In Track mode (which calibrates steering effort, traction control, and suspension damping to its most aggressive settings) the C63 S feels precise, nimble, and satisfyingly powerful. Though standard handling mode is too well behaved for swift driving, flickering the traction control light at virtually every corner, setting ESP to Sport Handling makes more than enough low-end torque available, sending the tail sliding just enough to power through the turns with ease. The yaw-prone trait is partially attributable to the fact that peak torque starts at 1,750 rpm and doesn’t abate until 4,500 rpm. But unlike its notoriously tail happy predecessor, the 2017 model’s power is laid down rather effectively by the electronic limited-slip rear differential, which uses an electric motor to actuate clutches that help distribute torque to the appropriate wheel.

The V8 churns as much power as it does in the GT-S (though the more exotic application utilizes a race-friendly, dry sump arrangement), and for better or worse, chasing the two-seat sports car reveals some of the limitations of the more conventionally constructed C-Class Coupe. Sitting taller than the GT-S with more weight over the front axle (51-percent, to be exact), the C-Class understandably can can have trouble keeping up with the $129,900 flagship. But within the context of its six-cylinder competitors—specifically, the Audi RS5, BMW M4, and Cadillac ATS-V—the C-Class stands apart with its lusty V8 and robust power spread. Fuel efficiency levels are not far out of line, with the C-Class expected to pull an estimated 18 mpg city, 25 mpg highway. Lest you suspect the C63 S’s performance upgrades are incremental over its predecessor, consider this: the new model matches the Nürburgring Nordschleife lap time of its late, great, limited edition track toy, the C63 AMG Black Series. Boom.

While it plays a mean hand at the track in its most aggressive settings, the C63 S is capable of considerable docility in its road-going modes, thank to dynamic engine mounts and exhaust flaps which reduce vibration and noise, respectively. Though the suspension never feels out of touch with the surface below, the softer of the 3-mode settings offers enough travel to keep most bumps and potholes at bay. There’s a bit of road racket from the sticky Michelin tires, but the AMG generally comes across as a tractable, potent beast on the highway with the seemingly paradoxical ability to become accommodating and comfortable when the need arises.

Mercedes-Benz C300

An afternoon in the C300 reveals a dramatic antipode of the Mercedes-Benz performance spectrum: with half the cylinder count (4) and displacement (2.0 liters), the C300 is, not surprisingly, a considerably more terrestrial way to get around than its outrageously capable AMG counterpoint. The C300 produces 241 horsepower and 273 lb.-ft. of torque; mated to a 7-speed transmission, the engine power offers a relatively effective way to make haste for passing on hilly roads. The C300’s demeanor may be milder than the C63’s, but the interior still feels purposeful and somewhat serious, with pleasant open-pore wood and leather surfaces, a streamlined row of toggle buttons along the center console, and real aluminum trim on the optional Burmester sound system’s speakers. Expect C300 and C300 4Matic models in showrooms by Spring, 2016; the AMG versions should be available by Summer.

It’s only natural for performance fanatics to be drawn more to the C63 (estimated to start in the low $70,000 range) than the C300 (around $40,000), the latter being smart and competent but lacking the vivacity of the snorting, thrusty AMG. The solution for those who want the grunt but don’t need the larger-than-life capabilities of the full-blown AMG model? A halfway point known as the AMG C450, a twin-turbocharged 362 horsepower V6 which is currently available on the C-Class sedan. Though it hasn’t yet been announced for the coupe, the AMG C450 variant is likely to be offered as a potent-but-not-all-out alternative to the track ready C63 model, extending an entertaining but attainable way to tap into the AMG mystique without breaking the bank.

Mercedes-Benz C300

In the final analysis, the C300 proves itself functional, efficient, and motivated enough to make it a pleasant daily driver, while the C63’s committed powertrain and agile suspension is focused enough to contend with some of more potent sports cars on the market. The AMG strains benefit hugely from the V8 configuration, which adds a level of character and cachet (not to mention whomping power delivery and stirring sounds) in a field dominated by six-cylinders. However, the Sport model—which can currently be ordered in the C-Class sedan form and we hope will eventually become available in the coupe— should strike an ideal balance for drivers seeking exceptional performance without the AMG model’s over-the-top excess.