We'd never seen an engine like it in 2006; we'll likely never see one like it again
. The once mighty V8 super saloon/coupe/wagon dropping four of its cylinders in favour of an electric motor and battery. A very AMG 680hp has resulted, albeit with a not-so-AMG soundtrack. And while the 63 badge denotes that it’s the most potent C money can buy, it no longer bears any relevance to the powerplant lurking within.
The 63 designation was first introduced in 2006, when AMG fitted its new M156 V8 under the bonnet of the C209 CLK for the final few years of its life. While the car should have been labelled as a 62 for us, given the M156’s 6,208cc displacement, the car was badged a 6.3 as a nod to Mercedes’ first production V8: the M100. And we have in mind that some markets round up cubic capacity a bit more keenly, so it would have made sense. Perhaps.
It's little wonder Mercedes decided to pay respect to the M100 with the M156, because it was a proper beast of an engine back in the mid-2000s. While the CLK55 predecessor used a supercharger to crank out 362hp, the CLK63 instead relied on good old displacement to hit the big numbers.
That said, the CLK63 remained continental cruiser than B-road bruiser. For the best a CLK could get, you’d need to pay a sizeable premium for the achingly cool. Still do, in fact. So while critics noted the steering as having a decent amount of weight to it, don’t expect every imperfection of the road surface to be relayed to your fingertips. What it could do, however, was hold a drift without the stability control cutting in and spoiling all the fun.
Truthfully, the CLK63 was a sizeable leap over the 55 and laid the foundation for the legendary W204 line of super Cs. But with the 63 arriving so close to the end of the C209 generation, and pricing firmly in Porsche 911 Carrera S territory, UK sales weren’t exactly stellar. HowManyLeft puts peak registrations at 82 during the final year of production in 2009, with only 47 remaining on the road today.
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