Mercedes C-class

With 1.85 million cars built in 7 years, the outgoing C-class W202 is nothing other than successful. However, the only thing it failed to do was to match BMW 3-series in handling. And it was actually outclassed, thanks to the wooden recirculating-ball steering and lack of a good chassis set up. Admittedly, the C-class was not really boring to drive, just the 3-series E36 and E46 were so much improved from their predecessors. Worse of all, the newer E46 even outclassed it in ride comfort and refinement as well. How can its arch-rival in Stuttgart not jealous?

Now the empire is striking back with a new C-class. The exterior styling seems telling you it is serious to be young and dynamic - from the thin nose, the bonnet runs smoothly over the steeply-raked windscreen and curves towards the fast-angle rear window. Accompany with organic headlamps and smooth melting between shoulders and side windows, it looks a hundred miles more sporty than the outgoing car yet delivering a new sense of elegance. Undoubtedly, the new C-class looks prettier than the 3-series.

The smooth body achieved a remarkable 0.26 drag coefficient for C180. That’s already one point better than the base E-class and S-class. Other C-class with wider tyres are 0.27. Most of the reduction of drag is achieved by the use of flat bottom tray which covers the whole engine and extend to the rear axle. Improved front air dam, skirts and the addition of rear boot spoiler also help. Despite of increased frontal area, the new C-class still deliver CdA some 13% lower than the outgoing model. Simultaneously, aerodynamic lift has been reduced by 57%.

The chassis is no less sporty. 26% stiffer aside, it gets a new 3-link front suspensions (a derivative of MacPherson strut), revised multi-link geometry and at last, a proper steering - rack and pinion. The body just grows a little bit - 39 mm longer, 25 mm more wheelbase, 8 mm wider and 8 mm taller. However, as the chassis is strengthened (for securing a top crash test rating) and there are more standard equipment, most models are 50-60 kg heavier.

Never mind, because the new car offers stronger engines model by model. The entry level C180 actually employs a 2.0 four-pot good for 129 hp and 140 lbft. Biggest selling is expected to be a low-pressure supercharged version of the same 2.0 engine, which output 163 hp and a useful 170 lbft. Next up is a 2.6-litre V6 that serves C240 (again, the name doesn’t reflect capacity). If you are not satisfy with its silky-smooth 170 hp and 177 lbft, the C320’s bigger V6 must be the answer.

As you’ve heard many many times in reports concerning SLK320, CLK320, E320 and S320, the all-alloy modular 3.2-litre V6 is smooth, quiet yet powerful across a wide power band - that’s 218 hp and 228 lbft at 3,000-4,600 rpm. Well, the sohc 3-valve design and inlet-bounded VVT might not provide sufficient efficiency to match the super-punchy BMW 3-litre six, and it is also edged out by the BMW newcomer in terms of smoothness and eagerness, the Mercedes V6 still leads other competitors comfortably. It enables the C320 to sprint to 60 mph from rest in 7.4 seconds and tops 152 mph, well beating Audi A4 2.8 Quattro.

Comparatively, the supercharged 2.0 is far less impressive. Although it intends to rival the six-cylinder BMW 323i, it is overwhelmingly outclassed - mushy throttle response, not all that punchy at mid-range, ugly noise ... a supercharged 4-cylinder is still a supercharged 4-cylinder.

In drivetrain department, the in-house-built 5-speed automatic is undoubtedly world-leading, now even added with Tiptronic-style “One-Touch” manual override like the S-class. Another gearbox is a new 6-speed manual improved from the E-class and have already been used in SLK. However, it’s not all that pleasant to be shifted.

On the road, the new C-class really handles fabulously, so good enough to match with the mighty 3-series. First to be noticed is the sharp-feeling steering, although not as sharp as Toyota Altezza or Alfa 156, it is accurate, well weighted by the speed-sensitive variable servo and keeps in touch with what’s happening on the black top. At 2.95 turns, it offers good balance between comfort and response. The chassis is also well tuned to deliver sharp handling, with little body roll. As understeer has been vastly reduced and becomes more progressive at the limit, it overcomes twisty roads fluently and effortlessly.

At the same time, ride quality is first class - probably better than the 3er. It’s supple and quiet at low speed, and the damping provides good high speed stability. That said, it rides nearly as comfortable as the S-class ! This must thanks to the new front suspension which was designed to provide better isolation from vibrations resulting from tire imbalance or brake force fluctuations.

As usual, the cabin is another strength of the C-class. Although it’s just marginally larger than before, there’s still more room - especially for rear passengers - than the 3-series, because the old car was already class-leading in this respect. What impresses people most is the younger design of dashboard and console. Like the S-class, there are a lot of switches and soft-touch buttons to deliver a sense of sophistication but also confuses the driver. The instrument reading now consists of a large arc-shaped speedometer mirroring the A-class and two smaller arcs at either side of it for providing readings of rev and oil level. Inside the big arc is a screen displaying information from trip computer. Another screen locates at the center console, acting as TV or sat-nav, around which is a wooden panel. However, leather trimming is still limited to door trims and seats (depends on trim level), therefore the whole cabin remains plasticky.

So, is this the new class-leader ? The new BMW 330i still goes a little bit sharper in most area, being much quicker than the C320 yet priced at the same level as C240. The baby Mercedes rides smoother, looks more handsome and provide higher level of comfort. Therefore the answer still depends on your taste. However, as the C-class now nearly matches the 3-series in dynamic aspects, life for BMW seems to be much more difficult than ever.

C-class update

Late 2002:

The outdated, rough 2.0 Kompressor engine was replaced with the superb new M271 series engine. Although with 200 less cc, the new engine produces 7 more lbft of torque and the same 163 horsepower. More significantly, it is smooth and refined. Now the weakest link of C-class has gone.

2004:

C-class received a subtle facelift and minor modifications to address its other weaknesses. Sportier setting of suspensions and a quicker steering rack changed its handling character a lot. Now C-class is almost as fun to drive as BMW 3-Series.

At the same time, the cabin received a much welcomed quality upgrade to dashboard / console materials and switch gears.

Besides, new engines were introduced: C55 AMG replaced C32 AMG, C230 Kompressor used the 192hp version of the M271 1.8 supercharged engine, C200 CDI gained 7 more horsepower to 150hp.

2005:

This time the focus is on performance. The 2.6 and 3.2-litre sohc 18-valve V6s finally retired from the C-class. They are replaced with new generation 24-valve dohc V6, headed by the 272hp 3.5 V6 already appeared in SLK350 (see SLK report for more details). The C350 is now noticeably more powerful than BMW 330i (258hp) and Audi A4 3.2 (255hp), although its engine is also the largest in capacity. A 6-speed manual gearbox can launch C350 from 0 to 60 mph in 6.0 second. That's an improvement of 1.6 second from the previous C320, running neck to neck with the new BMW 330i. Optional 7G-Tronic automatic gearbox is claimed to provide identical performance.

Two more members of the 24-valve dohc V6 family joined the range. C280 is actually powered by a 2996 cc V6 producing 231hp / 221 lbft (these figures are exactly identical to the outgoing BMW 330i). C230 does not run a 2.3-litre V6, but a 2496 cc, short-stroke version of the 3.0 engine. It produces 204hp and 181 lbft of torque.

C32 AMG

The stiffest rival to BMW M3 has arrived. The previous C43 AMG and C55 AMG were never able to challenge the BMW, not because of power but because of incapable chassis. Think in this way: putting a big V8 into the nose of a baby Mercedes could hardly achieve the right balance. The lifeless recirculating-ball steering couldn’t help as well.

The new C32 AMG is another matter. Not only the new W203 chassis is dynamically outstanding, the smaller-and-lighter supercharged 3.2-litre V6 also provides abundance of power and torque without burdening the nose. Moreover, the new car looks really attractive to eyes.

History

Hot baby Mercedes started in 1985 with 190E 2.3-16. The sports sedan was developed to compete in Group A World Touring Car Championship, against the first BMW M3. It was powered by a Cosworth-designed 2.3-litre 4-cylinder engine with 16-valve head and delivered a respectable 185 horsepower. However, while the road car was heavier and less powerful than the M3, the race car also lived under the shadow of the Munich rival.

The 190E was upgraded to 2.5-16 in 1988, with the 4-pot engine enlarged to 2.5 litres and pumped out 197 hp. 2 years later, AMG entered the scene and made a few Evolution II to homologate DTM (German Touring Car Championship). It enhanced the 2.5 engine to output a hair-raising 235 horsepower. An aggressive aerodynamic kits including a big rear spoiler was added accompany with sports suspensions and wheels. This is the most racy baby Mercedes among all.

As the 190E was replaced by C-class in early 90s, AMG continued to build hot versions with the new, if bigger and bulkier body. The C36 of 1994 was powered by a 3.6-litre six-pot delivering 280 horsepower. Although it was criticized of nose heavy and inert steering, some 5,000 cars were built until it was replaced by the C43 in 1998.

C43 AMG surprised people by employing a 4.3-litre V8, in contrast to the contemporary M3’s 3.2-litre inline-6. With 306 hp and a massive 302 lbft of torque, the C43 accelerated to 60 mph from standstill in 5.8 seconds and topped an electronic-regulated 155 mph. The all-alloy V8 was actually 20 kg lighter than the previous six-pot, but the chassis still fail to match the powerplant.

In 1999 AMG transplanted E55’s engine into the baby Mercedes and created a crazy C55 AMG. It was not officially shown in Mercedes’ price list so that production number was quite restricted. The 5.5-litre V8 pumped out 347 horsepower and an astonishing 376 lbft of torque, making smooth launch difficult thus it was not much quicker to accelerate from rest than C43. The heavyweight V8 worsened handling a bit because the chassis and suspension setting was basically unchanged. Some 4,200 C43 and C55 were built.

C32 AMG

The C32 is undoubtedly more rational than its V8 predecessors. From marketing point of view, it no longer clashes with the AMG E-class. From engineering point of view, its compact V6 benefits weight distribution and leaves a larger crumple zone at the nose to enhance crash protection. The supercharger raises power output to 354 hp, slightly more than C55. 332 lbft of torque might be some way behind the mega V8’s 376 lbft but the new transmission shifts quicker and the car is slightly lighter.

Compare with the benchmark M3 it has an advantage of 11 horses and an overwhelming 63 lbft of torque, the latter should be enough to compensate the disadvantage of transmission (only 5-speed automatic is offered, compare with M3’s 6-speed manual). In fact, the Mercedes actually reaches 60 mph in 4.6 seconds, which is a couple of tenths quicker than M3, and then reaches 100 mph in 10.8 sec, that is a mind-blowing 0.7 seconds quicker ! For reference, the C55 was timed 5.6 and 12.8 sec respectively. In terms of top speed, AMG can delete the speed limiter under request thus restoring the 175 mph potential. A taller final drive is also available to enable 190 mph. Safe or exciting, the choice is yours.

Providing such storming performance is a 3199 c.c. V6 modifying from C320. While the not-so-hot sohc and 3-valve head is unchanged, there are faster cam profile, stiffer valve springs, lighter valves, new crankshaft, con-rods and pistons and a 70%-higher-capacity oil pump. Needless to mention, the biggest change is the addition of a supercharger. Thanks to the large 90° V-angle, the lightweight supercharger (with aluminium rotors) recesses completely into the V-valley thus engage no more space - except that now there is an air-to-water intercooler added to the front. Talking about supercharger, you might have bad impression on Mercedes’ superchargers about their noise and vibration as seen in the 2.0 and 2.3 Kompressor. However, this Lysholm-type (helical) supercharger supplied by Japan’s IHI is not the same as the cheaper root-type superchargers used by C200K and some SLKs. It runs seamlessly and quietly once above idle (which generates diesel-like noise). Engagement and disengagement are made in an unaware manner. There is instant power from just a few hundred revs above idle. From 2,200 to 6,100 rpm, no less than 295 lbft is ready to serve you, proving how flat the torque curve is. It’s not a lazy, torque-bias engine as well, because the redline is actually raised by 200 rpm to 6,200 rpm.

Unsurprisingly, the way it deliver its power is very different from M3. While the rev-happy M-power screams fiercely to 8,000 rpm red line to deliver maximum performance, the Mercedes supercharged V6 has instant power all the time. More so is the way they shift. The BMW keeps the driver involving by shifting the superb 6-speed Getrag gearbox while the Mercedes 5-speed automatic shifts by itself and let the driver concentrating on the road. There is a Tiptronic mode like other models but it won’t get quicker. By the way, the manual mode shifts left-right instead of forward-backward for upshift and downshift, rather illogical. Anyway, this automatic is reprogrammed by AMG to quicken shift response by 35% (therefore Mercedes calls it "SpeedShift") with minimal trade-off in smoothness. It is also clever enough to predict the driver’s intention to choose the right gear. For instance, under heavy braking, it will automatically downshift 1 or 2 gears to keep engine boiling.

Supporting strong performance is a capable chassis already shine in the regular C-class. Undoubtedly, the 3-link strut front suspension and rack-and-pinion steering rack provides far better steering than the old C-class. Therefore AMG just modified the chassis with some usual techniques - drop ride height by 30 mm and stiffened suspensions, wider tyres, larger wheels, stronger brakes .... the result is 70 additional kilograms compare with C320. Strangely, Mercedes quoted a heavy 1635 kg according to EU new regulation for measuring kerb weight (two up, a full tank and some luggage) so that many journalists thought it is heavier than C55. In fact, the correct kerb weight is likely to be 1560 kg, which is around 40 kg lighter than C55.

As predicted, C32 combines capable handling with supple ride. Hard to believe, it rides nearly as comfortable as C320, just slightly tauter. This make it a better companion for cross-country journey then any other sports sedans besides M5. The chassis is well balanced and change direction with high agility. The steering turn-in sharply and feels more natural than M3. As usual, there is massive grip from the tyres but now the balanced chassis makes far better use of the grip to provide fluent cornering at far higher speed. At the limit, there is mild understeer like many well sorted performance cars while everything happening is predictable and well under control. By switching off ESP, you'll find the car is highly throttle-steerable, so "power oversteer" is the first time found in hot C-class' dictionary. Ultimately, M3 is still more driver-focused - corners harder, balance better, rides stiffer, steer quicker off-center - but the AMG is more tolerable and more relaxed to drive quickly. To determine which car handles better, it depends on your driving style. They just do the same job in different ways.

In many ways the C32 is more attractive than M3. It has more space, better ride and a more accessible power delivery. The M3 wins back in terms of engine noise and revability, gearbox, build quality and a purposeful styling. Ultimately, M3 engages and thrills the driver more while the AMG is easier to live with - as long as not considering the not-so-kind price tag. Although AMG expects sales number to be multiplied from C43, its target annual sales of 3,500 cars is just a fifth of the BMW’s.

C55 AMG

The re-emergence of an AMG V8 C-class was triggered by Audi S4. Mercedes-AMG used to overwhelm its rivals by engine displacement and torque. In the previous generation C-class W202, AMG fitted it with a 4.3-litre V8 and eventually a 5.5-litre version. However, the unsophisticated chassis of the time failed to handle the extra burden at the nose thus it was never a real threat to BMW’s lighter and more agile M3. When Mercedes updated the whole C-class to W203 in 2000, AMG decided to fit it with a more compact supercharged 3.2 V6 (which became C32 AMG) in the view of sharing cost with SLK32 AMG, whose chassis could not accommodate a V8. However, since Audi introduced the V8-powered S4 last year, Mercedes-AMG found it has to strike back with an even bigger V8. This result in the comeback of C55 AMG.

Originally, I thought the 5439cc V8 could deteriorate the beautiful balance of the chassis, but it seems that the all-alloy 3-valve-per-cylinder V8 does not weigh any more than the outgoing supercharged V6 - AMG claims both cars weigh 1560kg. It does take more space, however, thus AMG has to extend the nose and raise the bonnet a bit. This engine is already used in CLK55 AMG, thus I guess you are familiar with it. Its maximum power is 367hp at 5750rpm (although it can rev to 6800rpm), an increase of just 13 horsepower from the previous car. Torque is much better, at 376lbft, is 44lbft up. However, AMG doesn’t claim any better performance - both C32 and C55 take 5.0 sec accelerate from 0 to 60mph. Because car magazines found the old C32 was actually quicker than that, the C55 needs to be better than claimed in order to match its predecessor.

In subjective terms, the normally-aspirated V8 is definitely a better engine than the supercharged V6, primarily thanks to its better sound quality. Moreover, the linear torque delivery makes the car easier to exploit in corners, thus aid handling. The gearbox seems more driver-oriented too - it is still the AMG-enhanced 5-speed auto (disappointingly, 7G-Tronic is not available yet), with quicker shift time than regular C-class, but now it has a manual mode operated via steering-wheel-mounted buttons. In manual mode the gearbox obeys absolutely the driver’s instructions - no kickdown, no auto upshift at high rev.

The C32 used to be biased towards the comfort side in terms of ride and handling. Now AMG seems to be shifting towards the hardcore boundary this side of BMW. The C55 has its suspensions stiffened by 20% compare with its predecessor, further aided with 14mm wider front track and a 7% quicker steering rack. Wheels are bigger and tires are lower profile. As a result, it steers more eagerly (though still not as swift as M3) and corners with less understeer. The ride is inevitably worsened, but still more absorbent than M3 and S4. The hardcore men will still prefer the M3 for its slightly sharper response, high-revving engine and the availability of manual gearbox, but the C55 is closer than ever to the M3 territory and pushes it hard towards the corner post. More importantly, it leaves the Audi dead in all aspect, no matter engine, handling and comfort. The downside? price is up again, making it 20% more expensive than M3 and 30% dearer than S4. That’s not a small number.

Specifications

Model	C200 Kompressor	C280	C350
Layout	Front-engined, Rwd	Front-engined, Rwd	Front-engined, Rwd
L / W / H / WB (mm)	4526 / 1728 / 1426 / 2715	4526 / 1728 / 1426 / 2715	4526 / 1728 / 1426 / 2715
Engine	Inline-4, dohc, 4v/cyl, VVT, supercharger, bal shaft.	V6, dohc, 4v/cyl, VVT, var intake, bal shaft.	V6, dohc, 4v/cyl, VVT, var intake, bal shaft.
Capacity	1796 cc	2996 cc	3498 cc
Power	163 hp	231 hp	272 hp
Torque	177 lbft	221 lbft	258 lbft
Transmission	6M	6M (7A)	6M (7A)
Suspension (F/R)	3-link strut / multi-link	3-link strut / multi-link	3-link strut / multi-link
Tyres (F/R)	All: 205/55 VR16	All: 205/55 VR16	All: 225/45 ZR17
Weight	1410 kg	1460 (1480) kg	1480 (1495) kg
Top speed	139 mph (c)	155 mph (limited)	155 mph (limited)
0-60 mph	8.6 sec (c)	6.9 (6.8) sec (c)	6.0 (c) / 5.7** sec
0-100 mph	N/A	N/A	14.1 sec**
	Figures tested by: * Autocar, ** R&T

Model	C32 AMG	C55 AMG	-
Layout	Front-engined, Rwd	Front-engined, Rwd	-
L / W / H / WB (mm)	4528 / 1728 / 1400 / 2715	4626 / 1744 / 1400 / 2715	-
Engine	V6, sohc, 3v/cyl, VVT, twin-spark, supercharger.	V8, sohc, 3v/cyl, VVT, twin-spark, var intake.	-
Capacity	3199 cc	5439 cc	-
Power	354 hp	367 hp	-
Torque	332 lbft	376 lbft	-
Transmission	5A	5A	-
Suspension (F/R)	3-link strut / multi-link	3-link strut / multi-link	-
Tyres (F/R)	225/45 ZR17 / 245/40 ZR17	225/40 ZR18 / 245/35 ZR18	-
Weight	1560 kg	1560 kg	-
Top speed	155 mph (limited)	155 mph (limited)	-
0-60 mph	4.6 sec*	5.0 sec (c)	-
0-100 mph	10.8 sec*	N/A	-
	Figures tested by: * Autocar