C-Class W205 Mercedes C-Class (W205) first drive reviews
- Thread starter Amat46
- Start date
The Mercedes-Benz W205 is the fourth generation of the Mercedes-Benz C-Class which was produced by Daimler AG between 2014 and 2021. The W205 C-Class was preceded by the W204 C-Class and superseded by the W206 C-Class. The fourth-generation C-Class was available in sedan (W205), station wagon/estate (S205), coupe (C205), cabriolet (A205) and long-wheelbase sedan (V205) body styles.
-=Hot|Ice=-
High-Rev Hero
Autoblog:
Put that in your pipe and smoke it, BMW.
Put that in your pipe and smoke it, BMW.
Zafiro
Supreme Roadmaster
One man's opinion, been other reviews saying the opposite. And accusing C-class to have a crispy steering, I disagree, sorry, and yes, I've driven the new C-class. And before people start to use the dislike button, go and drive one for yourself.
fortuner
Autotechnik Ace
I driven the new C class now for around 3500 km
My views design both in and out are above any of its competitors. My own personnel view.
The interior is just brilliant I cant fault anything even the touchpad is now so easy I hardly use the command knob. Interior is brilllliaaaaant.
The Drive Its really very quiet car ...Quieter then the E class also...The Comfort is exceptional compared to W204..The negative is when you hit a pothole or bump more bumpy then the W204 thanks the run flats.
The handling is much better then the W204 for sure I pushed it a few times and it was very very good.no complaints from my side.
All in all I think its a brilliant daily car and also I really feel its a class or two above the W204 which in my view was already a good car.
My views design both in and out are above any of its competitors. My own personnel view.
The interior is just brilliant I cant fault anything even the touchpad is now so easy I hardly use the command knob. Interior is brilllliaaaaant.
The Drive Its really very quiet car ...Quieter then the E class also...The Comfort is exceptional compared to W204..The negative is when you hit a pothole or bump more bumpy then the W204 thanks the run flats.
The handling is much better then the W204 for sure I pushed it a few times and it was very very good.no complaints from my side.
All in all I think its a brilliant daily car and also I really feel its a class or two above the W204 which in my view was already a good car.
-=Hot|Ice=-
High-Rev Hero
The best thing about the new 2015 C-class is that it's a Mercedes-Benz. We don't mean to say that the last C-class wasn't a Benz; of course it was. It was built in a Benz factory, wore Benz logos, and was sold in Benz dealerships to people who think ballcaps with Benz logos are the bee’s knees.
But Benzness wasn't its foremost business, as it had to conquest buyers from BMW, Audi, and the like while also serving as a price-leading entry point to the brand in the U.S. These goals aren’t wholly incompatible, but they’re close, and the result was a car that never felt as gratifying or as luxurious as a Mercedes ought to. The smaller CLA-class is now a thing, however, and it can absorb the slings and arrows flung at a Benz built to please a spreadsheet.
S-class inside, with far richer materials than before, avant-garde design, and technology that enhances the experience. Hell, the C-class uses the S’s power seat and window switches, and it even offers that car’s perfume sprayer as an option. The detailing is superb; as one example, the outside of the spherical vents carries a piano-black finish that you see only when they’re turned. The interior is better than anything in the segment right now—your move, Audi.
The richness of the cabin carries over to the driving experience. The C still aims to pick off 3-series and A4 buyers by the bushel, but it’s finally comfortable in its own (S-class–derived) skin, being a luxury car first and a sports sedan second. We drove C300 4MATICs—a rear-drive version of this model arrives early next year—with both the optional Airmatic adjustable air springs and without. We came to prefer the well-calibrated steel suspension, at least on the smooth roads of our test route outside of Seattle, as it offers a cushy ride yet is still firm enough to facilitate the occasional strafing run. (Our test examples were outfitted in Sport trim, which means a stiffer, lowered suspension. The C300 Luxury has a softer setup.)
The $1190 air suspension’s exclusive Sport+ setting tries to beat bumps into submission, while Comfort is too squishy, allowing for some head toss on heaving pavement and uncomfortable rear-end squirming under hard braking. The Sport mode delivers the same delicate balance of suppleness and capable handling as the steel setup, and it’s the setting in which we’d leave the suspension. Given that, we’d skip Airmatic and save some loot. Even without the air springs, you still can adjust the steering, transmission, and throttle through Eco, Comfort, and Sport settings using the standard Agility Select switch. While Agility Select sort of sounds like an energy drink by Löwenbräu, its preset modes are well delineated and you can mix and match any of the various parameters via the Individual program.
the C400 4MATIC and its 329-hp twin-turbo V-6 is also available. Starting about a year from now, the lineup will expand to please eco-nerds and hooligans alike, with a plug-in hybrid, a diesel, and a burly AMG version all in the pipeline to America.
In addition to the touchpad and Agility Select, the basic $41,325 C300 4MATIC has dual-zone auto climate control, Bluetooth connectivity, keyless ignition, rain-sensing wipers, power folding mirrors, USB connectivity with support for iOS and Android phones, 40/20/40 split-folding rear seats, and a seven-inch center-stack screen. It also packs driver-assistance technologies such as the Attention Assist driver-drowsiness monitor, Pre-Safe collision preparation, and Collision Prevention Assist Plus, which can autonomously brake the car in the case of driver inaction (from speeds up to 124 mph) when the car in front is moving or slowing down, brake the car fully in response to stopped cars (at speeds up to 31 mph), and prevent rear-end bang-ups (up to 25 mph). As you’d expect of any luxury car, you can load up the new C with a pile of equipment. Check out our pricing story for all the detailed options info you can handle.
Yes, the C-class has always been a Mercedes-Benz. But this stylish, satisfying, and confident new model means the car is now a Benz in terms of desirability and prestige, too.
2015 Mercedes-Benz C300 4MATIC First Drive | Review | Car and Driver
Mr. Mercedes
Premium
The C-class launches in Australia this week, and just as I suspected the GLOWING reviews have begun. We just couldn't get enough of the old C-class, and the new one will ensure the trend continues.
Mercedes-Benz C-Class C200 2014 Review
The C-Class is here. Finally. On first acquaintance in Europe, we praised everything from its quality to a starting price of $60,900 and rating it an early contender for Car of the Year. After our first local drive, it's a shortening favourite.
After 250km of very mixed motoring, from inner-city Melbourne tram tracks to a stretch of muddy forest road, there is barely anything to fault. It's a five-star car for me, a very rare honour.
The new C-Class gets better fuel economy than a Toyota Camry, costs the same as a fully loaded Chrysler 300, is about to outsell the Mazda6, has more standard safety than cars that cost more than $150,000, and is available as a miserly hybrid.
A reversing camera is standard, it will brake automatically in an emergency — earning a 15 per cent discount from some insurers — and it has wipe-down vinyl seats that are family-friendly.
Yes, it's a Mercedes-Benz, and that must go against it. We mark hard because we expect the world's oldest car maker to do good work and because we know there is a bias against the brand.
But the world has turned from the time when only super-rich people could afford to park a three-pointed star in the driveway. These days, thanks to starting prices as low as $35,600 — the same as a Holden Commodore — there are more Mercedes in Middle Australia than ever before and people are shopping the star against a VW Golf or top-end Ford Falcon.
It still busts most budgets despite that relatively affordable bottom line, and it's easy to romp past $80,000 for a C250 with extras, but it's a lot of car for the cash. It drives like a much costlier car and you could happily live with the no frills C200. For a very long time.
VALUE
The C-Class starting price is up by $1000, a rare rise in a time of red-pen pricing A basic petrol C200 starts at $60,900, with the flagship C300 BlueTEC Hybrid at $74,900 for deliveries next year. In the middle ground, the petrol C250 starts at $68,900 and the cheapest diesel, the C200 BluteTEC, from $62,400.
What's significant is that all five of the C-Class sedans are priced below the luxury car tax threshold — although the belter V8-powered C63 AMG will bust that barrier next year — and Mercedes-Benz Australia claims a $9000 improvement in standard equipment.
The list now runs to power seats, LED lights, 18-inch alloys, auto braking and satnav. To give some pricing perspective, a basic BMW 320 costs $60,500 and a Chrysler 300C Luxury starts at $51,000.
TECHNOLOGY
Most of the good stuff in the compact C-Class comes from the S-Class flagship, from the automatic safety braking to electric window switches that don't feel remotely cheap. It's a car that's loaded with safety stuff but also benefits from a new generation of engines with stop-start and turbocharging.
In the C200, performance is almost a match for the outgoing C250 yet its claimed fuel economy is 6.0L/100km (I saw 5.7L on my preview drive). It uses old-school rear-wheel drive for refinement and driving enjoyment, with a seven-speed automatic gearbox.
The new body is bigger but nearly half of the panels are made from aluminium, which cuts weight by up to 40kg. The hybrid in the C-Class is a diesel job, claiming 4.0L.
DESIGN
The body follows Benz's latest styling direction, which is more aggressive than the outgoing car, but the interior has been modernised without losing its effectiveness. There's a large touch screen — 7 inches to start, 8.4 with an infotainment upgrade — and old-school dials with an optional head-up display. Paddle-shifters are standard.
Deft touches include a choice of interior lighting colours and an "agility" switch for the engine/transmission/steering computer. Smart work inside the bigger body enhances usable space, particularly in the back where the outgoing C-Class was upright and cramped. The boot is also bigger at a claimed 480L.
SAFETY
The C-Class earned five stars from ANCAP, no question. The basics are right, from the body structure to nine airbags. The extra gear — including automatic emergency braking that initially flashes you a noisy warning — and even a fatigue reminder set the C-Class up for a maximum score.
DRIVING
It's crunch time as I slide into a C200 for a loop that goes out and about from Melbourne central. It's cold and wet, ideal to find any flaws. But the car feels solid, composed and sensationally refined. Within 10km, I know I could happily drive for 1000, thanks to everything from well-shaped seats and a sports-style wheel to great headlamps and a chassis that copes easily with everything nasty I can find. It's very, very quiet, too.
After an hour, I'm searching for things to dislike. There is the lid on the centre console, which feels a bit flimsy, and also looks from other drivers which are anything but envious.
This C200 also has a couple of extra-cost options and I can't see the point in the sunroof, although the head-up display is brilliant and I also like the full-sized infotainment screen and creamy Burmester sound. But it's the basics that do it for me, and make a five-star rating an easy decision.
The car copes so easily with bumps and lumps, and even potholes are dispatched with none of the bump-thump of the previous C-Class or the latest 3 Series and Audi A4. There is nothing nasty in the handling, which is generally neutral in all corners, and it cruises quietly and effortlessly on the freeway.
I return to Mercedes-Benz and jump into a C250 with more power and equipment. It also has an AMG package with good-looking wheels and hugging front bucket seats. It's nice but not nicer enough for me at $68,900 plus options — I'd take the C200 every time.
I haven't been as impressed by any new arrival since my first run in the Golf. The C200 will some beating come COTY time.
VERDICT
The new C-Class is a landmark car. It sets a new standard for affordable luxury in Australia.
Mercedes-Benz C-Class C200 2014 Review
The C-Class is here. Finally. On first acquaintance in Europe, we praised everything from its quality to a starting price of $60,900 and rating it an early contender for Car of the Year. After our first local drive, it's a shortening favourite.
After 250km of very mixed motoring, from inner-city Melbourne tram tracks to a stretch of muddy forest road, there is barely anything to fault. It's a five-star car for me, a very rare honour.
The new C-Class gets better fuel economy than a Toyota Camry, costs the same as a fully loaded Chrysler 300, is about to outsell the Mazda6, has more standard safety than cars that cost more than $150,000, and is available as a miserly hybrid.
A reversing camera is standard, it will brake automatically in an emergency — earning a 15 per cent discount from some insurers — and it has wipe-down vinyl seats that are family-friendly.
Yes, it's a Mercedes-Benz, and that must go against it. We mark hard because we expect the world's oldest car maker to do good work and because we know there is a bias against the brand.
But the world has turned from the time when only super-rich people could afford to park a three-pointed star in the driveway. These days, thanks to starting prices as low as $35,600 — the same as a Holden Commodore — there are more Mercedes in Middle Australia than ever before and people are shopping the star against a VW Golf or top-end Ford Falcon.
It still busts most budgets despite that relatively affordable bottom line, and it's easy to romp past $80,000 for a C250 with extras, but it's a lot of car for the cash. It drives like a much costlier car and you could happily live with the no frills C200. For a very long time.
VALUE
The C-Class starting price is up by $1000, a rare rise in a time of red-pen pricing A basic petrol C200 starts at $60,900, with the flagship C300 BlueTEC Hybrid at $74,900 for deliveries next year. In the middle ground, the petrol C250 starts at $68,900 and the cheapest diesel, the C200 BluteTEC, from $62,400.
What's significant is that all five of the C-Class sedans are priced below the luxury car tax threshold — although the belter V8-powered C63 AMG will bust that barrier next year — and Mercedes-Benz Australia claims a $9000 improvement in standard equipment.
The list now runs to power seats, LED lights, 18-inch alloys, auto braking and satnav. To give some pricing perspective, a basic BMW 320 costs $60,500 and a Chrysler 300C Luxury starts at $51,000.
TECHNOLOGY
Most of the good stuff in the compact C-Class comes from the S-Class flagship, from the automatic safety braking to electric window switches that don't feel remotely cheap. It's a car that's loaded with safety stuff but also benefits from a new generation of engines with stop-start and turbocharging.
In the C200, performance is almost a match for the outgoing C250 yet its claimed fuel economy is 6.0L/100km (I saw 5.7L on my preview drive). It uses old-school rear-wheel drive for refinement and driving enjoyment, with a seven-speed automatic gearbox.
The new body is bigger but nearly half of the panels are made from aluminium, which cuts weight by up to 40kg. The hybrid in the C-Class is a diesel job, claiming 4.0L.
DESIGN
The body follows Benz's latest styling direction, which is more aggressive than the outgoing car, but the interior has been modernised without losing its effectiveness. There's a large touch screen — 7 inches to start, 8.4 with an infotainment upgrade — and old-school dials with an optional head-up display. Paddle-shifters are standard.
Deft touches include a choice of interior lighting colours and an "agility" switch for the engine/transmission/steering computer. Smart work inside the bigger body enhances usable space, particularly in the back where the outgoing C-Class was upright and cramped. The boot is also bigger at a claimed 480L.
SAFETY
The C-Class earned five stars from ANCAP, no question. The basics are right, from the body structure to nine airbags. The extra gear — including automatic emergency braking that initially flashes you a noisy warning — and even a fatigue reminder set the C-Class up for a maximum score.
DRIVING
It's crunch time as I slide into a C200 for a loop that goes out and about from Melbourne central. It's cold and wet, ideal to find any flaws. But the car feels solid, composed and sensationally refined. Within 10km, I know I could happily drive for 1000, thanks to everything from well-shaped seats and a sports-style wheel to great headlamps and a chassis that copes easily with everything nasty I can find. It's very, very quiet, too.
After an hour, I'm searching for things to dislike. There is the lid on the centre console, which feels a bit flimsy, and also looks from other drivers which are anything but envious.
This C200 also has a couple of extra-cost options and I can't see the point in the sunroof, although the head-up display is brilliant and I also like the full-sized infotainment screen and creamy Burmester sound. But it's the basics that do it for me, and make a five-star rating an easy decision.
The car copes so easily with bumps and lumps, and even potholes are dispatched with none of the bump-thump of the previous C-Class or the latest 3 Series and Audi A4. There is nothing nasty in the handling, which is generally neutral in all corners, and it cruises quietly and effortlessly on the freeway.
I return to Mercedes-Benz and jump into a C250 with more power and equipment. It also has an AMG package with good-looking wheels and hugging front bucket seats. It's nice but not nicer enough for me at $68,900 plus options — I'd take the C200 every time.
I haven't been as impressed by any new arrival since my first run in the Golf. The C200 will some beating come COTY time.
VERDICT
The new C-Class is a landmark car. It sets a new standard for affordable luxury in Australia.
Mr. Mercedes
Premium
http://www.carsales.com.au/reviews/prestige-and-luxury/mercedes-benz/c250/mercedes-benz-c250-and-c250-bluetec-2014-review-45514
Mercedes-Benz C-Class grows in size, stature and impact... Mini S-Class anyone?
Expert Rating
83 / 100
Engine, Drivetrain & Chassis
15
Price, Packaging & Practicality
16
Safety & Technology
17
Behind The Wheel
17
X-Factor
18
020
Mercedes-Benz C250 and C250 Bluetec
Launch Review
Yarra Valley, Australia
The arrival of a new generation Mercedes-Benz C-Class is always a much anticipated event. This time around the challenge is tougher than ever, given the high regarded in which the W204 was held.
But Benz hasn’t mucked around; the latest C-Class rides on a new architecture, grows in size, has a totally revamped interior and exterior, and ups the value more than it increases the price. Among the models at launch it’s the 250 petrol and diesel models that will attract the most customers and attract our attention here.
No, the new W205 Mercedes-Benz C-Class is not a car that is going to reset the defined boundaries of the automobile world as we know it. But in terms of addressing weaknesses, building on strengths and doing an all-round job thoroughly well, the latest generation of the car upon which the Mercedes-Benz brand is fundamentally built is very impressive.
The first four-cylinder W205 offerings will be in dealerships from August 23, with a regular flow of additions for the rest of this year and into 2015 including a hybrid, estates, the twin-turbo V8 C63 AMG and, potentially, V6 4MATICs (all-wheel drives) late next year.
Benz is confident the new C-Class will continue the car’s reign atop the luxury sales pile and drive it toward a new sales record in Australia. The company has declared supply will not be an issue, as sourcing for this generation reverts to South Africa from Germany – although the cars arriving initially are German-built.
Elsewhere you’ll find a comparison of the entry-level C200, the most popular model in the range, up against its keenest rival, the BMW 320i. We’ve also published a thorough wrap-up of C-Class W205 pricing and specification.
What’s we’re concentrating on here is a first drive review of the mid-level C250 petrol-turbo and C250 Bluetec turbo-diesel. These cars are at the core of the C-Class line-up, traditionally selling more examples combined than the C200 does alone.
That may change with the new generation, an upswing in C200 value and the arrival of a diesel 200 with a new 1.6-litre turbo-diesel engine in March 2015. But in the foreseeable future the C-Class with 250 on the rump will be the one exiting Benz dealers most often.
If history is anything to go by the more popular of the two will be the petrol, which now produces 155kW and 350Nm (up from 150/310 in the old 1.8 t-p), averages 6.0L/100km and emits 138g CO2/km.
The numbers for the carry-over 2.1-litre turbo-diesel (which Benz insists on calling a 2.2) are 150kW, 500Nm, 4.5L/100km and 116g CO2/km.
Zero to 100km/h acceleration is identical for both at 6.6 seconds. Both cars drive their rear wheels via Benz’s seven-speed 7G-Tronic Plus automatic transmission.
Obviously, another key figure is price, both climbing $1000 over their predecessors. The petrol clocks in at $68,900 and the diesel at $70,400.
Benz claims that is more than offset by an increase in standard equipment valued between $6000-7000. Apart from the engine, the two 250s spec up identically with the same nine airbags, leather trim, sat-nav, dual-zone climate control and so on.
The most important new items are a whole heap of new safety aids that trickle straight down from the E and new S-Class, including the autonomous ability to follow lane markings, brake for traffic and pedestrians and follow the vehicle ahead at speeds up to 60km/h.
Speaking of the S-Class, there is no doubt the new C-Class takes its exterior inspiration from the Benz’s limo. Styling is a subjective thing, but the new and more ostentatious look combined with a significant (95mm) lengthening and 40mm widening does give this car a lot more presence than its more conservative W204 predecessor.
We’re betting this new look is going to woo a bunch of customers.
As is the interior! W204 was dated inside pretty much from launch, but the new C-Class has been dramatically overhauled. Even the standard interior in piano black, polished aluminium and metal-look, with that large media screen attached to the dashboard, has massive presence and a real feeling of luxury.
Some of it seems fussy, like the extended, partial tubes over the two instrument dials.
Some of it also takes a little while to get used to, notably the gearshifter that’s followed the recent Benz trend and migrated to the steering column. With so many stalks behind the steering wheel you may indicate when you mean to select a gear and vice-versa. But it’s something you will get used to.
The positive pay-off for the removal of the console-mounted gearlever is more storage space including a massive centre lidded bin.
If you’re sitting in the back-seat you might feel a bit tight for space though. Despite being longer and wider, the new C-Class still doesn’t feel as spacious as some rivals. A 180cm passenger sitting behind a 180cm driver will feel hemmed in, if not squashed. Option the panoramic sunroof and headroom becomes an issue too.
Speaking of options, there is no shortage of them. Benz has grouped the majority into five packs (Vision, Comand Seat Comfort, AMG and Exclusive) but the good things is you don’t need to tick any boxes to get a decently equipped car. The days of pauper pack 180Es are long gone!
The W205 is based on a new rear/all-wheel drive aluminium-intensive architecture that is both lighter and stiffer than its predecessor. It will spread through much of the Benz range from C-Class up, including the GLK medium SUV that arrives here in late 2015 or early 2016.
The C250s come standard with a passive suspension system dubbed Agility Control that uses a variable rate damper to adapt to different road conditions and speeds.
As part of a $3490 AMG pack you can option a 15mm lower sportier version of that four-link front and five-link rear suspension system. This pack also brings with it a sports version of the Direct Steer electro-mechanical rack and pinion steering system.
For a further $2490 you can option Airmatic air springs. These allow driver adjustment of the damping through Comfort, Sport and Sport+ modes in what is called Agility Select.
The standard car does not adjust suspension, but does change drivetrain through Eco, Comfort, Sport and Sport+ modes. The steering is adjusted through comfort and sport. A well-overdue Audi-style Individual mode allows drivers to shop across the various tunes to set up their preferred Agility Select driving behaviour.
The vast majority of buyers are not expected to take up the Airmatic option and our sampling at this week’s launch of cars on a mix of suspension options on some quite challenging Yarra Valley roads suggests that won’t be an issue.
The standard set-up strives to deliver the same delicate ride/handling balance the W204 achieved and made a cornerstone of its appeal.
On the whole it succeeds, but there are situations such as lateral road breaks and mid-corner holes where the reaction feels a little sharp and the rear rebound a little powerful. The quality of the secondary ride was also affected a little by the stiff, narrow sidewalls of the standard 19-inch run-flat tyres.
Perhaps surprisingly, the 115kg heavier Bluetec (1595kg kerb weight) also felt to have a slightly more comfort-oriented tuned than the C250 petrol. It floated a little over crests and ridges at speed, but was also a little more relaxed when the pace slowed.
Airmatic takes the edge off the passive suspension’s nibbles in Comfort mode, but add the AMG suspension tune and wind up to Sport and Sport+ and things get pretty firm. The Sport Direct Steer also weighs up from the standard system’s perfectly acceptable tune.
Pushing hard, the C250s don’t seem have quite the sporting keenness of their BMW 3 Series equivalents – if that 3 is running the excellent adaptive M suspension anyway.
But they are still confidence-inspiring and a keen enough drive for most of us, while providing an incredibly high level of cabin noise damping the 3 can’t match. Hybrids running in EV mode aside, the C250 petrol to our ears sets a new standard for interior hush in the class. There’s possibly a nice engine note there, but it’s not easy to judge as it’s so distant.
Nor is there vibration or any sense of coarseness from the M274 engine, which is a relatively new design that shares close technical ties with the M270 in the Benz family of front-drivers led by the A-class.
It’s zesty, reasonably strong and overcomes a torque deficit compared to its diesel compatriot with a happy desire to rev hard and quickly, aided by the substantial intuition of the transmission. The auto box can change character substantially depending on which Agility Select mode you’ve opted for, or if you are changing manually via the flappy paddles.
The OM651 diesel is an older, known quantity. It is also noisier, slower to rev and cuts off sooner. It is strong, it is economical, but it is the secondary choice when it comes to refinement and driver appeal. That it’s slightly more expensive to buy might sway the equation that little bit further toward the petrol version.
In either case, it’s hard to imagine any one stepping out of the old C250 and driving this car and not being impressed. A very good car made even better.
2014 Mercedes-Benz C250/C250 Bluetec:
Price: $68,900/$70,400 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol/2.1-litre four cylinder turbo-diesel
Output: 155kW/350Nm 150kW/500Nm
Transmission: 7-speed automatic
Fuel: 6.0L/100km 4.5L/100km (ADR Combined)
CO2: 138g/km 116g/km (ADR Combined)
Safety Rating: Five-star (NCAP)
What we liked:Not so much:
>> Dramatic lift in interior presentation and quality>> Diesel engine isn’t as refined as other parts of package
>> Quietness of cabin>> Rear seat space still a bit tight
>> Retains predecessor’s ride/handling balance>> Various Agility Select modes can be confusing
Mercedes-Benz C-Class grows in size, stature and impact... Mini S-Class anyone?
Expert Rating
83 / 100
Engine, Drivetrain & Chassis
15
Price, Packaging & Practicality
16
Safety & Technology
17
Behind The Wheel
17
X-Factor
18
020
Mercedes-Benz C250 and C250 Bluetec
Launch Review
Yarra Valley, Australia
The arrival of a new generation Mercedes-Benz C-Class is always a much anticipated event. This time around the challenge is tougher than ever, given the high regarded in which the W204 was held.
But Benz hasn’t mucked around; the latest C-Class rides on a new architecture, grows in size, has a totally revamped interior and exterior, and ups the value more than it increases the price. Among the models at launch it’s the 250 petrol and diesel models that will attract the most customers and attract our attention here.
No, the new W205 Mercedes-Benz C-Class is not a car that is going to reset the defined boundaries of the automobile world as we know it. But in terms of addressing weaknesses, building on strengths and doing an all-round job thoroughly well, the latest generation of the car upon which the Mercedes-Benz brand is fundamentally built is very impressive.
The first four-cylinder W205 offerings will be in dealerships from August 23, with a regular flow of additions for the rest of this year and into 2015 including a hybrid, estates, the twin-turbo V8 C63 AMG and, potentially, V6 4MATICs (all-wheel drives) late next year.
Benz is confident the new C-Class will continue the car’s reign atop the luxury sales pile and drive it toward a new sales record in Australia. The company has declared supply will not be an issue, as sourcing for this generation reverts to South Africa from Germany – although the cars arriving initially are German-built.
Elsewhere you’ll find a comparison of the entry-level C200, the most popular model in the range, up against its keenest rival, the BMW 320i. We’ve also published a thorough wrap-up of C-Class W205 pricing and specification.
What’s we’re concentrating on here is a first drive review of the mid-level C250 petrol-turbo and C250 Bluetec turbo-diesel. These cars are at the core of the C-Class line-up, traditionally selling more examples combined than the C200 does alone.
That may change with the new generation, an upswing in C200 value and the arrival of a diesel 200 with a new 1.6-litre turbo-diesel engine in March 2015. But in the foreseeable future the C-Class with 250 on the rump will be the one exiting Benz dealers most often.
If history is anything to go by the more popular of the two will be the petrol, which now produces 155kW and 350Nm (up from 150/310 in the old 1.8 t-p), averages 6.0L/100km and emits 138g CO2/km.
The numbers for the carry-over 2.1-litre turbo-diesel (which Benz insists on calling a 2.2) are 150kW, 500Nm, 4.5L/100km and 116g CO2/km.
Zero to 100km/h acceleration is identical for both at 6.6 seconds. Both cars drive their rear wheels via Benz’s seven-speed 7G-Tronic Plus automatic transmission.
Obviously, another key figure is price, both climbing $1000 over their predecessors. The petrol clocks in at $68,900 and the diesel at $70,400.
Benz claims that is more than offset by an increase in standard equipment valued between $6000-7000. Apart from the engine, the two 250s spec up identically with the same nine airbags, leather trim, sat-nav, dual-zone climate control and so on.
The most important new items are a whole heap of new safety aids that trickle straight down from the E and new S-Class, including the autonomous ability to follow lane markings, brake for traffic and pedestrians and follow the vehicle ahead at speeds up to 60km/h.
Speaking of the S-Class, there is no doubt the new C-Class takes its exterior inspiration from the Benz’s limo. Styling is a subjective thing, but the new and more ostentatious look combined with a significant (95mm) lengthening and 40mm widening does give this car a lot more presence than its more conservative W204 predecessor.
We’re betting this new look is going to woo a bunch of customers.
As is the interior! W204 was dated inside pretty much from launch, but the new C-Class has been dramatically overhauled. Even the standard interior in piano black, polished aluminium and metal-look, with that large media screen attached to the dashboard, has massive presence and a real feeling of luxury.
Some of it seems fussy, like the extended, partial tubes over the two instrument dials.
Some of it also takes a little while to get used to, notably the gearshifter that’s followed the recent Benz trend and migrated to the steering column. With so many stalks behind the steering wheel you may indicate when you mean to select a gear and vice-versa. But it’s something you will get used to.
The positive pay-off for the removal of the console-mounted gearlever is more storage space including a massive centre lidded bin.
If you’re sitting in the back-seat you might feel a bit tight for space though. Despite being longer and wider, the new C-Class still doesn’t feel as spacious as some rivals. A 180cm passenger sitting behind a 180cm driver will feel hemmed in, if not squashed. Option the panoramic sunroof and headroom becomes an issue too.
Speaking of options, there is no shortage of them. Benz has grouped the majority into five packs (Vision, Comand Seat Comfort, AMG and Exclusive) but the good things is you don’t need to tick any boxes to get a decently equipped car. The days of pauper pack 180Es are long gone!
The W205 is based on a new rear/all-wheel drive aluminium-intensive architecture that is both lighter and stiffer than its predecessor. It will spread through much of the Benz range from C-Class up, including the GLK medium SUV that arrives here in late 2015 or early 2016.
The C250s come standard with a passive suspension system dubbed Agility Control that uses a variable rate damper to adapt to different road conditions and speeds.
As part of a $3490 AMG pack you can option a 15mm lower sportier version of that four-link front and five-link rear suspension system. This pack also brings with it a sports version of the Direct Steer electro-mechanical rack and pinion steering system.
For a further $2490 you can option Airmatic air springs. These allow driver adjustment of the damping through Comfort, Sport and Sport+ modes in what is called Agility Select.
The standard car does not adjust suspension, but does change drivetrain through Eco, Comfort, Sport and Sport+ modes. The steering is adjusted through comfort and sport. A well-overdue Audi-style Individual mode allows drivers to shop across the various tunes to set up their preferred Agility Select driving behaviour.
The vast majority of buyers are not expected to take up the Airmatic option and our sampling at this week’s launch of cars on a mix of suspension options on some quite challenging Yarra Valley roads suggests that won’t be an issue.
The standard set-up strives to deliver the same delicate ride/handling balance the W204 achieved and made a cornerstone of its appeal.
On the whole it succeeds, but there are situations such as lateral road breaks and mid-corner holes where the reaction feels a little sharp and the rear rebound a little powerful. The quality of the secondary ride was also affected a little by the stiff, narrow sidewalls of the standard 19-inch run-flat tyres.
Perhaps surprisingly, the 115kg heavier Bluetec (1595kg kerb weight) also felt to have a slightly more comfort-oriented tuned than the C250 petrol. It floated a little over crests and ridges at speed, but was also a little more relaxed when the pace slowed.
Airmatic takes the edge off the passive suspension’s nibbles in Comfort mode, but add the AMG suspension tune and wind up to Sport and Sport+ and things get pretty firm. The Sport Direct Steer also weighs up from the standard system’s perfectly acceptable tune.
Pushing hard, the C250s don’t seem have quite the sporting keenness of their BMW 3 Series equivalents – if that 3 is running the excellent adaptive M suspension anyway.
But they are still confidence-inspiring and a keen enough drive for most of us, while providing an incredibly high level of cabin noise damping the 3 can’t match. Hybrids running in EV mode aside, the C250 petrol to our ears sets a new standard for interior hush in the class. There’s possibly a nice engine note there, but it’s not easy to judge as it’s so distant.
Nor is there vibration or any sense of coarseness from the M274 engine, which is a relatively new design that shares close technical ties with the M270 in the Benz family of front-drivers led by the A-class.
It’s zesty, reasonably strong and overcomes a torque deficit compared to its diesel compatriot with a happy desire to rev hard and quickly, aided by the substantial intuition of the transmission. The auto box can change character substantially depending on which Agility Select mode you’ve opted for, or if you are changing manually via the flappy paddles.
The OM651 diesel is an older, known quantity. It is also noisier, slower to rev and cuts off sooner. It is strong, it is economical, but it is the secondary choice when it comes to refinement and driver appeal. That it’s slightly more expensive to buy might sway the equation that little bit further toward the petrol version.
In either case, it’s hard to imagine any one stepping out of the old C250 and driving this car and not being impressed. A very good car made even better.
2014 Mercedes-Benz C250/C250 Bluetec:
Price: $68,900/$70,400 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol/2.1-litre four cylinder turbo-diesel
Output: 155kW/350Nm 150kW/500Nm
Transmission: 7-speed automatic
Fuel: 6.0L/100km 4.5L/100km (ADR Combined)
CO2: 138g/km 116g/km (ADR Combined)
Safety Rating: Five-star (NCAP)
What we liked:Not so much:
>> Dramatic lift in interior presentation and quality>> Diesel engine isn’t as refined as other parts of package
>> Quietness of cabin>> Rear seat space still a bit tight
>> Retains predecessor’s ride/handling balance>> Various Agility Select modes can be confusing
Mr. Mercedes
Premium
Only since the W204.
ThroughandThrough
Kraftkurve King
ThroughandThrough
Kraftkurve King
ThroughandThrough
Kraftkurve King
Merc1
Premium
C450
Mercedes-Benz C 450 AMG Sport 4Matic
It'll be a while before the four-wheel drive Mercedes-Benz C 450 AMG Sport reaches UK shores, but first impressions suggest that it'll be a great rival to the likes of the Audi S4. It looks good, sounds great, is fast by any standard and really rather good to drive too.
First drive: Mercedes-Benz C 450 AMG Sport 4Matic | Car Reviews | by Car Enthusiast
M
Mercedes-Benz C 450 AMG Sport 4Matic
It'll be a while before the four-wheel drive Mercedes-Benz C 450 AMG Sport reaches UK shores, but first impressions suggest that it'll be a great rival to the likes of the Audi S4. It looks good, sounds great, is fast by any standard and really rather good to drive too.
First drive: Mercedes-Benz C 450 AMG Sport 4Matic | Car Reviews | by Car Enthusiast
M
hannaz
Aerodynamic Artisan
Mercedes Benz C220 CDI Review by fly-wheel.com.
The best car in the world ! It’s a crown that adorned the head of the Mercedes S Class since the day the W116 was sketched out in 1972. Since then, the S Class never let go of that nameplate and the latest of its iterations, the W222 have succeeded in holding the same higher than any of its predecessors.
But I am not here to talk about the S Class. The Three pointed star giant came to our land with a car that gave the ones who loved the S Class a chance to get their hands on something that was similar to the S Class but without shelling a fortune on it.
Yes, the new Mercedes C class came here a few months ago and it was instantly named as the “Baby S Class ” by the Indian market.
So, the new C class had a lot to live up to. Its predecessor had set up the bar for ride comfort really high that it was hard for it reach and the “baby S Class ” tag forced it to create a new grade called ” perfect but not ‘perfectest'; amazingly the new C Class have pulled it off in high style.
But as the new C was only available with a petrol motor under its hood at the time of its launch, efficiency didn’t actually turn out to be its proper turf. The need for an oil burner in our diesel greedy market was quite obvious. Mercedes have addressed that too with the release of the new C220 CDI. The one car we are interested in right now !
LOOKS
It looks more of a resize and some liquify brush work on the S Class using Photoshop to me. But the result is simply breathtaking. I mean it’s a very good thing that it has retained the gorgeous aesthetics of the S class . The design is classy and sporty at the same time. The front flaunts the huge grill with the large 3 Pointed Star logo plonked right on to the middle.
The sides of the vehicle is decorated lightly and elegantly by the coupe like roofline and those prominent character lines.. The 17″ 5 spoke alloys give it a personality a little different from that of the S Class.
The rear is also sculpted out to be a replica of the S Class . The simple yet lovely LED tail lamps design blends in well with the whole picture. The chrome accents on the diffuser that fakes a twin exhaust tops it off.
Interior
The interior is where the most revolutionary changes can be witnessed. The whole scenery have changed in here. The cabin is more spacious than the old C , quality of the materials have gone right through the roof. But the thing that will surprise you is the amount of attention to detail that they have put into the interior of the car, just run your eyes over the beautifully crafted Burmester stereo speaker covers or the knobs and buttons on the centre console, then you’ll know what I am on about.
The seats offer better support and are more comfortable. Thanks to the added wheelbase, there is now room to stretch our legs a bit. The 418 litre boot is decently sized, but the space saver tyre eats up most of its space as there exists no space for it to rest under the boot floor.
PERFORMANCE ,RIDE AND HANDLING
The diesel C Class comes with a 2.1 litre motor, good enough to let loose 168 horses with a 300 Nm of twisting moment. A seven speed auto box channels this power to the rear wheels to take it from 0-100 kmph in under 7.5 seconds. The diesel engine is quiet and offer loads of low and mid range whack. But we can feel the 7G -TRONIC gearbox getting caught up a bit when we rush it a bit.
There are 4 different driving modes to choose from. I preferred the ” Sport ” mode, which made the car more firmed up and involving to drive.. The ” Sport+ ” mode is a bit too hard edged to be an everyday enjoyment but is more enthralling than the Sport mode. The ” Comfort ” softens things up to give you a magic carpet ride home after a hectic day at work and I’ll save the blunt ” Eco ” mode for the chauffeur.
The ride is better than any of its earlier versions or the current rivals. Though a bit firm ,it swallows bumps and potholes well sending none of the impacts into the cabin. But this stiffness in the ride really comes to life when you tuck it around a corner with some speed to go with the curve. The suspension keeps the path in check when the lovely electric steering set up is busy feeding us back with the exact information regarding the condition of the manoeuvre. It is so direct and it also adapts well to the speed in which the vehicle is moving. Though it is imported via the CBU route, Mercedes have thought about our conditions well. Hence, the ride height is increased and it helps. It just did , so much.
VERDICT
At 42.9 lakhs ( Ex-showroom ), it asks for a large premium over its arch rivals, the 3 series and the Audi A4. But considering the way in which it have grown up and the quality of its build. I say that its perfectly okay to shell out that sort of buck for it.
Don’t expect the prices to go down by too much when Mercedes start to assemble it locally and God knows what equipments are they going to skimp on to keep the prices in check. That said, I personally prefer the C Class to stay the way it is and I won’t even frown a bit when I sign the cheque for it (I wish !!!). Because, believe me, it is worth every penny you pay for it. Don’t think of it as the new C- Class, take it for a ” Baby S-Class “. That’s exactly what it is.
http://fly-wheel.com/mercedes-benz-c-class-review/
The best car in the world ! It’s a crown that adorned the head of the Mercedes S Class since the day the W116 was sketched out in 1972. Since then, the S Class never let go of that nameplate and the latest of its iterations, the W222 have succeeded in holding the same higher than any of its predecessors.
But I am not here to talk about the S Class. The Three pointed star giant came to our land with a car that gave the ones who loved the S Class a chance to get their hands on something that was similar to the S Class but without shelling a fortune on it.
Yes, the new Mercedes C class came here a few months ago and it was instantly named as the “Baby S Class ” by the Indian market.
So, the new C class had a lot to live up to. Its predecessor had set up the bar for ride comfort really high that it was hard for it reach and the “baby S Class ” tag forced it to create a new grade called ” perfect but not ‘perfectest'; amazingly the new C Class have pulled it off in high style.
But as the new C was only available with a petrol motor under its hood at the time of its launch, efficiency didn’t actually turn out to be its proper turf. The need for an oil burner in our diesel greedy market was quite obvious. Mercedes have addressed that too with the release of the new C220 CDI. The one car we are interested in right now !
LOOKS
It looks more of a resize and some liquify brush work on the S Class using Photoshop to me. But the result is simply breathtaking. I mean it’s a very good thing that it has retained the gorgeous aesthetics of the S class . The design is classy and sporty at the same time. The front flaunts the huge grill with the large 3 Pointed Star logo plonked right on to the middle.
The sides of the vehicle is decorated lightly and elegantly by the coupe like roofline and those prominent character lines.. The 17″ 5 spoke alloys give it a personality a little different from that of the S Class.
The rear is also sculpted out to be a replica of the S Class . The simple yet lovely LED tail lamps design blends in well with the whole picture. The chrome accents on the diffuser that fakes a twin exhaust tops it off.
Interior
The interior is where the most revolutionary changes can be witnessed. The whole scenery have changed in here. The cabin is more spacious than the old C , quality of the materials have gone right through the roof. But the thing that will surprise you is the amount of attention to detail that they have put into the interior of the car, just run your eyes over the beautifully crafted Burmester stereo speaker covers or the knobs and buttons on the centre console, then you’ll know what I am on about.
The seats offer better support and are more comfortable. Thanks to the added wheelbase, there is now room to stretch our legs a bit. The 418 litre boot is decently sized, but the space saver tyre eats up most of its space as there exists no space for it to rest under the boot floor.
PERFORMANCE ,RIDE AND HANDLING
The diesel C Class comes with a 2.1 litre motor, good enough to let loose 168 horses with a 300 Nm of twisting moment. A seven speed auto box channels this power to the rear wheels to take it from 0-100 kmph in under 7.5 seconds. The diesel engine is quiet and offer loads of low and mid range whack. But we can feel the 7G -TRONIC gearbox getting caught up a bit when we rush it a bit.
There are 4 different driving modes to choose from. I preferred the ” Sport ” mode, which made the car more firmed up and involving to drive.. The ” Sport+ ” mode is a bit too hard edged to be an everyday enjoyment but is more enthralling than the Sport mode. The ” Comfort ” softens things up to give you a magic carpet ride home after a hectic day at work and I’ll save the blunt ” Eco ” mode for the chauffeur.
The ride is better than any of its earlier versions or the current rivals. Though a bit firm ,it swallows bumps and potholes well sending none of the impacts into the cabin. But this stiffness in the ride really comes to life when you tuck it around a corner with some speed to go with the curve. The suspension keeps the path in check when the lovely electric steering set up is busy feeding us back with the exact information regarding the condition of the manoeuvre. It is so direct and it also adapts well to the speed in which the vehicle is moving. Though it is imported via the CBU route, Mercedes have thought about our conditions well. Hence, the ride height is increased and it helps. It just did , so much.
VERDICT
At 42.9 lakhs ( Ex-showroom ), it asks for a large premium over its arch rivals, the 3 series and the Audi A4. But considering the way in which it have grown up and the quality of its build. I say that its perfectly okay to shell out that sort of buck for it.
Don’t expect the prices to go down by too much when Mercedes start to assemble it locally and God knows what equipments are they going to skimp on to keep the prices in check. That said, I personally prefer the C Class to stay the way it is and I won’t even frown a bit when I sign the cheque for it (I wish !!!). Because, believe me, it is worth every penny you pay for it. Don’t think of it as the new C- Class, take it for a ” Baby S-Class “. That’s exactly what it is.
http://fly-wheel.com/mercedes-benz-c-class-review/
Similar threads
- Locked
Mercedes-Benz
Mercedes-Benz Group AG is headquartered in Stuttgart, Germany.
Established in 1926, Mercedes-Benz Group produces consumer luxury
vehicles and light commercial vehicles badged as Mercedes-Benz, Mercedes-AMG,
and Mercedes-Maybach.
Its origin lies in Daimler-Motoren-Gesellschaft's 1901 Mercedes
and Carl Benz's 1886 Benz Patent-Motorwagen, which is widely regarded
as the first internal combustion engine in a self-propelled automobile.
The slogan for the brand is "the best or nothing".
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
