Mercedes-benz C-class
The all-new C-class is vying for executive car honours, with high-end gadgetry and mild hybrid power On sale Now Price from £35,000 (est)
New iteration of Mercedes’ executive car renews its battle with the BMW 3 Series
TIKTOK IS THE go-to place for life hacks, so expect the new Mercedes-benz C-class to be splashed all over this social media platform. Why? Well, it shares more than a passing resemblance to the brand’s flagship, yet costs half as much. That’s a more impressive hack than using a plastic bottle as a phone stand.
Now, aping the styling of a pricier Mercedes is no bad thing, but this S-class on a hot wash also uses the same mild hybrid technology and large touchscreen infotainment system as its pricier sibling. That’s a handy leg-up to help it compete with the Audi A4, BMW 3 Series (our current favourite executive car), Jaguar XE and Volvo S60, as well as the electric Tesla Model 3.
At launch, C-class buyers have a choice of 201bhp 1.5-litre petrol (C200) and 197bhp 2.0-litre diesel (C220d) engines, with more powerful C300 and C300d models coming later, along with petrol and diesel plug-in hybrids. There are saloon and estate bodystyles, while trim levels range from entry-level Sport to bells ’n’ whistles AMG Line Premium Plus.
While company car drivers will be clamouring for the plug-in hybrids for the tax-friendly CO2 emissions and long electriconly range they offer (up to 62 miles in the C300e’s case), anyone looking for long-distance fuel economy will be better off with the C220d we tried; officially, it returns up to 57.6mpg. Contributing to the C-class’s efficiency is the fact that its engines make use of 48-volt mild hybrid assistance, enabling them to shut off when coasting and providing 20bhp of extra shove at low engine speeds.
Well, maybe ‘shove’ is a strong word, because it comes seamlessly, but the C220d certainly accelerates briskly enough, hitting 62mph from a standstill in 7.3sec. What’s more, the hybrid system helps the engine to stop and restart extremely smoothly at traffic lights, and the nine-speed automatic gearbox (standard across the range) shuffles through the gears with very little fuss, even if it can hesitate a touch when setting off.
Our test car had optional adaptive suspension, which can vary the C-class’s ride from impressively absorbent to really quite sporty. In fact, in Comfort mode it deals with the worst effects of bumps and potholes better than the 3 Series and Model 3, although there’s a slightly floaty sensation on undulating roads.
To avoid that (as the 3 Series and XE so adeptly do), you’ll need to put the suspension in Sport mode. This tightens body control appreciably without the C-class losing its ability to round off harsher humps and
POWER UP
The upcoming plug-in hybrid C300e will offer the option of fast charging, enabling you to replenish its 24.5kwh battery pack from 0-100% within 30 minutes.
hollows. Sport+, on the other hand, is just a bit too firm for pockmarked B-roads and is best left for super-smooth surfaces.
The C-class handles in a very capable manner, but while it’s a match for the A4, it isn’t as entertaining as the 3 Series. The steering feels reasonably accurate and is easier to gauge than the A4’s overly light set-up, but it doesn’t give you as much confidence on a twisty road as the 3 Series’ does. And while the C-class doesn’t lean too much in bends, it doesn’t feel quite as agile or well balanced as the 3 Series.
The C220d is a quiet companion at a motorway cruise, though; its engine is as unobtrusive as the 320d’s, although it’s still not as hushed as the equivalent A4’s. Plus, there’s little road noise and just a touch of wind noise from around the panoramic glass roof (standard with the AMG Line Premium Plus trim of our test car). The brakes are easy to modulate, too, whether you’re slowing down for a roundabout or shuffling through traffic, although the pedal’s travel is a bit long.
You’re unlikely to have any issues finding a comfortable driving position, because all models have plenty of adjustment for the seat and steering wheel. Lumbar support
adjustment is standard across the range, but full electric adjustment with memory settings is reserved for AMG Line Premium trim and up.
The dashboard is dominated by digital displays, starting with a 12.3in screen that takes the place of analogue dials, showing trip and media information or even a small map alongside the usual speedometer and rev counter. We prefer the A4’s Virtual Cockpit, though; navigating your way around its menus is easier, and the physical buttons on the A4’s steering wheel are less fiddly to operate than the C-class’s touch-sensitive ones.
Buttons are largely absent elsewhere, too; most of the C-class’s major controls have migrated to that S-class-aping portraitoriented 11.9in central touchscreen, including (sadly) those for the air conditioning. As a result, making adjustments on the move is trickier than it would be with physical buttons, especially on bumpy roads, where prodding icons can be a challenge. Better news is that smartphone mirroring and sat-nav are standard, the graphics are sharp, the software is responsive, and you quickly learn your way around the menu layout. However, as with other touchscreens, it can be distracting to enter instructions on the move. BMW’S infotainment system, with its intuitive rotary controller, remains our favourite.
In stark contrast to the glitzy screens are the interior plastics, which are of the cheapfeeling, hard kind that you’d expect to find in an inexpensive small hatch and not a premium executive car. You’ll find them on the lower dashboard and centre console, around the air vents and on large sections of the door panels. By comparison, the 3 Series and, to a degree, even the Skoda Superb provide a more upmarket interior environment than the C-class, while the A4 uses plush plastics much more prominently and conceals any scratchy stuff rather more successfully.
So what about interior space? Well, few will have any trouble getting comfortable in the front of the C-class; there’s plenty of room for six-footers up front, but it’s worth noting that the panoramic roof robs a little head room, so anyone more than six feet tall might need to drop the seat to its lowest position.
Anybody less than that height should be fine in the back, too, but the Superb remains the best executive car for overall rear space. There’s also a chunky central floor hump that a middle rear seat occupant will have to straddle, so the C-class isn’t the best car for three adults
‘Mild hybrid assistance boosts efficiency yet also provides 20bhp of extra low-speed shove’
to travel in the back of; you’ll want the Model 3, with its flat rear floor, for that.
In terms of boot space, the C-class saloon beats the equivalent XE and matches the A4. The 3 Series and Model 3 both offer more overall capacity, although the latter car’s is split between the main rear boot and a smaller one under the bonnet. A handy feature is that the C-class’s rear seatbacks split and fold in a useful 40/20/40 arrangement, making the boot more versatile than those of the S60 and Volkswagen Passat when you need to carry longer items.
Final pricing and specifications are yet to be revealed, but even if the new C-class costs the same as the outgoing one, it’ll be one of the more expensive executive cars as an outright purchase. That means company car drivers will face high P11D values, but the C220d stacks up well against the A4 on CO2 emissions. It’s beaten by the squeaky clean 320d, though. Of course, if you really want to save some cash, there’s always the zero-emissions Model 3.
The C-class also compares well for safety tech, with automatic emergency braking, multiple airbags (including one between the front seats) and blindspot monitoring; the latter is usually reserved for the top trim levels of many rivals.
On first acquaintance, the C-class remains a good executive car choice, but the A4 is far better finished inside, while the class-leading 3 Series adds a big dollop of driver appeal. And with the Model 3 leading the way when it comes to running costs, the new C-class doesn’t quite do enough to rise to the top of the class.
Good in most respects but doesn’t stand out in any way against the best of its rivals