You can consider the Mercedes-Benz C 450 AMG a bridge between a top-spec C-Class and the full berserk C 63 AMG performance model.
It comes with all the exclusive AMG exterior and interior appointments as well as the go-faster technology that comes with the badge. Mechanically, you get the AMG adaptive suspension, AMG-engineered exhaust system as well as the AMG Dynamic Select feature to control the suspension and power delivery. Speaking of which, the engine is the only thing setting the C 450 AMG apart from the C 63 AMG - a tuned 3-liter V6 mated to a 7G-TRONIC PLUS automatic gearbox.

In 2011, Mercedes-Benz introduced a facelifted version for the C-Class (W204) range and upgraded the AMG version as well.
Unlike its predecessors, the C63 AMG W204 was not just a more powerful version of the standard C-Class used by many taxi drivers around the world. It featured the front suspension from a CLK 63 AMG Black Series and a different steering system than the rest of the W204 range.

The 2011 C63 AMG featured the redesigned headlights as the rest of the range, with a swept-back look. Its grille featured a wing-type transverse louver that supported the large three-pointed-star Mercedes badge. An AMG-specific apron with a lower cross member painted in high-gloss black and unique daytime running lights adorned the side-scoops. The aluminum hood featured long powerdomes extended from the grille to the windshield’s base. A carbon-fiber lip-spoiler adorned the trunk lid in the back, while four oval exhausts completed the sporty image.

Inside, the carmaker introduced a new dashboard design with an extended instrument cluster towards the passenger’s side, above the center stack. Inside the tachometer, AMG placed the 6.3 V8 white letterings on black dials. The aluminum paddles shifters behind the steering wheel, which controlled the automatic gearbox when the driver selected the manual mode, were standard features for the C63 AMG.

Apart from the regular version, AMG offered a Performance Package option that squeezed 30 more ponies from the engine, raising the bar to 487 hp. The carmaker paired both versions to an AMG Speedshift MCT 7-speed sports transmission and sent the power to the rear wheels. A self-locking rear differential was on the options list to enhance the car’s grip.

The top of the range C63 AMG was the most powerful version of the compact-size Mercedes-Benz.
It was launched in 2007 and aimed directly at the BMW M3.

Since the battle between the BMW M3 E30 and the Mercedes-Benz 190 2.5-16, the competition between the big two German car manufacturers moved from luxury amenities to the performance factor and the power increase rises from the 200 hp range to over 400 hp range in less 20 years.

The C-Class AMG was not a subtle car. Its flared arches, aggressive front bumper, and the rear four oval exhausts screamed for attention as much as the loud V8 under the hood. With specifically designed 19” high-sheen alloy-wheels and aerodynamically profiled side-sills, the C63 AMG showed that the Mercedes-Benz does not only made comfortable cars, but it can do fast ones as well. And, if the bystander would not know exactly what was about, a 6.3 AMG silver badge was placed on each of the front fender and one on the trunk lid.

Inside, the external modifications were continued with bucket seats and other subtle changes such as aluminum pedals and trims. The instrument clustered featured four analog gauges into three dials. In the tachometer, there was a 6.3 – V8 white-on-black writing. Behind the steering-wheel, there were two aluminum paddle-shifters.

The tuned suspension ensured a better cornering speed when compared to other versions of the C-Class. On top of that, the ESP had three stages and one of them allowed some drifting. The front axle has been redesigned to allow a track increase by 35 mm (1.37”) and reduce understeer. The AMG SPEEDSHIFT PLUS 7G-TRONIC offered a blipping function to rev-match the engine while downshifting.

When Mercedes-Benz wants to go crazy with a car, it calls the AMG brigade and asks them nicely to work on a vehicle.
Every time, the result is a faster, better-looking version, when compared with the model it started from.

The 2004 C55 AMG is no exception. After the mid-life cycle refresh, the C-Class received a big V8 engine under the hood. It is hard to understand how it was possible, but it was. Also, on the outside, the car received a longer nose so the big engine could fit. A new front end, that looked just like the revised CLK from the same year, was fitted to the small C-Class.

Inside, there were new features available for the C55 AMG. The new steering wheel featured new buttons design and layout. A new instrument cluster, with two big dials for the tachometer and speedometer, was fitted instead of the older big speedometer in the middle. The on-board computer display was placed between the big two analog dials.

On the center console, the design was different and a new infotainment unit was installed. It featured USB connectivity, but its port was in the glove compartment. The suspension was the same, but with adjusted dampers and coil-springs to handle the bigger engine. The 5G-Tronic gearbox was fitted as standard.

The second generation of the C-Class was launched in 2000.
It had the new headlight theme with four rounded units instead of a square, horizontal one. And for the AMG version, the look was matched by the numbers.

After a shy start with the first generation of the C-Class, the Mercedes-Benz-AMG cooperation became stronger. As the second generation of the C-Class was launched, the C32 AMG version was launched. It was a direct threat to the BMW M3, but it was faster and it was available into three bodyworks: a sedan (mainly), station-wagon (a limited run), and sport-coupe (only by special order).

The look was quite bland. It would only take a specialist eye to notice the differences between a regular C-Class and the C32 AMG. A different spoiler, special side sills, and a lip on the trunk were the main differences. There was also a new set of 17” light-alloy wheels, but for that size, the C-Class already had other options.

Inside, there were more differences. The instrument cluster featured a silver decoration inside the big, half-moon speedometer. There were AMG badges on the gear selector and on the seats. There were no special racing seats installed. The German car manufacturer decided that its customers should enjoy the comfort of a Mercedes-Benz and the performance of an AMG in the same car.

The supercharged V6 engine offered more power and more torque than its main rival, the E46 M3. It lacked a manual transmission, but it was faster to 60 mph (97 kph).

The first generation of the C-Class has received an AMG improvement in 1997.
It was one of the first projects for street vehicles between the AMG and Mercedes-Benz.

AMG was formed as an independent company that took MB cars and transformed it. It was the tuner next door since the AMG HQ was just a few miles away from the MB HQ. Over time, the two companies started to work on various race-models and some special projects. But the W202 C43 AMG was special because the engineers had to figure out a way to install a big V8 gasoline unit inside an inline-six engine compartment.

From the outside, there were few clues that under the hood there was an over 300 hp engine installed. There were a slightly modified front bumper and aerodynamically styled sills. The twin-oval exhaust in the rear could have been easily mistaken with an aftermarket fake tip.

Inside, the C 43 AMG featured all the goodies that a C-Class could have. There was a full leather interior, with mahogany on the dashboard. An AMG writing was embossed on the steering wheel and white backgrounds for the dials in the instrument cluster.

For the engine, the AMG installed a 4.3-liter gasoline V8 unit, which was based on the 4.3-liter unit installed on other Mercedes-Benz cars. It was modified to offer more power and torque. It was a true factory sleeper.

The 1995 C36 AMG was the beginning of the official cooperation between Mercedes-Benz and AMG for street vehicles.
And the first model was successful.

Mercedes-Benz and AMG used to be different companies, with HQ situated close to each other. The two companies used to work together on various racing products, but nothing for the street use. That was until 1995 when the German carmaker sent two, brand new C280 to the AMG headquarter to modify them. And the C36 was born.

From the outside, there was a new aerodynamic package, with lower side-sills, reshaped front, and rear bumpers. On top of that, new wheels were installed on the special C 36 AMG. But the basic vehicle was a C 280.

Inside the car, there were new, bucket-seats, with leather upholstery. Since the car had to compete against the much-acclaimed BMW M3, it had to offer something different. The initial gearbox was taken from the Mercedes-Benz E500 model (same with the S500) from that era and it was a 4-speed auto. One year later, in 1996, the gearbox was replaced by a new, 5-speed auto and things got even better. The car delivered enough performances to serve as a Safety Car in Formula 1 during the 1996 and 1997 season.

Underneath the vehicle, the AMG had to use parts from Mercedes-Benz’s store. But it took only from the top shelf, such as the disc brakes from the S600, which were the biggest in their inventory. A total of 5200 C 36 were produced until 1998 when the top performer C-Class model was replaced by the C43 AMG with a V8 engine.

When the BMW made the first E30 M3 in the 80s, Mercedes-Benz answered with this: the 190 2.5-16 Evolution II. It was the car used by the big three-pointed star brand to fight on the German touring car championship (DTM). It wasn’t quite a Mercedes-Benz 100%. The engine, for instance, was built by Cosworth in the U.K. The gearbox was supplied by the Getrag manufacturer and it was, in fact, the same gearbox used for the E30 M3.

But the Evo II was a different thing. It was built in 502 units, of which 500 were blue/black metallic (blauschwartz) and the other two were silver. The flamboyant look of the body-kit was designed by a professor from the University of Stuttgart and it reduced the drag coefficient to 0.29, which was a very good number for a four-door saloon.

The suspension was fully adjustable at the flick of a switch on the dashboard, raising or lowering the car. But the most important improvement was on the Cosworth engine, which now featured 232 hp instead of 202 hp of the regular 2.5-16 engine. The limited-slip differential helped the car to achieve a 0 to 100 kph (0-62 mph) sprint in 7.1 seconds, which was a very good time for the era. It is not a bad time even 30 years after the car left the assembly line.

The battle for supremacy in the premium segment was moved from showrooms to the race-tracks.
In 1984, Mercedes-Benz worked closely with Cosworth engineering to develop a special vehicle: the 190 2.3-16V.

In the late ’70s, Mercedes-Benz was involved in rally racing with its SLC model, which was equipped with a V8 engine. But the 190 was ready to be launched and the German car-manufacture wished to introduce that new version into Rallye-world. But in 1979 Audi showed-up with its S1 Quattro model that changed the perspective. Mercedes-Benz management understood that its car won’t be able to compete against the all-wheel-drive weapon from Audi. So, it turned its attention toward the new Deutsche Tourenwagen Meisterschaft which was announced to starts its inaugural season in 1984.

To enter the tournament, a car-manufacturer had to have a production version of the race-version and it had to be produced in at least 5000 units. Mercedes-Benz took the gamble, called the Cosworth race engineers, and offered them a job to make a race-car out of the Mercedes-Benz 190. The result exceeded expectations. The British engineering company worked on the 2.3-liter inline-four engine of the Mercedes 190 model and installed a new, 16-valves cylinder head. With some more adjustments and works, the final product featured the desired power to compete.

The series version featured a special aerodynamic package to make the care more appealing for the customers. The car was quickly out of stock, despite all the predictions from the sales department. On the track, the new 190 model started to win races, increasing the popularity of the 190-model.

After their main rival, BMW, introduced the M3 in 1987 in the same competition, Mercedes offered new evolution on the market, with larger displacement engines. But the 190 2.3-16 remained a milestone in the Mercedes-Benz motorsport heritage.