- Doors and Seats
2 doors, 4 seats
- Engine
2.0SC, 4 cyl.
- Engine Power
120kW, 230Nm
- Fuel
Petrol (95) 7.8L/100KM
- Manufacturer
RWD
- Transmission
Manual
- Warranty
NA
- Ancap Safety
NA
C is for Class
The good: Sharp pricing. Unbeatable build and finish quality. Supercharged engine provides almost six-cylinder performance with four-cylinder economy. Smooth auto. Outstanding dynamics, safety, ride and brakes. High resale values.
The bad: The person who designed the driver's seat didn't have a clue. Tight rear seat access and space. No provision for extending the boot. Steering still doesn't talk to you. Long, expensive options list.
The verdict: A baby S Class at a bargain price.
The results: 4 stars (out of 5).
The world's oldest car maker woke up at the start of the 1990s to realise that the pace of the car business was getting a whole lot faster, and to avoid niche status it had to chase younger and less-well-heeled customers to supplement its aristocratic faithful.
We're now seeing the fruits of this foresight: the A Class mini, M Class four-wheel-drive, SLK roadsters, CLK coupes and AMG hot rods.
The C Class is probably its most important model, though. The C is the starting point for the traditionalists who want to spend their lives behind the wheel of a Benz. It leads these disciples to an E Class in their prosperous middle age and, if real-life success follows the marketing script, then on to the holy grail, an S Class.
The new C Class is styled as a juvenile S for this reason. It also has many S Class design elements inside, as well as filter-down technical features, including extensive use of fibre-optic audio- and telephone-signal transmission, front airbags with variable deployment (according to the severity of impact), side airbags in all doors, side window bags, darkness-activated headlights and many programmable functions.
Four engine choices are offered, starting with the C180 Classic, priced at $54,900. Under the bonnet is a 2.0-litre four, carried over with modifications from the previous C200 but with less power and torque.
The same engine, with a supercharger (Kompressor in Benz speak) force-feeding the cylinders, drives the C200K Classic, which costs $62,900.
Two V6 variants, the C240 Classic and C320 Elegance, complete the sedan range at $72,900 and $99,900 respectively.
A five-speed automatic, with a quick-shift option, is standard. In the four-cylinder models, you can have a six-speed manual for $3,100 less.
Two wagons - C200K and C240 - are also available, and next year a three-door coupe will be added.
Mercedes-Benz four-cylinder engines are usually dull devices, more suited to a Frankfurt taxi than an Australian highway, but the supercharger lifts performance of the 2.0-litre four to make it a very satisfying drive. On paper, at least, it is almost equal to the 2.4-litre V6.
The Kompressor's 0-100km/h time of 11.2 seconds won't scare anyone, but this is partly due to a pronounced pause for breath between 1,500 and 2,000rpm where, presumably, the supercharger is still spinning up to effective operation.
Thereafter, peak torque occurs at a low 2,500rpm, and there's a strong elastic surge from here all the way to the 6,200rpm redline. The 3,000-4,000 zone is particularly responsive, while the delivery is exceptionally smooth throughout.
Fuel economy is excellent, rivalling many less-powerful naturally aspirated four-cylinder engines.
The Kompressor is a great cruising car, with relaxed six-cylinder-style gait and refinement at 100km/h. The automatic changes gears smoothly when taking it easy in town, but quickly kicks back a gear or two when you need to tap the mid-range for overtaking. Changes are always segued without fuss or harshness.
In do-it-yourself mode, the transmission works reasonably well, but often overrides your intention - it thinks you want to wring the most out of each gear, so you're ignored when you change up.
Benz sedans are renowned for their rock-solid high-speed handling, especially on our crook roads. The new C is no exception. Nothing short of a launching ramp in the middle of the road will upset stability or shake it from the chosen line, and the quicker you go the better it handles.
The new C still is not quite as tactile and involving as a 3 Series, but it's close. Its rack-and-pinion steering is more accurate and has greater road feel than the previous model's recirculating ball system, but initial turn-in could be sharper and your connection with the bitumen remains comparatively remote.
This is partly due to the tall, ride-comfort-orientated tyres - 195/65 Pirelli P6000s on 15-inch steel wheels.
The suspension - a revised multilink independent rear axle and new three-link MacPherson strut design at the front - is quite firm by Benz standards. This gives the C a flatter cornering attitude and greater balance when changing direction quickly. On-the-limit agility is compromised by noticeable rear-end weight transfer. The Benz hangs on, though - they always do.
The brakes, like the steering, are a touch spongy at low pressures, but when necessary they operate with great power, control and stability. Brake Assist applies maximum power to the ABS system when pedal pressure exceeds a certain point - a relatively low threshold on the test car.
The Electronic Stability Program - which detects then corrects skids - and traction control have made their way down from the E and S classes to the new C.
The firmer suspension also produces a ride that's always compliant and never harsh, but is less limo-like than the E Class. As with handling, ride comfort improves as speeds rise and the road surface deteriorates.
The cabin is superbly trimmed and finished as you would expect. The driver faces a multifunction wheel (audio and, when available, navigation systems) and S Class-style dash, with a simple instrument panel containing only three dials (large central speedo, small side tacho and fuel gauge) with other information supplied by a central digital display.
Vision is fine around the car, although the side mirrors are small. The audio/trip computer controls make sense but only after studying the owner's manual. An in-dash single CD player is standard.
The driver's seat is a strange thing. The base - quite hard in typical Benz fashion - is hinged at the front and sprung at the back, like an old motorcycle seat. I thought it had collapsed under my 85kg when I first climbed in. Heavier drivers may find it very uncomfortable. The cushion is also a bit short for long legs, although there is plenty of travel and power adjustment for height/tilt and backrest angle. The wheel is also height adjustable.
The smallish rear-drive sedan is not a space-efficient configuration, as demonstrated by the C's back seat. It is slightly wider than the previous model, but tighter for head, knee and legroom. The seat itself is more generously padded than the fronts, but taller adults (over 1.75 metres) will find access and overall space surprisingly restrictive.
Three lap/sash belts and retractable head restraints are fitted. Boot space is average and cannot be extended. You have to pay extra for a split-fold rear seat, which is ridiculous.
The new C200K is a compact, classy sedan that does everything you would expect of a Benz except deliver lethargic performance from its 2.0-litre four.
The supercharger provides enough performance to take advantage of its fine dynamics, and on the open road the three-pointed star remains the most relaxing, competent way to get from A to a far-off B - as long as you can live with the driver's seat.
At the price, the C200K is probably the pick of the new C Class range.
Vital signs
Engine: 2.0-litre 16-valve fuel-injected supercharged four cylinder.
Power: 120kW at 5,300rpm (above average).
Performance: 0-100km/h in 11.2 seconds (average).
Brakes: Discs with ABS and Brake Assist (excellent).
Economy: 7-9 litres/100km highway; 11-12 litres/100km city (excellent).
Prices: Recommended retail - $62,900. Street price - selling like crazy. No deals.
Main options: Elegance package: $6,000 (includes 15-inch alloys, extra chrome, wood and leather-wrapped wheel, upgraded air-conditioning); Avant-garde package: $5,500 (includes 16-inch alloys with 205/55 tyres, different interior decor); six-speed manual: $3,100; metallic paint: $2,396.
Warranty: Three years/unlimited kilometres (above average).
Retained value: Other Kompressor models are 80-85 percent after three years; expect similar. Close to or best in class.
Safety rating: Not yet tested by Euro NCAP. Expect four or five stars.
Alternatives:
Audi A4 2.4-litre V6 - $59,900
BMW 320I 2.0-litre six - $63,100
Lexus IS200 Luxury Option 2.0-litre six - $58,459
Saab 9-3 Aero 2.0-litre turbo - $59,984
Volvo S40 SE 2.0-litre turbo - $52,100