Mercedes-Benz C-Class 2018 Review

Over a two-day period Mercedes-Benz Australia unleased local journalists to drive the latest Mercedes-Benz C-Class models – the C 200 and the current performance flagship, the Mercedes-AMG C 43.

The two cars are at opposite ends of the updated C-Class performance spectrum, at least until the C 43 is placed in the shade by the range-topping Mercedes-AMG C 63 in January. In between, these two models, there's a turbo-diesel C 220d that's trimmed to the same level as the C 200 and a higher-grade 2.0-litre four-cylinder C 300 that's due here in a couple of weeks.

Mercedes has released the updated C-Class range in Australia with some price adjustments. The maker claims the higher prices are offset by improved standard equipment and, in the case of the C 200, an entirely new powertrain. In addition to the changes across the range, the C 300 will arrive in the market with an advanced driver assistance package as standard.

Priced $1500 higher than the previous C 200 (now from $63,400) the entry-level model is powered by a downsized and turbocharged four-cylinder petrol engine incorporating a mild-hybrid system in the shape of a belt-driven starter/alternator unit. This electric motor/generator supplements the power and torque of the petrol engine for overtaking or other occasions when more performance is required and, conversely, also recovers energy on the overrun to recharge the C-Class’ battery system.

Mild hybrids are likely to find their way into more Mercedes-Benz models. In the case of the C 200, the 48V Bosch-supplied system features a small 1kWh lithium-ion battery and the abovementioned starter/alternator generator system that contributes an extra 10kW/160Nm boost at low revs. It doesn’t work at higher speeds, where the car relies on the combustion engine’s 135kW/280Nm outputs.

Mercedes-Benz Australia doesn't specify combined power and torque figures for the C 200.

The C 200 starts with none of the high-pitched cranking of a conventional starter. Much like Toyota or Honda hybrids, the Mercedes engine fires into life immediately. And the electric motor never really makes its presence felt. If anything, it makes its absence felt! There's not even a subtle additional surge of power when overtaking. Indeed, the way the electric motor's operation has been integrated with the petrol-engine operation is truly linear and seamless.

But early on in the drive program it was apparent that the C 200 powertrain doesn't muster adequate performance until the driving mode is set up for more dynamic response. Even in Sport mode, the power delivery from the turbocharged engine borders on soft and, in Comfort mode, the delay in response while trying to negotiate a right turn across a busy road was maddening.

So we kept the Mercedes in Individual mode for the duration of the first day's drive – tailoring the C 200's electronically-controlled mechanicals for softer suspension and sportier powertrain and steering. This is arguably the best combination, although the Sport mode won't conserve as much fuel. But in the urban jungle it's what owners will want.

Over the course of the day's driving the C 200's average fuel consumption was 7.1L/100km, which was achieved on mostly straight and open roads, with a few instances of rapid overtaking raising the consumption level.

If the C 200 had stayed in Eco mode for the drive program, the fuel consumption would have likely fallen below 7L/100km, since the engine was ticking over at just 1500rpm in ninth gear for a road speed of 100km/h.

The 1.5-litre petrol engine is quiet, but not especially charismatic. At open road speeds it's drowned out by tyre noise and a whisper of wind turbulence around the mirrors. The run-flat Continental tyres fitted to the Mercedes-Benz C-Class generate a very subdued hum on coarse-chip bitumen; they're far from loud.

Fitted with Dynamic Body Control (air suspension) which is a $1400 option, the C 200 in Comfort mode rode exceptionally well over imperfections in the road surface and the car's body control remained fine in this mode even when being driven harder. What makes the C 200's ride comfort all the more impressive is that this is achieved on those run-flat tyres.

Using the Individual setting, the steering could be set up with a bit more weight and feedback through the wheel, which suited me better than the Comfort setup.

The C 200 turns in neatly and handling feels closer to neutral than many non-prestige cars of similar size – most of them being front-wheel drives. Braking is progressive and the pedal is quite tactile for soft stopping.

There are relatively few changes to the cabin of the new C-Class, other than the digital instrument cluster, the larger new infotainment tablet and new steering wheel designs. On the last, there's a touchpad on each spoke for infotainment (left spoke) and instruments (right spoke).

It's initially tempting to experiment with the new system’s different instrument views (the choice of Classic, Progressive and Sport) or swipe/scroll through different trip computer/infotainment functions. Swiping the right pad to the right will select the large dial on the right side of the cluster. Swiping down from there will scroll through different display options, such as a tachometer, a g-force meter or satnav map, to name three of the offerings.

While the driver is occupied with the different multi-media displays changing with each swipe, there's a risk of losing situational awareness. But once familiar, the touch pads are far more effective than a touch screen or a single-point controller (which is still available in the C-Class).

Other than the digital displays and the new steering wheel design, the C-Class looks very much as it was. Selecting gear is by means of the same column shifter on the right, for instance. For some reason, the transmission tunnel occupies more space in the driver's footwell than we recall for earlier 205-series C-Class models. And the footrest of the C 200 is simply not big enough to play its role effectively.

Benz supplied different body styles for the launch, including sedan, coupe and wagon. The C 200 tested was a sedan and the all-wheel-drive AMG 43 model was a wagon.

Rear-seat accommodation is generally fine for adults of average size in both the C-Class sedan and the wagon. Headroom in the rear of the wagon is better than the sedan, but both are compromised when a sunroof is fitted. Kneeroom is fairly generous, however, and there is room for the toes under the seats in front.

After the almost Prius-like noise-suppression and ride properties of the C 200, the AMG C 43 wagon we drove was a very different kettle of fish.

New turbochargers for the 3.0-litre V6 have boosted power from 270 to 287kW and although the torque is the same (520Nm), and the output peaks in the same regions of the rev range, the new C 43 definitely feels stronger. There's more apparent mid-range and the new model is happier loping along in higher gears – yet still capable of supplying respectable straight-line acceleration.

Wide-open throttle and high revs are, however, still accompanied by a musical engine note and the requisite pops and bangs on the overrun.

The AMG engine is coupled to a nine-speed automatic that provides very smooth shifting, even shifting manually. Unless sport mode is selected, the transmission will always shift up automatically. This is also the only mode that will let the driver rev the engine up to the redline; in other modes the auto trans will shift up hundreds of revs short of the redline.

In Eco mode the V6 bi-turbo engine is running in ninth gear right on 1500rpm for 100km/h. This low-rev cruising contributed to the C 43's respectable fuel economy, which finished at 10.3L/100km, according to the car's trip computer. Earlier in the drive program the posted fuel consumption was up as high as 12.6L/10km, as the car was flung around on twisty and hilly roads.

The C 43's sticky Continentals on 19-inch wheels were noisier than the C 200's run-flats on 18-inch alloys.

Although the body-hugging AMG seats of the C 43 are a little more snug than the seats in the C 200, they were still very comfortable for the hours of driving from Milawa to Tullamarine via Mansfield in Victoria’s northeast.

The C 43's instruments and infotainment are all digital like the C 200's, but there's a little more visual drama at times. The instrument lighting flares red as the engine revs approach redline, as an example.

Being a wagon, the C 43 was marginally more practical than the C 200 sedan. There's a fold down skiport in the centre of the rear seat and both the outboard squabs fold more or less flat and flush with the boot floor. Separate finger pulls just inside the luggage compartment release the outboard seats for more cargo space.

Like the sedan, there are adjustable vents in the rear of the centre console for the comfort of passengers seated behind. The C 43's cargo blind lifts and lowers with the powered tailgate, which ensures easy loading and fully concealed contents when the car is secured.

After two days, the C 200 had made its case for those who make rational purchasing decisions. Via its new mild-hybrid system, Mercedes-Benz has found a relatively cost-effective and sensible means of helping the environment and reducing running costs. In doing so, however, perhaps the C 200 is sanitised more than we've come to expect from the three-pointed star.

The C 43 is a car for those who buy from the heart. And while the C 200 may be the future of motoring, it's the C 43 that will be the subject of animated discussion in the future.

How much does the 2018 Mercedes-Benz C 200 cost?
Price: $63,400 (sedan, plus on-road costs)
Engine: 1.5-litre four-cylinder turbo-petrol
Output: 135kW/280Nm
Transmission: Nine-speed automatic
Fuel: 6.4L/100km (ADR Combined)
CO2: 145g/km (ADR Combined)
Safety rating: TBA

How much does the 2018 Mercedes-AMG C 43 cost?
Price: $110,400 (wagon, plus on-road costs)
Engine: 3.0-litre six-cylinder turbo-petrol
Output: 287kW/520Nm
Transmission: Nine-speed automatic
Fuel: 9.6L/100km (ADR Combined)
CO2: 219g/km (ADR Combined)
Safety rating: TBA