Before BMW figured out how to count from one to eight and Mercedes-Benz started filling in its alphabet of models, the 3 Series and C-Class sedans were where the model ladder started.
All that’s changed now of course, there’s 1 and 2 Series Bimmers and affordable X-model SUVs as well. Mercedes-Benz has embarked on a similar model expansion with a family of smaller cars and high-rise wagons.
But crunch the numbers, compare the specifications, and drive them and you’ll find the entry-level 320i and C 200 line up closer than ever.
The BMW 320i is the most recent arrival in the rejuvenated G20 3 Series range that launched globally in 2018. Of course we liked the seventh generation so much it won our 2019 Carsales Car of the Year award.
It comes powered by a 135kW/300Nm 2.0-litre four-cylinder turbo-petrol engine mated to an eight-speed automatic transmission driving its rear wheels.
By contrast, the current W205 C-Class has been around since 2014, albeit significantly updated in 2018.
Back then Mercedes-Benz rolled out a C 200 with a 135kW/280Nm 1.5-litre turbo-petrol four-cylinder engine aided by a mild-hybrid system that kicked in an extra 10kW/160Nm at low revs.
But that engine got quietly shelved in September 2019. It was replaced by an orthodox 150kW/300Nm 2.0-litre turbo-petrol four-cylinder engine, still mated to a nine-speed automatic transmission and driving the rear wheels.
Not only does the new engine lose the hybrid’s added low-down pulling power, it also claims higher average fuel consumption – 7.0 v 6.4L/100km. The 320i undercuts them both at 6.3L/100km (ADR Combined).
As we’ve already alluded to, entry-level 3s and Cs were once the cheapest most accessible models BMW and Benz sold. But no more…
They still appeal to the upwardly mobile young professionals and the mature buyer looking for prestige in a more compact sedan package than their 5 Series or E-Class. But it’s hard to imagine family buyers leaping at these cars, given their packaging limitations (more on that later).
The BMW 320i retails for $65,900 (plus on-road costs), while the standard C 200 will set you back $65,800 (plus ORCs).
The 320i undercuts the 320d turbo-diesel by $2000 and, the 330i (a higher-powered 2.0-litre turbo-petrol) by $5000. It also undercuts the 330e plug-in hybrid by $10,000 and the storming M340i xDrive by $24,000.
Above the Mercedes-Benz C 200 sit the $66,000 C 220d turbo-diesel, the $72,700 C 300 (a 2.0-litre turbo-petrol four despite its badge) and the $79,200 C 300 e hybrid. The C 43 twin turbo V6 will set you back $109,740 and then you’re into the stratosphere with the barnstorming C 63 S.
There’s no direct BMW opponent for the latter model until the new M3 gets rolled out.
For the same money the 3 Series wins the equipment contest, most notably in the safety area where it boasts a whole suite of driver assist systems the C-Class misses out on.
They include lane departure warning, lane change warning and rear cross-traffic warning with auto braking. Both cars come with autonomous emergency braking, but the BMW’s system slows it rather than brings it to a complete halt. You have to pay extra for the full-fat system.
The 3 Series alone gets a head-up display, tri-zone climate control, standard wireless smartphone charging and hands-free memory reversing. But only the Mercedes-Benz offers Android Auto connection. Both have Apple Carplay, and yes, BMW no longer charges for it.
Both vehicles come with five-star ANCAP ratings. But the BMW’s is from the much tougher 2019 regime, while the Benz’s dates all the way back to 2014.
Both cars roll on 18-inch run-flat tyres, which means no spare tucked away in the boot.
A three-year/unlimited-kilometre warranty is offered for both cars. They also come with pre-paid servicing offers. The basic BMW package will set you back $1650 over five years or 80,000km. The Benz will cost you $2000 over three years or 75,000km.
Of course, check the fine print for what is and isn’t covered.
These cars deliver the driving enjoyment both badges have long stood for.
In fact, just as they are traditional members of both ranges, so their characters are reminiscent of previous generations.
Fitted standard with the stiffer M Sport suspension (more compliant Luxury Line is a no cost option), the BMW feels more aggressive and alert in its driving appeal. Its free-spinning engine and taut passive chassis tune delivers an energising experience.
The Mercedes-Benz is more relaxed. Our test car came with optional ($1400) adaptive suspension, but Dynamic Select Sport mode only brought it up on par with the BMW for edginess.
Roll back to Comfort mode and it has an absorbent ride that makes it the better cruiser, without becoming too pillowy.
Speaking of pillows, cushions and the like, the seating in both cars was Germanic in its efficiency and firmness. The BMW offered better support, the Mercedes-Benz’s driver’s seat was more like an armchair.
The C’s engine was just as strong as the 3’s, but didn’t sound or feel as refined. Both autos shifted slickly when left to their own devices or manipulated by flappy paddles. One tester nominated the BMW’s eight-speed as his preferred choice and the other the Benz’s nine-speed. So it’s close.
Fuel economy ran in the eights for the BMW and nines for the Benz, essentially a couple of litres above their claims.
Thanks to their three-box shape and rear-wheel drive neither of these cars are optimal for rear-seat adult space.
The new BMW has grown in size compared to its predecessor and is bigger than the C-Class too. So no surprise it’s better for both knee and shoulder room, while they are pretty close on headroom.
But the middle-rear seat is compromised in both by the prominent transmission tunnel required for rear-wheel drive.
The BMW has the bigger boot (480 v 435 litres) while both rear seats split-fold to add versatility and space.
The perceived quality of the Mercedes-Benz is better around the dashboard thanks to the piano black and brushed metal (plastic) trims, but the 3’s infotainment screen is better integrated into the dashboard.
Both cars have 10.2-inch digital infotainment screens with multiple modes and we’d rate the BMW ahead by way of its intuitive interface. For overall usability of controls and infotainment the 320i gets the nod because of its touchscreen.
Both Germans get 12.3-inch digital instrument displays and while the BMW unit is newer and arguably prettier, the Benz has more functionality and customisability.
The BMW 320i defeats the Mercedes-Benz C 200 in this comparison.
Yet again, the C-Class has reminded us of what a good package it is. There’s no doubt it is ageing gracefully and it’s possible to make case for it against the BMW. But the extra space, smoother engine, more enjoyable dynamics and superior safety equipment of the 3 Series are enough to ensure the win.
It might have been closer if not for Mercedes-Benz’s engine change last year that robbed the C 200 of its mild hybrid efficiency gains. Maybe closer, but not a result changer.
Nevertheless these traditional rivals remain a testament to evolutionary automotive improvement through the generations. They might not be as critical to the success of their respective brands as they once were, but they’ve surely never been better cars.