AMG-ised C-Class cars are now all about phwoar by four - and while the starter model is definitely different without a V6, it’s not so bad.

Price: $145,900.

Powertrain and economy: 2.0-litre turbocharged petrol four-cylinder, 310kW/500Nm, 9.1 litres/100km.

Vital statistics: 4708mm long, 1410mm high, 1810mm wide, 2840mm wheelbase, 225/40 19-inch wheels.

We like: Impressive technology, delivers nice balance between sporty and suave.

Not so much: Occasional wet clutch ‘clunk’, haptic steering wheel switches too easily unintentionally engaged.

CONSIGNING bigger bang engines to the dinosaur pit from whence fossil fuel draws is a massive change for AMG C-Classes, but it does possibly offer opportunity for the type perceived as an underdog to challenge as a pack leader.

Much has been said about AMG’s downsizing of its powerplants; retiring its famous Vee engines for in-line fours - the right call, with everything for the sake of the planet, yet still a big one to make.

AMG has been defined for so long by producing cars with engines that make lots of rambunctious ruction. Hard to believe owners who loved them for that will simply quietly accept the new stuff that bases off the same 2.0-litre four-cylinder that runs in other C-Classes. But they’ve no choice. It’s either the new way … or walk away.

The car that starts this new chapter is the C43. It used to go with a V6, the switch to a four-pot only means losing two cylinders.

Can you stand for that? What might lessen the pain is that what it gets now is the same electrified powertrain that’s bound for the still-to-show C63 flagship, albeit with ‘self-recharging’ rather than the big gun’s plug-in set-up.

Either way, the engine in marriage is the same. Which means that, while the C43 will retain as the second-tier, with a hot yet also slightly less exhilarating format, it does for first time achieve proper mechanical commonality with the C63. All of which means that types that at times in the past have seemed distant cousins are now very much, technically-speaking, sister ships.

If perception of closer, cosier equality between the two Affalterbach-bred types does play out, then it is not beyond possibility that the C43’s traditional advantage of being the cheaper and more cost effective car might be more relevant.

In respect to ongoing spend: Whatever you think of it as a performance device, it’s hard to dispute that efficiency is in a much better place with this C43.

An on test economy of 7.6 litres per 100km from a two hour open road drive that concluded the week spent, and an overall of 8.5L/100km for the entirety of the test period, was parsimony that I cannot ever previously remember seeing from any AMG, let alone the any V6 C43. In this respect, the world is in a better place.

Of course, ultimately, when AMG is involved, efficiency has to take a back seat to its urgency and oomph. As much as it is not tailored to be the family heavyweight, the C43 has previously always been a car that, though more suave and well-mannered in its attitude, has never shied from a fight. That’s still the case.

While overall badge expectation is protected, with such a major change in execution, it’ll probably come as no surprise that the delivery is quite different now, but in more ways than you might imagine.

The V6 that has been bumped was a smooth operator and while it was decently peaky power-wise for a six its forte was a broad sweep of torque. The new engine is almost like that. Almost.

It isn’t quite as syrupy, especially initially, and the exhaust note is higher in timbre than the six, which started with a soft tone then became more deep-throated; not anything like the artillery barrage belligerency as per the C63, but you knew it meant business.

At same token, anyone who has come across this 2.0-litre when it operated in isolation from the electrics it has now is in for a surprise, too.

The highest-profile user in those 10 years in service has surely been the AMG A45 hot hatch, in which it has been engagingly effervescent; total red-line fever and an exhaust emitting shift change cracks and bangs of such stridency as to lend suspicion within AMG was a clique hoping for a green light to engage in World Rally Championship.

Putting that kind of power plant in that state of temperament into the C43 would have been fun, but not at all fitting with the car’s ethos. So it hasn’t happened. To point that, if you didn’t know of the connect, you might not even make it. There’s still some edginess going on here, but overall the belligerency is way more controlled. It is a lot more grown up. And less of a giggle? Well, yeah, that too.

All this speaks to the strength of cleverness in developing the electric enhancements that are the reason why the traditional ‘Turbo’ badge on the front wings now has the word ‘electrified’ added directly below.

With C43, the star addition is to do with the Garrett turbocharger’s fancy electric drive. A compact motor capable of spinning at speeds to 175,000rpm adds directly to the turbo’s shaft. That’s a tweak straight from the pitlane; specifically from the Mercedes-AMG Formula One car.

While it adds some oomph and also harvests energy from the exhaust gas, the primary reason for inclusion is deliver something of a V6-like feel to the energy stream, by building boost when there isn’t enough exhaust flowing to help reduce lag. In the car’s more aggressive dynamic modes, it keeps the turbine spinning in a high-tech form of anti-lag.

Whether it convinces is one thing, but no-one should argue about this being anything less than extremely clever engineering. In normal driving situations, it’s hard to detect its presence from the driver’s seat. Only at low speeds does the subterfuge slip, mainly through a hint of enhanced induction noise but also because it sometimes lays on a little too eagerly, too soon. In general terms, though, this system delivers on AMG’s claim for lag-free responses and linearity throughout the broad power band.

If it’s sizzle that you’re chasing, then it is there, no question, to point where the claimed 4.6 seconds 0-100kmh time seems a touch understated. Step-off is enhanced by one carryover from the AMG45, a race-start mode.

AMG equipping this car with a wet start-off clutch in place of a torque converter keeps weight down and also strives to optimise response, especially during power bursts and flowing driving. It’s a neat idea, but does sometimes imprint a bit too much, with some unsubtle clunking as it engages.

Even though it has decent-looking brakes, plus active dampers and decent rubber to add icing to the natural talent from the 4Matic system, with a permanent front-to-rear torque split of 31:69, everything is tailored to lends general, rather than specific, sense of track readiness.

In reality, there’s more talent to the set-up. One nice cake icing is the active rear steering, turning opposite direction to the front up to 2.5 degs under 100kmh to aid low-speed turning, and 0.7 degrees in parallel above it, it’s beneficial in both roles and involving just enough, so that it seems sensory.

Hence, I’m guessing, why, aside from the badging, the visual distinctions from the regular C-Class are reasonably subtle. Horizontal strakes to the radiator grille, modest sill extensions, a small wing on the boot. In casual glance, you might not even notice it has four exhaust tailpipes; if takes a look, then look again, to twig how different the brakes are.

The car’s dynamic attitude is also taken to a certain point. In general driving use, feels firmest at low speeds, regardless of which of the damper-altering modes, but a higher speeds, unless you purposely go into the highest Spot setting, it settles in suppleness.

The nine-speed automatic gearbox is not at all bang-crash; if anything it is possibly too schmoozed - the shift changes are, eve when pressing on, so smooth that you might be taken to thinking its a bit slow-witted.

It’s actually not, overall; though when you request manual downshifts through the steering wheel-mounted paddles there’s a slight pause as, if its considering whether to act or ignore.

Still, it’s not a car to shy from a decent fang. There’s plenty to remind why Benz can lay claim to this being a product for those who enjoy their driving. It can be pushed to point that, where thew driver will be grinning, passengers might begin grimacing.

The steering feel is nice in feed back and offers good accuracy, the brakes are well-modulated and, dynamically, it’s on target, with has lots of traction and grip. From what I can understand, if it were put onto scales, the new powertrain does not weigh as much as the old. You can certainly sense that; it’s arguably less nose-led now. At same token, it also seems less tail-happy, too; that might just be because of altered engine behaviour. The new unit might have more on paper, but on some roads you will miss the six’s ability to impart a big enough slug of torque to kick the rear out, just a bit.

Benz brings a big retinue of driver assists; most of which are subtle, some not so much. The active cruise control’s smart feature of predictive reaction to upcoming road conditions, through reliance on at nav datas, is a mixed bag thing. It’s good for the main roads, but a pain on secondary routes, through propensity to brake early and inconsistently and generally strive to take it through a corner at a lower speed than you know the car can comfortably cope with. Anyone following behind while this is going on will wonder why the driver is not displaying an L plate.

In respect to the cabin fit out? Well, it’s rather swish, of course and provides comfortable, cosseting and unashamedly premium accommodation for those up front and in the outer two rear seats. The fifth passenger fares less well, because the centre position on the rear bench is lumpy and has limited leg- and headroom. It arguably gives its best to the driver, with a decently low-slung and sporty seating position.

All Benz cars have become rather screen-heavy now and the MBUX operating system might seem a touch complex for newbies, but it’s not the worst I’ve seen. Also useful to know is that quite a few functions are duplicated between the wheel-mounted controls and the screen. Only some demand being pulled from sub-menus. The C43 does get an AMG button as a shortcut to the dynamic functions, at least.

Some say the decision to use identically shaped stalks for both the indicators and wipers combination (on the left) and the gear selector (on the right) is almost guaranteed to cause confusion for anyone coming from a more conventional layout. I didn’t get it wrong, but even after all these years, I still found myself double-checking once or twice.

This little things might irk, the big thing is the one that demands deep contemplation: Will you accept this engine?

The choice was no choice. That we’re in a world that demands levels of CO2 output and thrift that no V6, let alone any V8, can deliver is a reality that should be obvious. And, yet, you know it’s not that simple.

It could be that Mercedes here will use the C43 reaction as a litmus test to gauge how C63 will be received, but what might be really learned? As much as the two cars have become somewhat similar now, they have never previously been. Neither has the buyer type, nor buy-in count: The power of the ‘if you're going to go AMG, you may as well go the whole eight-cylinder hog’ ethos attracts a different kind of person and also a bigger fanbase. It’s strongly placed as the most popular hot C-Class powertrain configuration.

C43 buyers might have a more worldly outlook. If so, then there’s good chance they will give sympathetic and open-minded consideration to the new engine.

While the emotional experience is diminished, it deserves recognition for being much more of a technical masterpiece than charismatic six-pot predecessor.

You just have to salute the talent of those engineers who, even when starting with the finest premium sporting four-cylinder of its generation, have had to use all their skill to bring it to a wholly new level.

Where to from here? Well, obviously one day this car will be fully electric, which will doubtless start a whole new discussion. But also will bring some exciting advancement. There’s no stopping the world from turning.