Merc C-class aims high
There’s some smart thinking behind a deceptively comprehensive upgrade for the C-class. Richard Bosselman drives it.
What to do with a paragon of near-perfection? In the case of Mercedes-Benz’s kingpin C-class, the answer is: pull it apart to improve further.
A first look at the facelifted Mercedes C-class in Luxembourg left the impression even greatness isn’t good enough for this make.
The outgoing car has been among the strongest achievers within a family line that, since 1982’s 190E, has won 9.5 million sales (enough cars to more than circumnavigate the globe), secured 20 per cent of global Benz volumes, dominated key markets and New Zealand too where it’s still the brand’s top seller (24 per cent of overall volume) and surely the sole sedan sold new left unbruised by the conventional car to crossover/SUV swing.
In fact, the C-class is the third most popular medium sedan in New Zealand this year-to-date, behind Ford Mondeo and Toyota Camry.
All this means you’d think that this mid-life facelift would play safe. Why jinx a good thing?
Well, it hasn’t … and it won’t. The sedan, coupe, cabriolet and wagon here in August in C 200, C 300, C 220d and AMG C 43 formats delivers the most extensive mid-life revision meted a C, with half the car’s components – 6500 parts – changed and 80 per cent of the electronic architecture altered. It’s a rebirth.
Obviously you’re impressed. What’s the biggest single improvement?
The drivetrains. Swapping out the seven-speed auto for a nine-cog unit and inputting the new-generation turbocharged M264 petrol and OM654 diesel units enhances economy and emissions but also improves the driving quality.
The Kiwi-favoured C200 introduces tech set to go big. Instead of continuing 2.0-litre convention it downsizes to a 1.5, but no worries. Petite is punchy. With 135kW/
280Nm, there’s 5kW more and 20Nm less than from the old engine, but that’s before factoring the 10kW/
160Nm jolt it gets from an ancillary power source.
Sorry, what are you talking about?
Electricity. Certain other brands (OK, VW Group) use 48-volt systems to support power-hungry active suspension and advanced safety systems.
Benz’s EQ Boost bypasses all that to dedicate to the engine. A lithium ion battery feeds a nifty belt-driven starter/alternator to run stop/start and give extra urge while recouping from kinetic braking. Thrift also uplifts, to just six litres per 100km overall.
The C300 doesn’t yet use EQ Boost but a higher state of turbo boost effects a 10kW climb to 190kW and helps drop the 0-100km time to
5.9 seconds. Torque stays at 370Nm, economy at 6.9-6.5L/100km depending on the shape.
The EQ Boost potential and diminished general interest means less need for diesel, so of three units on offer, just the 2.0-litre C220d takes residency, in sedan only – a soft job for a new unit pumping 143kW/
400Nm, offering 4.7L/100km and
0-100kmh in 7s.
The C 43’s 3.0-litre V6 petrol’s twin turbos are reworked, for 287kW power – a 17kW increase – and
580Nm.
Will I have any trouble identifying the 2018 cars?
There are new grilles and two dramatic formats of LED headlamps, the more expensive set – standard to C 43, optional below – delivering automatic high-beam, curve illumination and so on, in two formats.
The tail lights are also now LEDs and wheel designs change.
Revisions on the inside are significant. Even the base car has a big bucks aura, with a Comand infotainment system upgraded to the same standard as that used by the facelifted S-class in its largest, highest-clarity 12.3 inch screen. The S also donates a fully electronic main instrument display standard to the C 43 and optional elsewhere.
The line also gains MercedesBenz’s latest leather-wrapped steering wheel, which has touchsensitive pads that control the two screens and now includes buttons for cruise-control functions previously set by a steering-column stalk.
Attention Assist and automated emergency braking are standard on all models. It will also be offered with new Remote Parking Pilot and Driving Assistance Package Plus systems; route-based guidance that uses the sat nav to prep the car up for impending corners and the like also features.
Next year they’ll add in a system that detects, and owner-alerts by cellphone message, if your parked car has been dinged. It’ll record the time and location of the hit; Merc admits they could set up the in-car cameras to record the incident, too, but is awaiting legal advice. The system also activates if someone steals the car.
Can I pick the difference in the driving?
With exception of the C 43, which seems to be firmer in all settings, the suspension tunes and tyre sizings remain untouched, and there was no talk of any additional sound-proofing and the like.
In addition to the multi-adjustable dynamic setup that allows you to change the car’s settings between different levels of comfort and sportiness, the C200 and C300 can be fitted, for an estimated $1500, with a new dynamic body control that potentially closes the gap on the C 43, though that does seem to go against those cars’ character.
The basic setup is good. Yes, there’s an emphasis on comfort so it wafts along, in the manner of a much larger car, soaking up road intrusions with a well-damped shrug, but the everyman editions weren’t much less assured on the tight, narrow secondary roads around the Mosel than the performance edition.
The C 200’s engine is remarkable for smoothness and torque. Kick-off feels a tad tardier than with the old engine (Benz disagrees, but admits to a 0-100km of 7.8s), but once rolling you get impressive push from quite low in the rev range.
The C 300’s advantage is more on ascents than on the flat and, refinement-wise. Sometimes the smaller mill seems less intrusive.
The C 43 is also a revelation. AMG product manager Johanna Brodner and vehicle development boss Dr Petra Marks basically conceded this model was more a half measure than a whole in previous format.
No longer. The 0-100km time of 4.7s, a top speed of 250kmh – which I saw – and a snarling exhaust note add up to a more invigorating experience. Sport and Sport Plus are firm, yet the handling pay-off is impressive.
Brakes and steering feel are far sharper and the 69 per cent rearwardbiased all-wheel-drive is assuring. A C 43 wagon or an Audi RS4? It’s a relevant question.
Surely you must have some doubts?
We don’t know the price and Benz swims at the posh end of the pool. All the same, increases seem unlikely and it’s easy to recognise the value.