Throughout the COTY process the judges returned from driving the C220 CDI astonished by the smoothness of its performance and the shove of the mid-range acceleration. The 2.1-litre diesel makes just 125kW, but its 400Nm peak torque figure is quite remarkable. Consequently, the C220 CDI is notably quicker almost everywhere than the C200K. By the end of the week-long test program, the judges agreed that the C220 CDI is everything you need and, apart from a diesel rattle at idle, ideally suited to the C-Class’s cultured character. Ged Bulmer summed it up: “220 CDI engine very impressive; stronger than 200 with lovely, linear power delivery.”
The V6-powered C320 CDI adds 110Nm, a seven-speed auto, a little more refinement, turns in a rapid 6.9sec zero to 100km/h time, and is a great engine. Yet, we questioned whether that is enough to justify another $30,000 on the price-tag when the four-cylinder C220 CDI does the job so successfully.
In terms of efficiency, these four are among the best engines anywhere in their respective categories: the C200K achieves 7.9L/100km in the official ADR81 test, the C280 10.0L/100km, the C220 CDI 6.7L/100km and the C320 CDI an impressive 7.4L/100km. These numbers earned the range strong scores for efficiency and environment. That Mercedes’ engineers managed to minimise weight gain through the skilful employment of lighter materials was also noted.
The secret to the range’s dynamic talent is a chassis that might have been specifically bred for Australian roads. Without the handicap of run-flat tyres (are you listening, BMW?) the C-Class chassis is utterly polished, absorbing the punishment of potholes and corrugations. Equally convincing is the way it slices through apexes and deals with small bumps. Such a combination of supple, measured ride and exemplary body control isn’t easily engineered.
The C-Class, however, regardless of engine, can carry immense speed into corners without a passenger being aware the driver is in full enjoyment mode. “Superb ride, steering and handling in all models,” noted Jon Hawley. “Some tyre noise,” he added, and this was indeed one of the few issues judges had with the car’s general refinement.
At first, the steering feels eerily light, as if its weighting is overcompensating for the heavy, leaden feel of the previous model’s. Familiarity quickly reveals the true nature of the steering’s precision and sensitivity. The rack is direct (just 2.7 turns lock-to-lock), and the tight 10.8-metre turning circle is a traditional Benz bonus. The C-Class never feels unsettled and you can forget any old perceptions that front-engine, rear-drive Mercedes models are relentless understeerers.
Just occasionally did we find a hint of the rack rattle that so plagued the W211 E-Class during its Wheels COTY campaign in 2002. Aside from this, no rattles, no zizzes, no unexpected groans or structural complaints during our stringent testing of four different C-Class models. Nor were any holes found in the
C-Class’s electronic safety net. On dry or wet bitumen, and gravel, too, the ESP and ABS settings might have been calibrated by local engineers working for Ford or Holden, so beautifully were they judged for Australian conditions.
Many imported cars are found wanting on roads that are all too common in Australia. “ESP dirt fantastic,” noted Michael Stahl succinctly.
The new C-Class is bigger than its predecessor. Wheelbase is up 45mm, height 42mm, length 55mm and rear shoulder room by 40mm. The body is also more rigid, and while better equipped, the 1490kg C200K weighs just 5kg more than the outgoing model. Most of the extra length has been applied to the cabin to improve rear seat space. The C-Class does not have the rear seat room of the much bigger, front-drive Ford Mondeo, but thanks to the enormous front seat travel it’s possible to liberate enough space for two adults to be surprisingly comfortable over long distances in the rear compartment.
Despite deliberately targeting Audi, the C-Class’s interior – even with the $3500 Elegance and $5700 Avantgarde packages – still lacks the interior polish and classiness of that brand’s rival A4. Too much shiny plastic, though most of it is soft-touch, not quite the same peerless quality of fit and finish. The basic ergonomics of the controls and the legibility of the instruments and graphics of the satellite-navigation are outstanding.
“Superb man-machine interface!” noted exclamation-mark-lover and designer Sally Dominguez. Not every judge was quite so enthusiastic. Mercedes’ Comand system uses a rotary function controller mounted in the centre console and, while a little more intuitive than BMW’s iDrive, it still requires familiarity.
Mercedes’ commitment to safety ensures that there is a full complement of side and curtain ’bags, and virtually every other currently available passive safety feature. In fact, the C-Class, with its standard-in-all-models set of eight airbags, goes two better than its competitors. The additional pair of ’bags offer protection for rear seat passengers in side impacts. The C-Class also features Mercedes’ Pre-Safe system, which clenches down the seatbelts in occupied seats when it calculates an accident is imminent. Although overactive on the dirt handling track, this is a technology with genuine merit.
Beyond the headline safety features, however, the C-Class has the essential engineering honesty, the almost total lack of superficiality that the Wheels COTY judges love. It’s simply a brilliantly functional car.
Welcome back Mercedes-Benz…
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