Mercedes-Benz C-Class 2022 Review

While the concept of the Mercedes-Benz C-Class as a premium mid-size three-box rear-wheel drive sedan remains intact, its constituent parts are pretty much all-new for this latest W206 generation.

There’s a new underpinning MRA2 platform adapted from the S-Class flagship, new-gen four-cylinder mild-hybrid drivetrains, beautifully resolved new exterior, more spacious interior, lots of new and quite dazzling tech. And new pricing.

And that’s where we’ll start because the price rises for the first two W206 C-Class models rolled out in Australia, the 2022 Mercedes-Benz C 200 and C 300, are dramatic.

The C 200 rises $12,000 to $78,900 and the C 300 climbs $15,100 to $90,400 (both plus on-road costs).

Even in the current environment of spiralling new-car pricing, these are huge increases.

Just for comparison, the Audi A4 starts nearly $20,000 cheaper and the arch-rival BMW 3 Series nearly $9000 (actually more, because the 320i Sport Collection is $69,900 drive-away). The dominant player in this segment these days is the electric Tesla Model 3 and it too starts nearly $20,000 cheaper.

Now let’s check out the new comfort equipment you’ll find in the new C-Class. We’ll deal with safety and mechanical equipment upgrades further along.

The AMG Line exterior and interior package – previously a 75 per cent take-up as an option – is now standard in Australia. Highlights include a diamond grille, side skirts and rear bumper. Inside there is AMG Line trim, as well as AMG floor mats and new sports seats with integrated electric head restraint adjustment.

There are new controls including an 11.9-inch LCD infotainment screen that floats elegantly free of the dashboard. For the first time it is a touch-screen, oriented toward the driver and is Tesla-like portrait in its presentation.

The LCD instrument panel is the largest size available in the C-Class catalogue at 12.3 inches. The Nappa leather-trimmed sports steering wheel features finger-operated track pads in the spokes to control things like audio volume and cruise control speed.

The old COMAND dial is gone and fingerprint scanning for added security is now standard. The MBUX operating system graduates to a new and more intuitive generation. The ‘Hey Mercedes’ voice control function is smarter and more intuitive. It even told me the meaning of life – see the video review.

Keyless entry and start with auto-powered boot closing is another new feature. On top of that the C 300 adds an upgrade from 18- to 19-inch AMG alloy wheels and tinted privacy glass from the B-pillar back (a $1700 option for C 200).

Stuff that carries over from the old C-Class includes artificial leather seat trim, power front seats with lumbar adjust, dual-zone climate control, multimedia including navigation and Apple CarPlay and Android auto connection, and wireless phone charging. The C 300 has full leather seat upholstery

Despite the price rises there are still plenty of options. A Vision Package with a panoramic sliding sunroof, head-up display, MBUX augmented reality navigation and memory front seats with heating costs up to $4100.

An Engineering Package with rear-wheel steering and adaptive damping costs $3400. While the C 300 tested on the launch came with these features, they are currently unavailable to order because of the global shortage in microchips. There is no timeline on when they return.

Just a few detail things to note here. There’s no spare tyre and the C 300’s 19s are not run-flats. There’s also no USB or power outlets in the rear seat.

The new C-Class is protected by a five-year/unlimited-kilometre warranty and is serviced every 12 months or 25,000km – whichever comes first. There are three capped-price servicing plans available, for three years ($2650), four years ($3600) and five years ($5200).

The 2022 Mercedes-Benz C-Class has had significant drive assist system upgrades, especially the C 300.

But to start with the C 200. New safety features include a new active radar cruise control function that maintains a pre-set distance to the vehicle ahead on all roads (not just freeways). Active lane change assist, speed limit assist, a 360-degree camera and adaptive high beam assist are all new.

The airbag count climbs to 10 with the addition of a centre airbag to prevent head knocks between front seat passengers.

MBUX has a car-to-x function that can send out warning messages to other vehicles when there is a traffic hazard.

On top of that the C 300 adds Driver Assistance Package Plus, which includes active steering assist, active blind spot assist, active lane keeping assist, active stop and go assist with extended restart, and traffic sign assist which can now read overhead gantry, temporary and wet signs.

What the C 300’s additional DAS essentially delivers is a hands-off semi-autonomous capability that keeps the car centred in its lane. Try the same in the C 200 and it will lazily pinball forward.

Carryover C-Class safety features include LED headlights, autonomous emergency braking (AEB) and active parking assist with front and rear sensors.

Despite the lack of a spare tyre, there’s no tyre pressure measure in the digital display, only a warning when pressure loss is detected.

The new C-Class is yet to receive an ANCAP safety rating.

The 2022 Mercedes-Benz C-Class is being pitched as a mini-me S-Class and that starts with the underpinning MRA2 monocoque architecture.

Built in South Africa for the Australian market, the W206 has a 25mm-longer wheelbase than its predecessor at 2865mm, and in AMG Line spec is 107mm longer overall at 4793mm. It has wider tracks front (+9mm) and rear (+48mm) and is also a little lower at 1438mm.

Inside the cabin all that translates to up to 35mm more knee-room, 15mm more elbow-room and 13mm more headroom in the rear. Up front there’s an extra 22mm elbow-room.

The boot size remains unchanged at 455 litres for the C 300, but it also represents a 20-litre boost for the C 200. A split-folding function with remote opening from the boot is standard.

Look under the bonnet with its twin power domes and you’ll find two different versions of the new-generation M254 turbo-petrol four-cylinder engine. Every W206 C-Class will be four-cylinder including the previously V8 C 63.

The C 200 gets a 1.5-litre engine – not the same one that was sold here briefly in 2018-19 – and the C 300 gets a 2.0-litre.

Both benefit from 48-volt mild-hybrid assistance that can provide an extra 15kW and 200Nm, as well as fuel-saving gliding, energy recovery and stop-start functions. The C 300 also benefits from a further 20kW on turbo overboost.

Key tech features include the shift from the old mild-hybrid four-cylinder’s belt-integrated starter generator to a system seen previously with six-cylinder engines that integrated the ISG into the drivetrain between the engine and the retuned, brainier nine-speed auto.

There’s also a new ‘segment’ turbocharger developed with the Mercedes-AMG Formula 1 team that evolves current twin-scroll technology.

So, to the claims. The C 200 makes 150kW between 5800-6100rpm and 300Nm between 1800-4000rpm. The 0-100km/h acceleration claim is 7.3sec and the fuel consumption claim is 6.9L/100km.

The C 300 makes a meatier 190kW between 5800-6100rpm and 400Nm from 2000-3200rpm. It reaches 100km/h in 6.0 seconds and averages 7.3L/100km.

It’s worth noting these consumption claims are actually higher than the predecessor engines, but that’s a reflection of tougher WLTP fuel economy measurements rather than engine performance backsliding. Officially, the old W205 2.0-litre C 200 was also 0.1sec faster to 100km/h.

Another relevant figure is kerb weight. The old C 200 and C 300 were 1505kg and 1555kg respectively. The new cars are 1650kg and 1675kg.

The new C-Class comes with a quicker steering ratio that cuts the turns lock-to-lock from 2.35 to 2.1 and helps reduce the turning circle from 11.22m to either 11.07m passive rear axle or 10.64m when fitted with the four-wheel steering.

That system turns the rear wheels up to 2.5 degrees opposite to the front wheels below 60km/h to aid manoeuvrability, and 2.5 degrees with the fronts above 60km/h to aid stability.

The multi-link (four front, five rear) suspension systems are new and an upgraded braking package comprising cross-drilled rotors and different brake callipers in silver with the Mercedes-Benz script in black swaps from the W205 options list to become standard equipment.

The driver can tailor the drive experience through multiple modes: Eco, Comfort, Sport, Sport+ and Individual. Engine, stability, suspension (if adaptive dampers are optioned) are among parameters affected.

Putting the driving to one side for a second, just looking at the 2022 Mercedes-Benz C-Class or sitting in it is an impressive experience.

We don’t spend much time on subjective styling assessments here, but the combo the Benz designers have come up with for this exterior just seems right. There’s a calm, handsome power to it.

They even resisted the urge to sweep the rear door panel upward. It might have added a styling flourish but it would have reduced visibility for the driver doing a head check and passengers sitting in the rear seat. Kudos.

Inside, the W206 simply smokes the BMW 3 Series for sheer class and tech. The floating touch-screen and protruding digital instrument panel are superb in their clarity, but initially intimidating in their sheer amount of info and adjustability. Time will breed familiarity.

There are beautiful detail touches like the floating door arm rests and the seat adjusters mounted on the doors (as per tradition) that are now pressure sensitive, so they don’t actually move when pushed. But the seat does, which is kinda weird for a second or two.

In the background is a trim quality, fit and feel that does justice to the Benz tradition.

The front seats are very supportive, but they seem to crowd the rear seat. Adult behind adult, the space just doesn’t feel quite as generous as the specs suggest.

So let’s get moving. And here’s where a suggestion of schizophrenia emerges.

Benz makes no bones about the fact the new C-Class is veering towards a more refined experience, rather than being a sports sedan. Yet the exterior has an assertive appearance that contradicts that.

The C 200 doesn’t quite live up to either mantra. The engine is nothing special in its response or ambience. It feels on the bottom rung of what you expect out of an $80K car, its transmission working hard to keep it on the boil.

Rolling on passive suspension with optional 19-ich staggered Goodyear Eagle rubber, the low-speed ride was brittle. It settled down better at speed, but still felt strong on rebound over bumps.

The C 300 did everything on-road better than C 200. Its engine is stronger, and fitted with adaptive dampers its ride and handling behaviour varied from more comfortable to taut and better tied-down.

This car was also fitted with rear steering, but its impact was less clear. The car certainly responded beautifully to the tiller but so did the 200.

But through the lens of its substantial price rise the feeling that we actually deserved more from the new C 300 – especially engine – was impossible to dismiss.

Both cars produce too much tyre noise on coarse surfaces – especially the 200, although that could have been the road rather than the car – and never enough visceral engine snarl.

More annoyingly, there was also a noticeable hesitation in the 300 when hunting for kickdown acceleration for overtaking. It was as if all the bits and bobs of the driveline had to gather their thoughts for a few milliseconds before responding.

The 2022 Mercedes-Benz C-Class offers some incredibly high benchmarks. Above all else, the quality of the cabin and the sheer class of its tech and comfort appointments are dazzling.

The drive experience isn’t as compelling. It’s very good, but when placed in the context of the price rise and the premium Benz buyers are now expected to pay compared to excellent rivals, small granules of weakness become inflated.

It’s going to be interesting to see if any other reviewers see things the same way as me. I suspect I’m going to be an outlier, a bit like the Russian gymnastics judge at the Olympics.

To me, it comes down to this. If you’re a Benz lover and a C-Class lover with the cash to spare then buy a C 200 or C 300 and, well, love it.

If, however, value enters your equation, then at least do yourself the service of some comparison shopping and driving.

How much does the 2022 Mercedes-Benz C 200 cost?
Price: $78,900 (plus on-road costs)
Available: Now
Engine: 1.5-litre four-cylinder turbo-petrol
Output: 150kW/300Nm
Transmission: Nine-speed automatic
Fuel: 6.9L/100km (ADR Combined)
CO2: 157g/100km (ADR Combined)
Safety rating: Not tested

How much does the 2022 Mercedes-Benz C 300 cost?
Price: $90,400 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 190kW/400Nm
Transmission: Nine-speed automatic
Fuel: 7.3L/100km (ADR Combined)
CO2: 164g/100km (ADR Combined)
Safety rating: Not tested