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Published
on 5
May 2014
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All rights reserved.
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First impression:
isn't it a baby S-class? Yes, the new W205 C-class
skips E-class and takes genes directly from the flagship S-class!
Why do I say that? There are a lot of hints, such as its exterior
design, its aluminum-intensive chassis, 4-link front suspension as well
as the Airmatic air suspension option. The once "baby Mercedes" seems
to have elevated to half a class higher than its usual rivals BMW
3-Series and Audi A4.
Size-wise, it has really grown a lot, because its MRA platform is to be
shared with the next generation E-class. Its wheelbase has been
stretched
by 80 mm to 2840 mm, longer than the 3-Series and A4 by about 30 mm.
Overall length and width are increased by 95 mm and 40 mm respectively.
Such a growth is made possible by the introduction of CLA-class, which
is almost as large as the old C-class.
Not only gets larger, its exterior styling has strong family
resemblance to the new S-class, especially the headlights and
taillights, the side view and the tail. Its gently falling boot may
take some getting used to, but the resultant slippery shape benefits
aerodynamics. The sleekest model, C220 Bluetec Eco, achieves an
outstanding drag coefficient of 0.24, leveling with the S-class,
E-class Coupe and trails only CLA-class, once again showing Mercedes'
lead in this field. Other four-cylinder models range between 0.26 and
0.27.
There are again 2 kinds of front end design for customers to choose – a
classic radiator grille with the 3-pointed star logo mounted on top of
the bonnet and a sportier grille with centrally positioned logo. The
latter is definitely the one to have.
Despite of the larger dimensions, Mercedes claims the new car is up to
100 kg lighter than the car it replaces (note: actual numbers might be
smaller. For example, the entry-level C180 now weighs 1320 kg DIN, 75
kg lighter than the old model, whereas C250 weighs 25 kg less than the
last one). This must thanks to its aluminum intensive chassis. 48
percent of it is made of aluminum, including nearly all body panels
(bonnet, boot lid, fenders, doors and even roof), the front and rear
suspension mounting brackets and a few other structural components.
Besides, ultra-high-strength steel is extensively used in the rest of
the structure. This also lifts its chassis rigidity by 20 percent
versus the last generation.
The extensive use of aluminum is a surprise to me, because until now
none of its rivals dare to do so (although next year's Jaguar XE
will feature an all-aluminum structure). BMW has been using part
aluminum chassis on its 5-Series for a
decade but still it refuses to do so on the mass market 3-series on the
ground of cost. Ditto Audi, which has never applied its ASF technology
to its A4. How can Mercedes overcome the cost problem? or perhaps it
wants to push the C-class upmarket?
The suspensions are also more upmarket. Like the S-class, it has
switched to an all-new 4-link front suspension instead of the old
3-link strut. This allows the suspension geometry to be fully decoupled
from the spring strut, improving wheel position under lateral forces
and enhancing the sensitivity of steering.
As before, mechanical amplitude selective dampers are standard on all
models. There are also a choice of 3 suspension settings when you
purchase the car – a comfort setting, a sportier setting and an even
sportier setting with 15 mm lower ride height. What makes difference
now is the possibility to opt for Airmatic air suspension, which
combines adaptive air springs, adaptive damping and self-leveling
function. Drivers can select among 5 modes, i.e. Eco, Comfort, Sport,
Sport+ and Individual which allows custom settings. It goes without
saying that it is the first car in the class to offer air suspension.
Mercedes normally doesn't launch new engines on a new car,
so what we see now are mostly carried over units. At launch, there is
a 1.6-liter turbo petrol for C180 (156 hp), 2.0-liter turbo petrol for
C200 (184 hp) and C250 (211 hp), as well as 2.1-liter turbo diesel for
C220 Bluetec (170 hp) and C250 Bluetec (204 hp).
Soon it will add some
interesting new engines. New model C300 will be powered by a 238 hp /
273 lbft version of the 2-liter turbo petrol, and should be a good
answer to BMW 328i. New range topper C400 will replace the old C350
and employ the new 333 hp / 354 lbft twin-turbo 3.0 V6 from the
E-class. There won't be naturally aspirated V6 anymore. Like BMW,
Mercedes will concentrate on fuel-efficient turbo four and reserve
six-cylinder for high performance offerings.
On the lower end of the spectrum, the C-class will introduce Renault's
new 1.6 turbo diesel (as part of the collaboration between the two
firms). It will have two states of tune, 115 hp and 136
hp. Expect it to be the super-frugal choice and key to help Mercedes to
meet European CO2 cap.
There will be two further hybrid models. C300 Bluetec Hybrid mates the
204 hp
2.1-liter turbo diesel with a 27 hp electric motor – yes, the same mild
hybrid combo as the existing E300 Bluetec Hybrid. It emits only 94
grams of CO2 per km. Even more
interesting
is a new plug-in hybrid, which will combine a 2-liter turbo petrol and
a 68 hp electric motor.
Transmission can be either a 6-speed manual or 7G-Tronic Plus
automatic.
The latter is expected to be replaced by the new 9G-Tronic some time
later.
Thanks to the improved aerodynamics, reduced weight, more efficient
engines and reprogrammed gearboxes, among others, the new C-class cuts
fuel consumption by 20 percent. Most of its models have lower
emissions than the equivalent 3-Series and A4. Most notably, the C220
Bluetec emits only 103 g/km of CO2, while
C250 Bluetec, C180 and C250 emit 109 g, 116 g and 123 g respectively.
Being greener yet more luxurious, who doesn't like it?
In the Cabin
For long Audi has been occupying the
top spot of cabin design and build quality. Now Mercedes finally comes
out of its shadow. The interior of C-class combines tasteful style with
top-notch quality. It feels classier than anything in the class, and is
well worthy of the nickname “Baby S-class”. The leather trim is
tastefully decorated with aluminum or wood inserts. The plastics are
all high-grade items. The 5 circular air vents look stylish and feel
good to touch. The buttons and switches feel precise and well damped.
The steering wheel has a substantial feel. Although the instrument is
not a large TFT screen like the S-class, it looks expensive enough for
the class. The senior car’s chair-shape seat controls, perfumer and
Comand infotainment system with touch pad are present. Although the
system is not as intuitive to use as BMW’s i-Drive, you will adapt to
it quickly. The 7-inch screen displays clear graphics.
As expected, the front passengers enjoy plenty of room. Strangely, rear
seat space is not much improved from the old car despite of the
increased wheelbase. It offers a bit more shoulder room, but headroom
and legroom are compromised by the sloping roof line. This mean rear
passengers will get more comfort in BMW 3-Series.
On the Road
With 3 suspension options, a wide range of engines and 5 different
driving modes to choose from, it is not easy to describe how the
C-class drive in a few words. However, in general the optimum package
is C250 petrol equipped with air suspension. In this guise, the car is
really sweet to drive and to travel along. Its lighter front end makes
better use of the variable-ratio steering to give an agile handling not
found in the old car. Although the steering doesn’t deliver a lot of
feel, it weighs up consistently in corners and steers the car
precisely. Switch to Sport mode, the car corners with a new found
enthusiasm, thanks to a tight body control and good grip on offer. It
is not as sporty as the 3-Series though, which remains to be the
enthusiast’s top choice.
However, its ride comfort and running refinement contributed by the air
suspension is superb. In fact, it is peerless in the class. It flows
smoothly on most roads and isolates road noises like a bigger
limousine. This makes long distance journeys especially relaxing. Loyal
customers of Mercedes must love it.
Cars not fitted with Airmatic but the Comfort-oriented steel-spring
suspension is not as impressive, as it rolls quite a lot in corners and
feels less composed over undulations. As the Airmatic costs only
£900, it is a must have.
The C250’s petrol engine is also the most sensible option, because it
offers a good combination of power, flexibility, smoothness, quietness
and fuel economy. Comparatively, Mercedes’ 2.1-liter turbo diesel is
too coarse and noisy, and its tremendous torque causes more roughness
to the gearshift of 7G-Tronic, which is already a bit less seamless
than the ZF 8-speed automatic used by BMW. What about the range topping
C400? In isolation, its twin-turbo V6 is wonderful – very strong and
flexible, more so than BMW’s N55. Unfortunately, it makes the car feels
nose-heavy thus it is not a balanced package.
Overall, the 3-Series is still considered to be the best car of the
class due to its sportier handling, better diesel engines and a better
integration between chassis and engine. It also holds an edge in rear
seat accommodation. However, if you give comfort, quality, luxury and
style more weighting, the Mercedes will be a clear winner, because no
one else can feel so close to being a small limousine.
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Verdict:  |
Published
on 26
Feb 2015
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All rights reserved.
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C450 AMG
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15 years ago, Audi
raised the bar of compact sports sedans by introducing the
380-horsepower RS4. That also created the 2-tier structure of its
performance cars lineup (S and RS) that we know today. In response to
the challenge of RS4, BMW and Mercedes upgraded their M3 and AMG
C-class with significantly more powerful engines and performance
levels. This created gulfs between M3 and the regular 3-series as well
as between C63 and lesser C-class. BMW bridges that gap nicely with
335i. Now Mercedes also follows its rivals to introduce a performance
model that sits below the C63. It is called C450 AMG.
Unlike a real AMG, the C450 is produced at the standard production
line. Its engine is a tuned version of the 3.0-liter twin-turbo
direct-injected V6 that used to serve C400 with which it replaces. In
contrast, the C63 has a thoroughbred AMG V8 hand-built at Affalterbach.
Despite that, the C450 AMG looks remarkably close to C63. It gets the
same skirts, rear bumper with diffusers and quad-exhaust. The front end
design differs a bit, but its pronounced front splitter and large
intakes are no less aggressive. In fact, I find its front grille with
bright radial patterns (like A45 AMG) more stylish than the black one
on C63. Judging from looks alone, it loses nothing to the full-blooded
AMG model.
The twin-turbo V6 gets higher turbo boost pressure, lifting its output
from 333 to 367 horsepower, while maximum torque is improved from 354
to 382 lbft. That puts it well beyond the reach of its rival 335i (306
hp/295 lbft) and S4 (333 hp/324 lbft). Inevitably, the higher boost
results in a hint of turbo lag at low rev, especially when compared
with the ultra-responsive BMW 3.0-liter twin-scroll turbo straight-six.
In return, its superior mid-range punch overwhelms its rivals and
overcomes the slight hesitation of 7G-Tronic transmission, so that 0-60
mph is achievable in merely 4.7 seconds (partly thanks to the traction
of 4matic, too). Another thing it does better than its rivals is
exhaust note. As in other turbocharged AMG engines, it deliberately
retards ignition on downshifts to produce exciting pops and crackles on
engine overrun. This happens only at Sport+ mode so that not to affect
refinement in regular driving.
Apart from power, the C450 is also beefed up in the chassis. Its
suspension is retuned with more negative camber to enhance roadholding.
Stiffer springs, bushings and steering knuckles tighten its body
control and sharpen its response. Like C63, the air suspension is
replaced with 3-stage adaptive dampers to remove the extra layer of
isolation between driver and the road. The brakes get larger, while the
variable-ratio power steering comes from C63. Most important, 4matic
system is fitted as standard on this car. Unlike those fitted to
regular Mercedes models, it is default to send two-thirds of power to
the rear wheels under normal driving conditions. Mind you, not even the
C63 is benefited with 4-wheel-drive hardware.
On the road, the C450 AMG is really fun to drive. Its steering is
quicker and more feelsome than BMW’s. The brakes are strong and
reassuring. With the suspension set at sportier modes, the body is
tightly controlled. The traction afforded by the 4matic is always
excellent, especially on slippery surfaces. Undoubtedly, it is less
likely to slide on throttle than the C63, but its lighter nose actually
makes it feel more agile in the twisty. Does it understeer? Yes, but
since most of the power goes to the rear axle, the understeer happens
only at hard cornering and, even then, is too subtle to complain. As a
result, it feels a lot more agile than Audi S4.
Benefitted with stronger performance, sportier noise, better steering
and handling, the C450 AMG has become the car to beat in its class. In
fact, it is so good that many will find the pricier C63 superfluous. We
will have that car reviewed soon to find out.
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| Verdict: |
Published
on 5
Mar 2015
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All rights reserved.
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AMG C63
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I don’t understand
why Mercedes-Benz is usually called Mercedes.
Here in Hong Kong (as well as in China and Taiwan), we always call the
brand Benz, just to reflect how much we respect the inventor of motor
cars instead of adoring the daughter of a Daimler sales manager (read
the history of Daimler here). However,
from now on we can no longer call the fabulous cars built by AMG as
Benz. Starting
from the new C63, they will be rebranded as Mercedes-AMG. Meanwhile,
the most luxurious cars will be called Mercedes-Maybach while mass
production models remain to be Mercedes-Benz. This new branding
strategy also allows the company to better distinguish the pure AMG
models from the new lines of AMG-tweaked models such as Mercedes-Benz
C450 AMG.
No matter what brand it carries, the new C63 is a great car. You
already know how good the W205-series C-class is – tasteful design,
classy interior, high-aluminum-content chassis, sophisticated
suspensions and superb refinement, to name a few. It forms a solid
basis for AMG to build upon. The best part of the C63 is the engine, of
course. We do miss the old 6.2-liter V8, but the new M177 4.0-liter
twin-turbo V8 is equally a masterpiece. It is basically a wet-sump
version of the one serving AMG GT sports car, but it is tuned to
produce slightly more power. The standard car offers 476 horsepower and
479 pound-foot of torque, which is already sufficient to overwhelm its
arch-rival BMW M3 (431 hp / 406 lbft from a 3-liter straight-six turbo)
and Audi RS4 Avant (450 hp / 317 lbft from an atmospheric 4.2 V8). But
this time around AMG wants more, so it offers a superior model called
C63 S, which has the turbo boost pressure increased from 1.1 to 1.2
bar,
lifting the output to an unprecedented 510 hp and 516 lbft. The
combination of V8 and turbocharging must be the worst nightmare to its
rivals. AMG is simply too generous to its customers!
The AMG V8 might lack the complicated cross-bank piping and twin-scroll
turbos of BMW and Audi’s V8 (even though it employs the same “hot-V”
architecture), but its throttle response is hardly slower and turbo lag
is hardly noticeable, at least at this relatively low state of tune.
Yes, even the 510 hp version is not really under stress. Considering it
is practically made by joining two A45 AMG engines at a common
crankshaft, and
that engine produces some 360 horsepower, the V8 should be
theoretically good for 700 hp if it runs the same state of tune! Audi’s
4.0-liter twin-turbo V8 produces 580 hp in Bentley Continental GT3-R,
so you can see how much room is left for AMG to progress in the future
– think about a C63 Black series with close to 600 hp…
The M177 is no lighter than the 6.2-liter M156 due to its extra turbos,
intercoolers and liquid, but it is more compact and fits easily under
the bonnet of C63 (it would not fit if its turbos were mounted
outboard). Bolted behind the engine is a 7-speed MCT gearbox, which is
another thing that distinguishes the bespoke AMG model from “Benz”. Its
multi-plate clutch enables faster gearchanges than the torque converter
on the usual 7G-Tronic. If you ask me which gearbox I prefer, I would
say the twin-clutch units of AMG GT or BMW M3, because their gearshifts
are more responsive and incisive when you demand. However, the MCT is
smoother at more relaxing pace, and what it lacks in outright speed is
easily compensated by the tremendous torque from the V8. As a result,
the C63 S is capable to storm from zero to 60 mph in 3.9 seconds. Bye
bye M3!
In the real world, the new V8 is absolutely the highlight of the car.
Its power is punchy and highly flexible. It spins smoothly and is eager
to visit the 7000 rpm redline – just 200 rpm shy of the 6.2 – although
you don’t really need to do so. Better still, it sounds like a supercar
engine. It starts with a theatrical surge of rev before settling into a
distant warble. Prod the throttle and you’ll be excited by an angry
bark. Rev it higher, the bassy exhaust note intensifies and transforms
into a thundering howl once the secondary valves in exhaust open. The
aural journey ends up with dramatic backfires and crackles on the
overrun. This is unfortunate to BMW, because once you have listened to
the AMG V8, you won’t stand the dull exhaust noise of the M3 or its
digitally synthesized one.
Unexpectedly, it also beats the M3 in emission. The standard C63 emits
only 192 grams of carbon-dioxide each kilometer (195 grams for
C63 S), slightly less than the six-cylinder M3 (194 with DCT or 204
with manual). This represents a 31 percent reduction from the old 6.2
engine.
The rest of the car is not as special as the engine but nonetheless
very effective. Its suspensions are heavily retuned with 25 mm lower
ride height, stiffer springs and anti-roll bars, more negative cambers
and wider tracks. Standard adaptive dampers offer 3 stages of setting.
The brakes are upgraded to 360 mm front and 330 mm rear (ceramic is
optional). The AMG electrical power steering has faster ratio than
those of the regular C-class, but it has the variable-ratio element
ditched to favour of a more consistent response. The standard car is
fitted with a mechanical LSD while S model gets an active differential
for better control of under/oversteer. The S also gets larger wheels
and a Porsche-style adaptive engine/transmission mount.
On the road, these changes result in excellent handling and control.
Due to the heavier nose, the AMG is not quite as agile or well balanced
as the M3. It is also more prone to oversteer because you have far more
torque to play with. However, the oversteer is well managed by the
stability control. Moreover, its rear breaks away in a predictable
manner, so the oversteer is playful rather than scary. The modified
front suspension offers bags of grip and keeps the nose pointing to the
right direction. The stiffer suspension and adaptive dampers keep body
roll to the minimum. The steering might be less communicative than the
old hydraulic rack, but it is more precise and direct. Compared with
the M3’s rack it is lighter and feels more natural. The ride is
definitely firm in any modes, but still the car absorbs bumps cleanly
and beats BMW for comfort. The only complaint is excessive tire noise.
In addition to the superb interior, the smooth transmission and
superior engine refinement, the C63 is easily the choice for everyday
driving. What’s more impressive is whenever you want to have fun, plant
the throttle and you will wake up one of the greatest engines in the
world. Benz or not, the C63 is a marvelous creation.
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| Verdict: |
Published
on 4
Dec 2015
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All rights reserved.
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C-class Coupe and AMG C63
Coupe
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The last generation
C-class Coupe was a bit embarrassing. While Audi and BMW started
selling A5 and 4-Series as separate lines, Mercedes worked against the
trend and turned what previously called CLK to part of the
C-class family. That didn’t benefit the image of a niche car.
Moreover, the first C-class Coupe was not sufficiently differentiated
from the sedan. If not the hot AMG C63 and
Black series, we would have forgotten it long ago. Now in its
second incarnation, will it do better?
Exterior design is the most important element to this kind of
sedan-based coupes, as
people buy them primarily for looks. The new C-class Coupe does look
sufficiently different from the sedan, but not necessarily in a good
way. Sure, it gets smoother thanks to the Zeppelin-airship shape, but
it doesn’t feel any faster, just like the Zeppelin. The problem is a
proportion too fat, blame to the high waistline. If Mercedes could
lower the base line of its side windows by a couple of inches, it would
have looked lighter and slimmer. Unfortunately, the hard points of
C-class sedan is a limiting factor. Ditto the need to maintain a high
boot lid to keep luggage space and aerodynamic lift in check. Cadillac
ATS Coupe has a similar problem, but BMW 4-Series is more successful to
hide its bulk.
The ill proportion of Mercedes is also reflected in the lack of balance
front to rear – its bonnet is simply too long, whereas the tail is made
unobvious by the waterdrop shape. As a result, it looks nose-heavy.
That is almost an insult to its rear-drive chassis. In fact, I found
the C-class sedan more balanced and therefore more handsome.
If styling is not a good reason to buy the C-class Coupe, will the
mechanical
package be? Unlikely either. The coupe has its suspensions set
15 mm lower and a little stiffer, but these bring no fundamental
differences to the driving character. Likewise, the steering is tuned
to
be a little bit heavier and quicker, but you won’t confuse it with a
sports car. Curiously, by ditching 2 rear doors the car actually gains
about 50 kg. This means most versions will be slower than the
equivalent sedans. They will be slower than the comparable 4-Series,
too, as Mercedes' engines and automatic transmission are not as
responsive as BMW's.
Like its sedan sibling, the high point of C-class Coupe should be
its cabin, which is stylish, technically advanced and richly appointed.
The rear seats
fail to accommodate 6-footers but they are still quite generous for a
coupe. The car works best as a comfort-biased coupe, especially with
the class-exclusive air suspensions fitted.
AMG C63
Again, the only
C-class Coupe that thrills keen drivers is the AMG C63, especially the
hotter
C63 S. Power comes from the same 4-liter twin-turbo V8 as the C63
sedan, producing 476 hp and 479 lbft in the base model or 510 hp and
516 lbft in S model. They also work with faster-changing MCT gearbox
instead of the torque converter automatic of lesser models. Needless to
say, performance is startling. The C63 S is capable
of 0-60 mph in a 911-beating 3.8 seconds, thanks in part to a shorter
final drive
ratio. Its top speed is normally limited to 155 mph, but in case a
special driver package is opted, it can be lifted to 180 mph.
However, what makes the C63 Coupe different is the suspension. Compared
with the C63 sedan, its rear suspension is heavily modified. The track
is 46 mm wider than the 4-door’s. The geometry is
revised to increase negative camber. Moreover, all control arms except
the toe control links are now rigidly mounted to the subframe through
ball-joints rather than rubber bushings to eliminate slack. Up front,
the front suspension is adapted to boost 38 mm wider track while the
steering gets stiffer knuckles to enhance precision. Furthermore, front
and rear
tires get 10 mm and 20 mm wider respectively over the sedan’s.
On the road, the ride is definitely firm, even firmer than the sedan.
The wide rubbers generate more noise than you would expect for a car
wearing 3-pointed star badge. However, the precision it brings is also
clearly
higher than the 4-door. The steering is heavier and more direct. The
chassis is still subjected to power slide easily – think of those
mountains of mid-range torque afforded by the twin-turbo V8 – but its
balance is now more neutral.
Transition from under to oversteer is more progressive, more
controllable. You can have big fun driving the C63 S Coupe, drifting it
endlessly on track until its tires get worn, or enjoy the aural feast
of the AMG V8, whose exhaust note is second to none in the turbocharged
world! Yes, it is not as agile as the lighter M4 or Cadillac ATS-V, but
given the far superior power and sound, who cares?
The weakest link is the MCT gearbox. As we always know, its response is
not as quick as the DCT of BMW, and its electronic brain is not as
clever. That is also why AMG’s own sports car (GT) chose DCT instead.
Overall, the C63 Coupe is no less desirable than its sedan sibling. It
is more expensive, but you will feel the premium over its 6-cylinder
rivals well spent. The only question is: is it sufficiently better
than the C63 sedan in handling to offset the reduced accommodation,
ride refinement and arguably the less pretty look? That is more
difficult to answer.
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| Verdict: |
Published
on 7
Jun 2016
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All rights reserved.
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C-class Cabriolet
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Normally, we prefer
coupes to their equivalent cabriolets. However, in the case of Mercedes
C-class, the reverse is to be said. One of the strongest reasons is the
improved style. While the Coupe looks quite fat and unbalanced, the
Cabriolet
has a healthier proportion thanks to the removal of the curvy roof
line. The larger piece of chrome surrounding
its tonneau cover, which extends through the door tops all the way to
the windscreen pillars, brings an extra sense of elegance. Moreover,
the fabric roof is very well engineered. It raises and drops in 20
seconds, and can do so at up to 50 km/h. When the roof is down, wind
buffeting is all but eliminated by the unique Mercedes Aircap,
which pops up an aero foil from the windscreen header to redirect air
flow away from your head. Although it was launched 6 years
ago in E-class Cabriolet, Aircap is still yet to be matched by others.
When the roof is
up, the cabin is remarkably calm. Moreover, it enables the boot to
swallow 355 liters of luggage. The rear seat offers enough space for
sub-6-footers as long as the front occupants are willing to cooperate.
This is a stylish and high-quality 4-seat cabriolet.
In the dynamic side, you have to admire how few compromises the
open-top conversion brings. It adds just 125 kg to the kerb weight. For
comparison, a BMW 4-Series Cabriolet carries an extra 225 kg while Audi
A3 Cabriolet adds 180 kg over their hardtop versions. Despite that, the
chassis of C-class Cabriolet is impressively rigid. You won’t sense any
differences except on the worst surfaces where it would shimmy a
little. With the suspension set at Comfort mode, the ride is supple. At
sportier modes, it maintains the fine handling of the C-class coupe and
sedan.
Most impressive is the AMG-built C63 S Cabriolet. With 510 horsepower
for disposal and a 0-60 mph time of 4 seconds flat, it is supercar
fast. Moreover, with the roof dropped you can hear more of its V8 howl.
Like its sedan and coupe siblings, the driving experience is extremely
thrilling – the tight body control, the strong front-end grip, the
powerful braking, the faithful steering, the fluid power slide and,
yes, the amazing engine sound, all contribute to the best 4-seat
cabriolet we have ever seen.
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Verdict:
C-class Cabriolet:
C63 Cabriolet: |
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C250
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2014
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| Front-engined,
RWD |
Steel + aluminum monocoque
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| Mainly aluminum |
4686 / 1810 / 1442 mm
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| 2840 mm |
Inline-4
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| 1991 cc |
DOHC 16 valves, DVVT
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Turbo
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DI
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211 hp
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258 lbft
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7-speed automatic
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F: 4-link
R: multi-link
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Adaptive air spring + damping
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225/50R17
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1405 kg
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155 mph (limited)
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6.3 (c)
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| - |
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C250
Bluetec
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2014
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| Front-engined,
RWD |
Steel + aluminum monocoque
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| Mainly aluminum |
4686 / 1810 / 1442 mm
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| 2840 mm |
Inline-4 diesel
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| 2143 cc |
DOHC 16 valves
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Sequential twin-turbo
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CDI
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204 hp
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369 lbft
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7-speed automatic
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F: 4-link
R: multi-link
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Adaptive air spring + damping
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225/50R17
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1520 kg
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153 mph (c)
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6.3 (c)
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| - |
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C300
4matic
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2014
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| Front-engined,
4WD |
Steel + aluminum monocoque
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| Mainly aluminum |
4686 / 1810 / 1442 mm
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| 2840 mm |
Inline-4
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| 1991 cc |
DOHC 16 valves, DVVT
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Turbo
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DI
|
245 hp
|
273 lbft
|
7-speed automatic
|
F: 4-link
R: multi-link
|
Adaptive air spring + damping
|
F: 225/45R18
R: 245/40R18
|
1630 kg
|
155 mph (limited)
|
6.1*
|
| 16.0* |
|
|
|
|
|
Performance
tested by: *C&D
|
|
|
|
|
|
|
C400
4matic
|
2014
|
| Front-engined,
4WD |
Steel + aluminum monocoque
|
| Mainly aluminum |
4686 / 1810 / 1442 mm
|
| 2840 mm |
V6, 60-degree
|
| 2996 cc |
DOHC 24 valves, DVVT
|
Twin-turbo
|
DI
|
333 hp / 5250-6000 rpm
|
354 lbft / 1600-4000 rpm
|
7-speed automatic
|
F: 4-link
R: multi-link
|
Adaptive air spring + damping
|
F: 225/45R18
R: 245/40R18
|
1570 kg
|
155 mph (limited)
|
5.0 (c) / 4.7*
|
| 11.6* |
|
C450
AMG 4matic
(AMG C43 4matic)
|
2015
(2016) [2018]
|
| Front-engined,
4WD |
Steel + aluminum monocoque
|
| Mainly aluminum |
4755 / 1810 / 1425 mm
|
| 2840 mm |
V6, 60-degree
|
| 2996 cc |
DOHC 24 valves, DVVT
|
Twin-turbo
|
DI
|
367 [390] hp / 5500-6000 rpm
|
382 lbft / 2000-4200 rpm
|
7-spd auto (9-spd auto)
|
F: 4-link
R: multi-link
|
Adaptive damping
|
F: 225/45ZR18
R: 245/40ZR18
|
1615 kg
|
155 mph (limited)
|
4.7 (c) / 4.5* (4.1*) [4.5 (c)]
|
11.2* (10.5*)
|
|
AMG
C63 S
|
2015
|
| Front-engined,
RWD |
Steel + aluminum monocoque
|
| Mainly aluminum |
4756 / 1839 / 1426 mm
|
| 2840 mm |
V8, 90-degree
|
| 3982 cc |
DOHC 32 valves, DVVT
|
Twin-turbo
|
DI
|
510 hp / 5500-6250 rpm
|
516 lbft / 1750-4500 rpm
|
7-speed MCT
|
F: 4-link
R: multi-link
|
Adaptive damping
|
F: 245/35ZR19
R: 265/35ZR19
|
1655 kg
|
180 mph (limited)
|
3.9 (c) / 3.9* / 3.7* / 4.1** /
4.0*** / 3.8^
|
9.1* / 8.1* / 8.9** / 8.8*** / 8.4^
|
|
|
|
|
|
Performance
tested by: *C&D, **Autocar, ***MT, ^R&T
|
|
|
|
|
|
|
C300
Coupe
|
2015
(2018)
|
| Front-engined,
RWD |
Steel + aluminum monocoque
|
| Mainly aluminum |
4686 / 1810 / 1405 mm
|
| 2840 mm |
Inline-4
|
| 1991 cc |
DOHC 16 valves, DVVT
|
Turbo
|
DI
|
245 hp (258 hp)
|
273 lbft
|
7-speed auto (9-speed auto)
|
F: 4-link
R: multi-link
|
Adaptive air spring + damping
|
225/50R17
|
1490 kg
|
155 mph (limited)
|
5.7 (c) / 6.2* (5.6*)
|
16.2* (14.5*)
|
|
| AMG
C43 4matic Coupe |
2016
|
| Front-engined,
4WD |
Steel + aluminum monocoque
|
| Mainly aluminum |
4696 / 1810 / 1405 mm
|
| 2840 mm |
V6, 60-degree
|
| 2996 cc |
DOHC 24 valves, DVVT
|
Twin-turbo
|
DI
|
367 hp / 5500-6000 rpm
|
382 lbft / 2000-4200 rpm
|
9-speed automatic
|
F: 4-link
R: multi-link
|
Adaptive damping
|
F: 225/45R18
R: 245/40R18
|
1660 kg
|
155 mph (limited)
|
4.5 (c) / 4.1*
|
| 10.7* |
|
AMG
C63 S Coupe
|
2015
|
| Front-engined,
RWD |
Steel + aluminum monocoque
|
| Mainly aluminum |
4750 / 1877 / 1400 mm
|
| 2840 mm |
V8, 90-degree
|
| 3982 cc |
DOHC 32 valves, DVVT
|
Twin-turbo
|
DI
|
510 hp / 5500-6250 rpm
|
516 lbft / 1750-4500 rpm
|
7-speed MCT
|
F: 4-link
R: multi-link
|
Adaptive damping
|
F: 255/35ZR19
R: 285/30ZR19
|
1725 kg
|
180 mph (limited)
|
3.8 (c) / 3.8* / 3.8**
|
8.3* / 8.5**
|
|
|
|
|
|
Performance
tested by: *C&D, **R&T
|
|
|
|
|
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|
Copyright©
1997-2016
by Mark Wan @ AutoZine
|
|
