book.
Naturally it helps that you also get a) AMG's nine-speed Speedshift MCT overseeing the upshifts, and b) the 4Matic all-wheel drive system marshalling the delivery. As before, the C43 defaults to a 31/69 per cent torque split, so the model ought to feel rear-biased whether you opt for saloon or estate. And, as you might expect, the manufacturer has also gently overhauled the latest C-Class chassis, providing the C43 with bespoke steering knuckles and suspension joints on the double wishbone front axle, and making three-stage adaptive dampers standard fit.
It has also taken the unusual and possibly telling decision to equip the new car with rear-axle steering without requiring customers to resort to the cost-option list. Unsurprisingly, AMG suggests this delivers a 'significantly more agile turn-in', and is apparently tailored to respond differently depending which one of five drive modes you're in. The latest variable geometry, three-stage AMG parameter steering system is tuned to function in much the same way.
Factor in uprated 370mm, six-piston brakes and a punchier exhaust, and plainly there is no shortfall in whizz-bang tech. And while the latest C-Class is perhaps not the most compelling car to look at, it can at least said to be enhanced by the new grille, front and rear bumper, side sills and twin-tailpipes the C43 introduces. You can have 18-inch wheels if you wish, but expect 19s and 20s to be the norm. Inside there is the usual smattering of badges and sportier trim - as well as shortcut AMG mode buttons on the steering wheel.
Obviously we wouldn't put our money where our mouths are just yet (not least because Mercedes-AMG has confirmed precisely how much money we're talking about just yet - and there's still a new C63 to come), but on paper the C43 - particularly in crowd-pleasing wagon format - does appear to tick many desirable boxes. It won't be easy prising anyone from the equivalent BMW M340i, a model which retains a 3.0-litre straight-six, but if the new turbo inside the M139l engine lives up to its Formula 1-derivative billing, Mercedes-AMG might have successfully replaced one of its most liveable - and likeable - products.
I can’t see the problem with the amount of cylinders a car has, 4,5,6,8,10,12 . . so long as it produces horses and torque - Admittedly we all like to hear good old rumble or wail but I’m sure the exhaust note from this will put a smile on our faces, it’s AMG after all!
Additionally, an inline four suffers from unbalanced lateral vibrations, so as you rev it up it sends vibrations through the chassis. In an inline six like the BMW equivalent, these cancel out among the six cylinders, making the redline a pleasant place to hang out, rather than an uncomfortable one. Crossplane crank V8s as used to be synonymous with the AMG logo have two I4s at 90 degrees, and have counterweights on the crank which perfectly balance out the opposite cylinders, again letting them rev out smoothly.
The final point is throttle response, with a turbo you have to learn to anticipate the lag, although IMO this isn't a big deal with modern engines.
But there's nothing like the feeling of going for an overtake in your family wagon, and suddenly you're Tom Cruise in Days of Thunder, going high at Daytona.
I guess C20 doesn't have quite the same ring to it.
the engine? I'm not bothered that it's a 4 cyl. Volvos have been powered by four-pots for ages now.
I can’t see the problem with the amount of cylinders a car has, 4,5,6,8,10,12 . . so long as it produces horses and torque - Admittedly we all like to hear good old rumble or wail but I’m sure the exhaust note from this will put a smile on our faces, it’s AMG after all!
The power output is very impressive as will be the other stats. However, you cannot beat the sound and rumble of a proper V8.
To those (including myself) bemoaning the cylinder drop, go and buy / enjoy the larger capacity engines whilst you still can. They won't be around forever - when ULEZ zones expand and also fuel prices get higher, these engines will ultimately accept some form of defeat.
Until then, f
k it and live life a little!The final point is throttle response, with a turbo you have to learn to anticipate the lag, although IMO this isn't a big deal with modern engines.
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