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Gautam Sharma11 Apr 2007
REVIEW

Mercedes-Benz W204 C-Class

The new C-Class represents a return to Mercedes' tradition of engineering excellence -- even in its volume-selling model

International Launch
Valencia, Spain

What we liked
>> Excellent sense of style and proportion
>> Superb ride/handling dynamics
>> Improved build quality

Not so much
>> A bit pricey (expect circa-$55k entry point)
>> Tail-light design is a bit ugly

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.5/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 4.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0 /5.0

OVERVIEW
When Mercedes-Benz launches an all-new S-Class, the automotive world sits up and takes notice. Hardly surprising, really, as the flagship Merc sedan has acquired a well-earned reputation -- over several generations -- for stretching the design/technology envelope to parcel-like proportions with each successive iteration.

However, just as significant as the S-Class in the big-picture is its C-Class junior sibling, which, in most markets (including Australia), is the three-pointed star's volume seller.

In many ways, the C-Class has the tougher task. While the S-Class is the car by which all other upper-luxury limos are judged, the C has it has to lock horns with BMW's 3 Series, recent generations of which have been widely acknowledged as the yardstick for that segment.

Bearing this in mind, the Merc boffins turfed pretty much everything from the outgoing C-Class -- barring the engines, which are carried over (with minor updates in the case of the C 200 Kompressor's 1.8-litre supercharged motor).

The new W204 C-Class is 55mm longer, 42mm wider and 22mm taller than its W203 predecessor, yet Mercedes has managed the rather neat trick of keeping its kerb weight exactly the same.

The secret lies in state-of-the-art construction methods and the use of high-strength and ultra-high-strength steel, which means the body-in-white (ie the bare shell) is actually eight kilos lighter than before. Yet, torsional rigidity is 16 per cent higher than that of the W203, and this pays dividends in the areas of refinement, dynamics and passive safety, but more on that later.

The goal was to raise the bar in every aspect -- looks, ride, handling, interior space, safety and build quality being the obvious areas -- in the quest to make it a world-beater. The marketing folk also decided the car needed to appeal to a younger audience (the average age of the C-Class buyer is currently a rather mature 58).

To help snare the youthful demographic without alienating its traditional buyers, the styling department came up with two faces -- a bold, aggressive visage (with the three-pointed star on the grille) for the sporty Avantgarde variants, and a more conservative face (with the star remaining atop the bonnet) for the Classic and Elegance models.

PRICE AND EQUIPMENT
Local pricing for the C-Class is yet to be announced, but expect an increase of around two to three per cent over the current price points, if trends in other markets are any indication. (This points to a starting price around $55K)

Australian specification levels will also be announced when the car debuts locally, but expect a reasonably comprehensive standard kit list, comprising a minimum of six airbags (dual front, side and curtain), with a knee airbag possibly among the options list.

Obviously, keyless entry, power windows and mirrors, ABS (with Brake Assist), ESP (Electronic Stability Program), alloy wheels and climate control air-con will come at no extra cost. [Ed: Mercedes sources have stated the current value-added C-Class 'runout' models won't be too far away from the kick-off spec of the new model. If that's the case, standard equipment will have taken a significant boost over the original spec of the W203]

You'll need to reach into your pocket if you want features such as the Intelligent Light System (with five different lighting functions) or the new Agility Control package with "situation-responsive shock absorber control" (PR bumpf for adaptive dampers), but expect Pre-Safe preventive occupant protection system to be standard specification Down Under.

MECHANICAL
Although the bulk of the W204 C-Class is all-new, Mercedes has essentially carried over the powertrains from the outgoing model (albeit with a few tweaks to the 1.8-litre, four-cylinder supercharged motor that powers the C180/C200 Kompressor).

Power output of the entry-level C 180 Kompressor has increased from the previous 105kW to 115kW, while peak torque is up from 220 to 230Nm. Meanwhile, the C 200 Kompressor's outputs are up to 135kW and 250Nm (compared with the outgoing model's 120kW and 240Nm).

As was the case before, these models can be had with a six-speed manual or five-speed automatic, but few buyers plump for the former.

Mercedes-Benz claims both Kompressor variants not only offer better acceleration than before, the car-maker also points to improved fuel consumption. It's fairly significant news as the four-cylinder models account for the lion's share of C-Class sales.

The diesel-powered C 220 CDI has also been the beneficiary of a few tweaks that have boosted power from 110kW to 125, while torque is up from 340 to 400Nm. Mercedes claims fuel consumption has also been reduced by up to 0.3lt/100km.

Further up the range are the C 230, C 280 and C 350 models, which are powered by V6 engines displacing 2.5, 3.0 and 3.5 litres respectively. The C230 produces 150kW/245Nm, the C280 has 170kW/300Nm, while the C 350 pumps out 200kW and 350Nm.

Each of the V6 models comes with a 7G-Tronic seven-speed auto as standard.

However, while the powertrain department hasn't been tampered with unduly, Mercedes-Benz has taken great pains to re-engineer just about everything else.

As mentioned earlier, the body's construction makes extensive use of high-strength and ultra-high-strength steel, resulting in a stiffer, more rigid chassis. This makes for improved occupant protection and tauter dynamics, according to Mercedes.

The suspension set-up uses multi-links at the front and rear, and Mercedes has focused on introducing a more dynamic feel to the car's responses (steering too) in order to ensure it can rival the sharp-handling BMW 3 Series.

PACKAGING
One of the facets of the outgoing C-Class that wasn't exactly ideal was the level of rear-seat accommodation it provided. This was part of the reason why the labcoats decided to make the new car 55mm longer, 42mm wider and 22mm taller.

The result is better hip and shoulder room in the front and rear seats, and there is now more knee-room in the back seat (I verified this by travelling in the rear seat for part of the drive route). What's more, the rear seat is positioned slightly higher than the front pews, which means even backbenchers can have a view of the road ahead.

The outgoing C-Class has endured some criticism for having a cabin ambience that doesn't quite live up to the standard set by its larger stable mates. For the W204 Mercedes appears to have done its homework here, too, the new interior has quite a high-quality feel about it.

There are some clever design elements, particularly the manner in which the satnav screen pops up (and retracts from view when not in use) from the top of the centre console. Also neat is the Avantgarde's three-spoke steering wheel, the central portion of which mimics the shape of the McLaren-Mercedes Formula One car.

Visually, the W204 is a winner. Merc's crayon department has absolutely nailed the proportions and detailing of the new sedan. Its stance is formidable -- thanks to S-Class themed muscular flared guards and wide tracks -- while the subtle use of curves and creases distinguishes it from the horde.

The C-Class isn't just easy on the eye, it's slippery through the air as well. Its drag coefficient is quoted at a class-leading 0.27, which contributes to six per cent lower fuel consumption (vis-à-vis the old model).

Providing a choice of two faces also appears to be a masterstroke as Avantgarde models are now clearly distinguishable from their Elegance and Classic siblings. Yet the whole exercise doesn't cost Benz an arm and a leg as engineering two different grilles (and grille inserts for the front spoiler) is essentially all it took.

SAFETY
Of course, being a Mercedes-Benz, you'd expect some cutting-edge safety features, and the C-Class doesn't disappoint in this respect.

As mentioned earlier, a quota of six airbags (dual front, side and curtain) and active head restraints will be standard across the world, and cars in some markets will also come with a driver's knee airbag. These will work in tandem with the new bodyshell, which is claimed to be significantly stronger, especially in the areas where it counts -- ie the passenger cell.

Mercedes' engineers are confident the new C-Class will nail a five-star rating in NCAP crash testing and, more importantly, they say the car will perform much better than its forebear in real-world crashes.

Of course, it's far better to avoid crashes in the first place, and this is the domain of the latest-generation Electronic Stability Program, traction control and ABS with Brake Assist.

Among the new innovations are flashing brake lights and -- as the name suggests -- these flash when the brakes are stomped in at speeds above 50km/h to warn cars behind and minimise the risk of being rear-ended.

Also noteworthy is the Pre-Safe system which will be standard equipment on Aussie Cs. Pre-Safe pre-tensions the seatbelts and positions the seats in the optimum position for occupant protection if onboard sensors detect an imminent crash. It also closes the windows and sunroof within milliseconds to further protect occupants.

COMPETITORS
The C-Class faces opposition from three main rivals. The biggest thorn in its side is the ever-popular BMW 3 Series. Recently revamped, the Bavarian sedan found 6035 buyers last year -- nearly double the tally of the outgoing W203 C-Class.

Mercedes has fared well in the runout period of the current model thanks to canny spec and pricing. It will clearly be anxious to continue the momentum and redress this BMW/Benz deficit, and that's where the sharper, more dynamic W204 Avantgarde model comes in.

Among the other key rivals it faces is the Lexus IS 250, which proved quite a hit in 2006, with 3381 sales against its name. Audi's A4 also continues to soldier on, finding 2689 buyers in 2006.

The Mercedes-Benz commands a price premium over each of these rivals on a spec-for-spec basis, but it has the undeniable cachet of the three-pointed star. The mid-year arrival of the W204 model will undoubtedly provide a healthy impetus to C-Class sales.

ON THE ROAD
If first impressions are any indication, the BMW 3 Series is in for a formidable challenge. The drive route at the launch (in and around Valencia, Spain) was supremely daunting, comprising narrow, twisty mountain roads, with bucketing rain and scattered gravel thrown into the mix.

Even in this environment, the C-Class felt secure and well planted. We pushed it far harder than most prospective owners are ever likely to, yet it remained poised and predictable.

Happily, the latest-generation ESP (Electronic Stability Program) system is far more progressive in its operation than was the case in the W203. It allows the driver to enjoy a little bit of 'drift' action before activating and, even when it does so, the cut-in is gentle and subtle, as opposed to the headmaster-caning-student harshness of the old system.

The Carsales Network sampled a C 350 Avantgarde, and this variant comes with 18-inch rims and a sporty three-spoke steering wheel with gearshift paddles. Our car was also equipped with the optional Advanced Agility Package, which tailors the car's responses to the situation (and driver's inclination).

If you're in 'maximum attack' mode, you simply press a Sport button on the centre console and a few things happen behind the scenes: the suspension firms up (thanks to electronically-adjustable dampers), the steering ratio becomes more direct, the transmission adopts more aggressive shift points, and throttle response becomes sharper.

The difference is palpable, so much so that it takes a little familiarisation to become comfortable with the ultra-sharp throttle response and directness of the steering in Sport mode. More importantly, the car corners with a tautness that belies the fact that it's a family sedan.

There's minimal body roll, very little understeer (even in tight corners) and an inherent sense of balance that stems from commendable 52:48 weight distribution and well-resolved multilink suspension.

Equally impressive is the ride quality (it's worth noting that, unlike BMW, Mercedes has deliberately steered clear of runflat tyres).

It takes a sizeable bump/pothole to unsettle the car, and wind and tyre noise are also well suppressed, which means the C-Class would be an easy companion to live with in the day-to-day grind and on long-distance trips.

The 3.5-litre engine in the C 350 is a carryover item from the superseded model, but it was introduced barely two years ago, so it's still a fairly new design. Its outputs of 200kW and 350Nm are healthy enough to provide a 0-100km/h split of 6.4sec, so it's a lively -- if not electrifying -- performer.

Based on our preliminary impressions, there's not a whole lot to fault in Merc's latest-generation sedan. We're eager to drive the 'cooking' model W204 four-cylinder models but can attest that the C-Class goes, stops and steers with poise and precision, it looks the business, and has a cabin ambience befitting its prestige status.

Overall, it's a genuinely accomplished package that may well be the new compact prestige sedan benchmark, but we'll reserve judgement on that until we can line it up against its rivals.

Meanwhile, it's another welcome sign that Mercedes-Benz is returning to its tradition of engineering excellence, as opposed to focusing on cost cutting.

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Written byGautam Sharma
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