‘ Baby Benz’ grows up
2015 Mercedes C- Class, though still compact, has midsize feel
The Mercedes- Benz C- Class— nicknamed the “baby Benz”— has been the bread- and- butter, best- selling Mercedes since 2007, with 2.4 million sales worldwide. Entering 2015, one company exec remarks, “It’s safe to say our baby Benz is all grown up.”
No kidding. The all- new 2015 C- Class (“C” designated for compact) has the look and feel of a midsize luxury performance car not much different from the Mercedes E- Class of some years ago. However, based on its passenger and trunk volume, the government still classifies it as a compact car.
It validates the traditional cautionary advice in the car biz: If you want to sell cars in the United States, each successor model must become more powerful and grow, if only a little bit. The new C does that, at 3.7 inches longer than its predecessor. Most of that was intended for the back seat, but it delivers just adequate head and knee room. The center rear position, with a hard cushion and floor hump, should be reserved for punishment.
The new C- Class moves up a notch because of the advent of its smaller sibling, the frontwheel drive CLA. Depending on how much churning goes on, the CLA could become the new bread- and- butter model.
The C- Class continues on a rear- drive platform, although at its 2015 introduction it’s offered only with the Mercedes all- wheel drive system, called 4Matic. Later in the model year, Mercedes will offer the C300 in rear- wheel drive. A diesel engine and a plug- in hybrid model also are in the offing.
There are two models now: the C300 is powered by a turbocharged 241- horsepower, 2.0- liter four- cylinder engine. Its upscale garage mate, the C400, comes with a bi- turbo 329- horsepower, 3.0-liter-V- 6 engine. All versions use a slick, well calibrated seven- speed automatic transmission that can be shifted manually.
Either the 300 or 400 version would prove satisfactory with most Mercedes buyers. The C400, with its V- 6 engine, obviously is the better performer, although the extra weight up front makes it a bit less nimble in the corners. For those who desire even more power, Mercedes eventually will offer an AMG version built by the company’s hot performance division.
Still the lesser- powered C300 doesn’t disappoint and shaves a good bit off the C400’ s sticker price. The C300 4Matic starts at $ 39,325. With options that included voice- controlled navigation, Distronic adaptive cruise control, lane- keeping assist, rear- collision protection, 19- inch wheels, AMG interior and exterior styling touches, upgraded audio, pushbutton starting with stop- start technology and sport seats, our tester checked in at $ 52,735.
The options did not include leather upholstery. The standard seat covering, an artificial material, is called MB- Tex. If you want real leather, which is slightly less sticky, it comes as part of a $ 2,300 interior package.
For the more powerful C400, the base price is $ 49,515. The second test car included the air suspension system and leather upholstery and came to $ 65,210.
A healthy slather of aluminum allowed Mercedes to engineer a weight loss of around 200 pounds, contributing to improved fuel economy. The hood, doors, fenders, roof and trunk lid all aremade from aluminum, helping the tested C400 to a 22/ 29/ 24 mpg rating on the EPA’s city/ highway/ combined fuel consumption cycles. EPA on the C300 4Matic is 24/ 31/ 27 mpg.
The standard suspension system uses steel springs and, in the C300, is more than up to the task of delivering good handling and a decent ride as long as you understand that you will be duly informed about bumps and other road irregularities. Buyers can choose among base, sport and comfort setups.
The optional ($ 1,190) air suspension system does a marginally better job of absorbing the rough stuff.
Overall, if the new C- Class cedes its bread- and- butter designation to the CLA, then it has the potential to become Mercedes- Benz’s new scones-and-jam model— and, for C400 buyers, the jam will be spicy.