The AMG C-Class is the product of downstream principles. Everything Mercedes has learned from the avant-garde S-Class and even their Formula 1 program has trickled down to the new C 43 – as good of a marketing tool as it gets. And it’s not unique to Mercedes. Maserati applied its F1 learnings of pre-chamber ignition to its MC20 supercar, and Ferrari also developed a semi-automatic gearbox that eventually made its way to their road cars.

Down-sized but not down-tuned, the C 43 employs the M139 engine from the CLA 45, a 2.0-litre turbocharged four-cylinder but with added F1 trickery. The C 43 is the first road car to utilize an electric exhaust-gas turbocharger, whereby a small electric motor spins up the turbo before the exhaust gases flow in, eliminating turbo lag and improving power delivery. It’s paired with a 48-volt mild hybrid system consisting of a starter-generator that handles the car’s auxiliaries and delivers a brief burst of 13 horsepower at low RPMs.

In play, the C 43 is granted 402 horsepower and 369 lb-ft of torque, which is 17 hp more than the outgoing C 43 and its twin-turbo V6, but also 14 lb-ft in the red. As such, the new C 43 is one-tenth of a second slower from 0-100 km/h (4.6 s) – the penalty of two fewer cylinders and a missing turbo. But acceleration isn’t everything and fuel efficiency is a major benefit with the smaller hybrid engine. We yielded 11.4 L/100km and it will go even lower with a more conservative and restrained right foot, bringing that closer to the 10s, while the last V6-powered C 43 we drove averaged 12.7 L/100km. For reference, the smaller CLA 45 yielded a fuel consumption reading of 9.4 L/100 km.

Further, this is the first -43 Series engine to follow AMG’s ‘One man, One engine’ philosophy, and it’s handcrafted by just one person. Though, we’re not sure how this will transition over to the electric age. One man, one battery just doesn’t have the same ring to it.

Out on the open road, the C 43 trades blows with as much verve and vigour as the late V6. Dare we say it, but we find it more characterful, more responsive, and equally as sonorous. Though not as silky smooth in acoustics as the -53 Series inline-six, the C 43 sounds snotty, burbly, and deeper-toned, and is very enjoyable to listen to as the revs fizz and build to the 7,000 rpm limiter. Open the exhaust via the dedicated button, and the engine will even rumble and rattle at idle – it’s like a mixtape of a Subaru WRX duking it out with a Fiat 500 Abarth.

The throttle response is noticeably quick and the subsequent power delivery is explosive, but we wouldn’t call it game-changing. Gunning it down a straight at unholy speeds in the sportiest settings reveals a high level of polish and performance, but when dialled back into the tranquil confines of its comfort zone, turbo lag is still perceptible, exacerbated by the lethargic and at times, dim-witted 9-speed gearbox.

As with other AMGs that employ this unit, it utilizes a wet clutch instead of a torque converter, which carries the advantage of being lighter and more compact. However, it’s not as willing and obedient as the 8-speed automatic in the BMW M340i xDrive. The gears are hesitant to swap, and this indecisiveness is evident not only at low speeds but also during hard shifts at higher speeds. The slower you drive, the more apparent and frequent the clunkiness becomes, a buzzkill to an otherwise fault-free powertrain.

402 horsepower feels like the right amount for this platform, every one of them accessible, extractable, and within reach of the average driver thanks to an adaptive suspension, sticky Michelin Pilot Sport 4 tires, and all-wheel drive. You can simply keep your foot pinned on the throttle at reasonable speeds, chuck the AMG around a corner, and not have to worry about any snap oversteer or a sudden break of front-end grip that transitions into butt-clenching understeer. It’s a well-sorted piece of kit that feels right at home on the street. Unlike the M340i or M2, the rear end of the C 43 refuses to let loose and play unless purposefully coerced by a heavy dose of throttle and weight transfer, and its mid-corner balance isn’t the most progressive or natural feeling, but the front end is not as languid or as easily washed out as an Audi S4 or TT RS.

Like every modern sports sedan, there’s an extensive list of drive mode settings, an almost overwhelming amount. Oddly enough, steering weight is not one of them. It’s feathery light like an Alfa Romeo Giulia, nicely calibrated and tactile, and not overboosted. You can be precise with steering inputs with minimal physical effort, a sharp contrast to the heavy racks from BMW and Porsche that require considerable muscle. The C 43 also features rear-wheel steering, technology typically reserved for larger vehicles like the S-Class or EQS SUV, both of which arguably require it. It shrinks the turning circle of the C 43 considerably, making it nimble enough that you have to recalibrate just how much steering input you need to park.

The C 43 rides stiff and it manages vertical oscillations with a heavy dose of underlying firmness, but it doesn’t feel like a fish out of the water on bumpy city roads. The sharpness of road impacts is still absorbed but they aren’t muted out as effectively as an M340i. There’s just enough road compliance to call it usable as a daily, but only just.

There’s proper AMG flair with the new C 43, sporting wide arches, a rear lip spoiler, and four round exhaust tips. The now-iconic front grill, featuring vertical slats, gives the AMG instant curb appeal and elevated visual clout over the previous model. Our test vehicle was spec’d correctly in Obsidian Black but the available paint colours for the C 43 are dreary and dull, almost as if the designers were colourblind. To give you an idea, the only actual colour to choose from is Spectral Blue. The rest of the palette consists of shades of black, white, and gray.

The interior flourishes with the latest gadgets, an above-average level of fit and finish that a Cadillac CT4 could only dream about, and a bold display of digital real estate. We actually prefer this vertically oriented screen to the massive Hyperscreen in the EQS. It’s just more compact and you don’t have to extend your arm as much to reach the corners of the screen. It’s also the most responsive and glitch-free touchscreen unit we’ve experienced in a Mercedes.

The leather and suede steering wheel is a highly recommended option, part of the AMG’s Driver’s Package. There are dials with small screens protruding from the bottom spokes, which you can customize to adjust preferred drive settings, such as exhaust, manual shifting, or even driver assistance features like the front view camera or fuel consumption. The wheel has the same five-spoke design as other AMGs, but in this price bracket, the plastic airbag cover feels acceptable, not so much in the EQS AMG we just tested, which costs more than double. It really should be leather at that point.

What the Mercedes-AMG C 43 lost in engine displacement it has gained back in throttle response, fuel efficiency, cornering stability, and an addiction to speed and grip. Though its firm ride can hamper road comfort, the gearbox suffers from low-speed jitters, and its price tag is elevated to just shy of six figures, having the same e-turbo as Lewis Hamilton and George Russell makes for dinner table bragging rights, and the AMG’s fun-loving character and expansive safety net make it difficult not to recommend.

Specifications:

Model: 2023 Mercedes-AMG C 43 4MATIC+ Sedan
Paint Type: Obsidian Black
Base Price: $80,900
Price as Tested: $91,700
Engine: 2.0-litre turbocharged four-cylinder, 48-volt mild hybrid
Horsepower: 402 hp @ 6,750 rpm
Torque: 369 lb-ft @ 5,000 rpm
Transmission: 9-speed automatic
Engine & Drive Configuration: Front engine, AWD
Fuel Consumption ( City / Highway ) L/100km:12.1 / 9.0
Observed Fuel Consumption (L/100km): 11.4
Tires: Michelin Pilot Sport 4; 245/40ZR19