New C-Class plays to the brand’s
strengths
No review of the all-new Mercedes-Benz
C-CLASS would be complete without mentioning its rival from Bavaria. Let’s get
it out of the way early: The W205 (to give the new Benz its internal
designation) isn’t trying to win the BMW 3 Series’ best-driving compact
sport-luxury sedan crown, which is a good thing.
Having spent years attempting to match the
3 Series in dynamic terms, the Mercedes engineers finally realized that in
doing so, they’ve not been playing to their own strengths. Arguments over the
AMG versus M will be had but, in truth, Mercedes used to be a byword for
luxury, something that was overlooked while chasing dynamic ability.
The
C-class shares a lot of its looks with the new S-class, furthering its
desirability
The 2015 C-Class returns to that old
standard from the moment you open the door. The light, airy cabin boasts the
kind of construction and design owners of the previous W204 could only hope
for. The buttons and switchgear have come from the time when Mercedes
over-engineered its cars for the hell of it. It’s created an interior that
eclipses not only the 3 Series in terms of quality, but also the excellent Audi
A4. Unfortunately, it’s marred by the 8.4-inch infotainment screen, which
appears to be something of an afterthought. Yet this can be forgiven because
the rest of the dashboard is so much more cohesive.
Five round vents dot the dash, the middle
three sitting above a single-piece center console that fows seamlessly to the
COMAND controls. Here the traditional rotary dial is joined by what appears to
be a protective shroud, but is actually a touch pad with haptic feedback that
allows operation of the infotainment like a smartphone.
The
Intelligent Light System, standard on Sport and AMG Line C-class variants, uses
LEDs; features include a cornering function
Move from the front to the rear and you’ll
find more legroom than before, thanks to an extra 3 inches of wheelbase.
Overall, the car has grown in length by 3.7 inches, with another 1.6 inches
added in width. Even the trunk is bigger, yet on the road the sedan doesn’t
feel cumbersome.
This can be attributed to it being almost
220 pounds lighter through extensive use of aluminium. There’s also new
four-link front and five-link rear suspension and an aero package that gives
the car a class-best drag coefficient of 0.24, allowing it to scythe through
the air.
This aerodynamic package comes on a body
that bears more than a passing resemblance to the S-Class. Following the
current Sensual Purity design theme, the classic long hood and set-back cabin
hallmarks have been joined by shortened overhangs and a stubby trunk almost
borrowed from the CLA. The look screams rear-drive executive sedan, but that’s
not how the cars will arrive initially.
The
C-class's cabin is in a league of one thanks to its finish and presentation
When the new C-Class goes on sale in
September 2014, it will only be offered in C300 and C400 guise, both with
4MATIC all-wheel drive. The C300 RWD and C63 AMG models will follow in early
2015.
Wearing a C300 badge, the entry-level car
uses a 241hp, 229-lb-ft, 2.0L turbocharged four-banger that’s virtually
identical to the unit in the CLA, but flipped longitudinally. We’ve only driven
the Euro-spec 208hp C250 and would advise it’s worth holding out for the
V6-engined C400 twin-turbo.
Churning out 329 hp and 354 lb-ft, the V6
is more in keeping with the luxurious nature of the C-Class than the frenzied
four-banger. While the V6 can feel coarse at high revs, you don’t really need
to wring its neck. With peak torque available between 1,600- 4,000 rpm, it has
more than enough punch in the lower rev range for most drivers.
Integrated
touchpad works well but requires a little too much concentration to work
Whatever the engine, and no matter what
wheels are driven, all C-Class will be offered with the Mercedes seven-speed
auto. Left to its own devices, this transmission can be slow on the downshift,
but play around with the new Agility Select switch and the transmission can be
tailored to suit your needs. Parameters include Eco, Comfort, Sport, Sport
Plus, and an individual program; the latter allows adjustment of throttle
response, steering-assist, and damper firmness.
While steel springs are standard, Mercedes
will, for the first time in this segment, offer optional air suspension. It,
too, can be played with; stiffer in Sport mode and softer in Comfort. In truth,
we found it best in Comfort mode while dialing the engine, gearbox, and steering
to Sport. The stiffer suspension setting can lead to a fidgety ride. Even in
Comfort, the C-Class still responds well to being pitched into a tight canyon
corner.
Feedback is a thing of the past thanks to
the electric steering assistance, but the variable ratio rack does tighten
things up as you add lock. It’s not what you would call sporty—leave that to
the BMW— but enthusiastic drivers may still exit the Benz with a smile on their
face.
Seatbacks
fold to increase boot space, which is good
That’s unless they’ve been bamboozled by
the technology, much of it coming straight from the recently launched S-Class.
These include the Intelligent Drive suite of safety gear that includes
Distronic Plus radar adaptive cruise control and steering assist, a stereo-camera-based
lane-keeping assist function, and BAS Plus brake assist with cross-traffic
function. If that’s not enough to keep owners busy, they can opt for Active
Parking Assist and a 360-degree camera that provides a bird’s-eye view, among
others.
As a complete package, the new C-Class is a
compelling one; by returning to its luxury roots and forgetting about the
“dynamics” game, Mercedes has produced the best car we’ve driven in this
segment. Considering it includes not only established rivals but also the likes
of the Cadillac ATS and Lexus IS350, that’s an impressive feat.
