Mercedes-Benz C 250 Avantgarde BlueEFFICIENCY 2012 Review

Once the torque converter was engaged, the C-Class would surge forward but the driver’s lift from throttle soon after would often confuse the transmission. Reapplication of throttle would result in an overreaction… and around and round it went. Overriding the transmission manually did little to improve the situation.

The C 250’s wishbone (front) / multi-link (rear) suspension offered the most supple ride quality of any car on test, though the body didn’t feel as taut as most, ultimately effecting the cars handling.

Balance was throttle-sensitive; apply power and the car shifted from more of a neutral stance into understeer -- the only rear-wheel drive car on test to suffer from this issue. This situation was exacerbated by all-too-light hydraulic-steering.

Tare weight (1555kg), turning circle (11.0 metres) and brake feel were both middle of the road for C 250, though we should note that the braking performance from Mercedes’ all-wheel discs was ahead of both Volvo S60 and Lexus IS, respectively.

Mercedes’ idle stop-start facility did not fare as well, ranked the worst of the three systems sampled on test.

Even without this added equipment, the C 250 Avantgarde BlueEFFICIENCY is the second-most expensive car on test, on sale for $67,400 (MRLP). Though personal preference will largely dictate just how many options you tick, the standard package is generous enough, offering most of the standard equipment you’d expect at this end of the market.

A shame then the Mercedes-Benz C 250 was the only vehicle on test to offer manually-adjustable driver’s seat. A feature one pundit felt was “offensive” at this price point.

Equally offensive was the fuel consumption of the C 250 which almost doubled its on-paper tally (13.5L/100km vs. 6.8L/100km).

Contrast this to the excellent real world economy we have registered from our long-term E-Class diesel coupe. It's clear that Benz's development of late has centred on diesel and the new range of petrol engines coming with the A-Class.

The car is elegantly sculpted with design cues that are appealing to a wide cross-section of potential buyers. The corporate front is a nice blend of heritage and style with a hint of underlying aggression while the multi-spoke alloy wheels look handsome, without being overly masculine.

Inside, the story is much the same. Enter the heavy doors and a now-familiar layout presents as airy and inviting -- the leather upholstery, much like the car itself, scoring middle of the road with our judges.

The soft-touch dash drew praise, as did the leather-bound steering wheel and excellent outward visibility.

Head and knee room ranked middle of the road for C-Class though foot and hip room were princely. The seats themselves did not offer as much contouring as some on test, but offered decent tactility and a suitable driving position.

Shorter drivers found the under-seat storage pressed on the calves and a couple of judges took issue with both the latitudinal-operated automatic override (-/+) and foot-activated/hand-released park brake.

Mercedes-Benz C 250 BlueEFFICIENCY Avantgarde is fitted with a space saver spare wheel.

Pairing Bluetooth devices is fiddly and time consuming, as is programming destinations into the satellite navigation system. The trip computer system, whilst thorough, is difficult to access on the hop, a polar opposite to Volvo’s S60.

We did like the seatbelt cinching system which feels reassuring, especially when factored with the long list of standard safety equipment [BMW was the only other manufacturer to offer this feature].

The single stalk wiper/indicator also worked well, and simplified the steering column to a degree.

Unlike the button-rich infotainment system, the HVAC system was easy to operate at a glance. The ventilation system was fuss free maintaining temperature with a consistency bettered only by the BMW.