BELOW
TheC63S can’t
convertitssuperior
power-to-weightratio
intoanadvantageover
theM3atthestrip,or
ona windingroad
➜
d motorofficial f motor_mag^71ONE M177 V8 is
closely related with
the AMG GT’s M178,
but relies on a regular
oiling system as
opposed to a dry-
sump setupTWO Optional
carbon ceramics might
be costly ($7200) but
slash about10kg from
the front-end and
have a natural feel
THREE AMG
Performance seats
are brilliant, even if
some might find them
firm, but have been
made a $3700 option
for the 2019 C63 Sinto a smidge of oversteer. It’s a fast, but blunt, instrument.
Meanwhile, on the other end of the grip spectrum is the B3
S. As much as it looks like a tarted-up 3 Series, it has unique
caster and toe alignments, and a ride that feels like it’s air
suspended – even on 20-inch wheels. And, ultimately, there’s
nothing wrong with its setup since it’s bred for touring long
stretches of smooth, German highways.
But on gnarled Australian mountain roads hard acceleration
exposes boat-ish body control. Coupled with some front-
end push into a corner, the experience reminds you of an
FG Falcon. We would tick the box for an optional limited slip
differential to give the stability control light a break, and a
set of slotted discs would give its brakes some needed bite.
However, there’s at least a charming honesty to the way it
handles that is lost on our next contender.
There’s no doubting the Giulia is a ground-bound jet.
But punching out of corners leaves you wondering if it
really has the grip, or did the ESP secretly cut power and
guide you out? Either way, you won’t care for an answer since it
blends handling and ride so well.
Its turbochargers, tucked low under a 90-degree block,suck hard as it pushes down on its rear axle. Surging forward
between corners it breathes with road surfaces, using the
compliance to unleash its fearsome power. Oh, and upshifts
relieve a wicked crack from the exhaust.
At least the steering is clear about what it’s doing. It’s front-
end is devastatingly sharp and will always keeps your intended
line. It’s lovely on long bends as you progressively load its front
tyres. On tighter corners, though, it lacks weight and can feel
a little too darty. That’s not just the steering either, the brakes
suffer as well.
They’re its Achilles’ heel. Like a set of carbon ceramics that
never reach temperature, they’re so dull you can’t fine tune
weight transfer. And that’s the rub with the Giulia. Some days
it’s a fluid, back-road devouring beast. Other days it feels much
less than cohesive.
There’s nowhere to hide among this company. The AMG is
verging on dynamic greatness, if only for a few things. Some
float creeped into its suspension tune when engineers tried to
unlock more compliance. An extra 25kg around its hips only
makes things worse. Stab the brakes, point the steering at a
corner and its mass needs a moment to settle.
Luckily, while the new wheel might be a little fat in your
hands, the steering is excellent. It’s sharp off centre, points
true, and weights up with a genuine sense of feedback. It’s a
handy tool when the Michelin Pilot Super Sports are cold. But
the flashing ESP light in Race Mode, that you need to disable
if you want to adjust the nine-stage traction control, means
you’ll need to be confident before trying to tame this beast on
your own. After all, its powertrain is relentless.
It’ll shake passing trees with its thunderous growl, and fire
an artillery-like crack on overrun at those trailing behind. That
nine-speed automatic also handles the V8’s road-devouring
grunt with ease, snicking through gears with a smooth
mechanical action. This powertrain delivers instant smiles,
even if the chassis lacks that extreme level of feedback aTHE AMG SHAKES PASSING
TREES WITH ITS GROWL
AND FIRES AN ARTILLERY-
LIKE CRACK ON OVERRUN