At a time when it already totals more than 10.5 million units since its birth, in 1982 (initially it was marketed as a Mercedes 190, only in 1993, in the second generation, it became a C-Class), the Mercedes-Benz C-Class renewed for another generation — the W206 — and comes with the same goal as always: to point the way and lead.
At 4751 mm in length, it promises more space in the cabin and a greater presence on the road, not least because it “drank” a lot of the style of the new Mercedes-Benz S-Class, with which it also shares the entire concept of the interior and the user experience.
But did all this help the new Mercedes-Benz C-Class rise to the level and become the “S-Class baby” the German brand talks about so much? I spent five days with him, traveled over 750 km on the highway and the city, and when it comes to taking stock, I have no doubts: it's the best “C” ever.
The new C-Class is now only available with four-cylinder engines — even in the AMG versions! — and it's also the first “C” to come up with a fully electrified range: first with a 48 V mild-hybrid system and then with gasoline plug-in hybrid versions (which we've already driven in the C300 e variant), which arrive at the end of the year, and with plug-in Diesel hybrid variants, which should reach the market in early 2022.
In this test, the version I tested was the C 220 d, which is based on an evolution of the 2.0 Diesel engine with four cylinders in line that produces 200 hp (at 4200 rpm) and 440 Nm (between 1800 and 2800 rpm).
In addition to being coupled to a 9G-TRONIC nine-speed automatic transmission that sends torque exclusively to the rear wheels, this engine is also associated with a 48 V mild-hybrid system that momentarily guarantees 20 hp and extra 200 Nm in the EQ boost function, in addition to allowing the heat engine to switch off completely during “freewheeling” moments.
What about consumptions?
On the highway, largely due to the scaling of the 9G-TRONIC gearbox — standard across the range — which allows us to always travel at very low revs, it is very easy to consume around 5.5 l/100 km. approaches 7 l/100 km on urban routes.
After all, I reached the end of this test with an average of 6.5 l/100 km and with 770 km covered, which seems to me to be a very interesting record for a car like this.
Dynamic enough to “scare” the BMW 3 Series?
When it comes to dynamics, there is a name in the segment that dominates any and every discussion: BMW 3 Series. And despite having been introduced in 2018, the current generation (G20) continues in great shape, as I was only recently able to see in the test to the BMW 320e.
The Series 3 is always the target to be shot. That's how it was when Alfa Romeo launched the Giulia (and what a replica the elegant Italian gave…), it's like that when Audi “releases” a new A4 and it's like that again now, with the arrival of the new C-Class.
In the sportiest modes available and exploiting the full potential of this engine, the C-Class manages to be very fast and efficient in corners, with little body roll and a very organic behavior, in which the rear follows very well the direction of the front axle. to follow and to be always very stable.
But being as objective and direct as possible, I can already tell you that the 3 Series continues to have a more immersive drive, a more direct steering and a dynamic handling (especially when we pick up the pace) more satisfying. And the fact that it weighs less (1615 kg for the 320d “against” 1755 kg for the C 220 d, 140 kg less) also helps.
However, this is (far) far from representing a criticism for the new “C”, which not only evolved a lot in this regard, but also achieves a more balanced compromise between dynamism and comfort than the 3 Series. , with a four-arm layout at the front and a multi-link layout at the rear installed on a sub-frame.
It is important to remember that the C-Class is optionally available with an adjustable damping system and a sport suspension and that was precisely the configuration of the tested C 220 d. In addition, all plug-in hybrid versions feature a rear air suspension as standard.
What this tested version didn't have was the directional rear axle, which rotates to a maximum of 2.5º (in the opposite direction of the front wheels) and costs 2200 euros (includes variable damping). According to Mercedes-Benz, this solution makes it possible to reduce the turning diameter by 43 cm to 10.64 m, which proves to be an asset during parking maneuvers.
But on the road, where it matters most (at least that's my opinion…), I never felt that this C-Class needed to be more agile and stable — two attributes that Mercedes-Benz guarantees are reinforced with the directional rear axle.
By the way, I can already confess that the first thing I remember feeling behind the wheel of this new generation of “C” is that it behaves as I expected it to. You can tell me that this reveals a somewhat predictable model, but I prefer to go with another “theory”, that this C-Class lives up to the tradition it carries “on its back” and which has always been guided by one word: quality.
Kilometers on the highway? Come they…
Both the steering and the road connections give us a feeling of solidity, something that is reinforced by the good fitment of the cabin and, above all, by the soundproofing work, which is shown to be at a very good level.
As I mentioned above, if we push for it and adopt a sportier drive, it's very easy to be surprised by what this “C” has to offer. It may not be a rear-wheel drive that wants to “live” constantly crossed, but it impresses for its efficiency and for the speed with which it manages to “attack” some more winding stretches.
But regardless of all this (and thinking that the “C” has evolved dynamically), it's on the highway that I feel I'm using it for what I thought, especially with this diesel engine with 200 hp (20 hp more in EQ boost), which turns this C-Class into an authentic “kilometer eater”.
The ease with which 250 km long stretches of highway are followed in this Mercedes-Benz C-Class impressed me. And look, I know what I'm talking about: every month I do more than 1500 km on “our” A1. It impresses with the facility that meets all our requirements (speed recovery and overtaking are notable), low fuel consumption, stability and comfort.
And here there's not only one culprit: I've already mentioned the excellent soundproofing, but I'm also "obliged" to talk about the seats — with great fit and very comfortable —, the driving position and the general quality of the cabin, which may have been where the Class C more evolved.
At the wheel of this “C”, one of the few criticisms I make is related to the steering wheel that, despite being visually very appealing, has a too thick “handle” that requires some getting used to. And I believe I won't be the only one to find that.
The brakes also deserve my repair. They have a very long course and we feel that for much of the process nothing is happening. And when something happens, it's always more abrupt than expected. A feature that stands out even more because everything around this “C” is about smoothness.
Is it the right car for you?
I launched this essay with a question: is this C-Class the “S-Class baby” that Mercedes-Benz talks about so much? The answer is simple: no. And this “C” is not to blame, it is the older brother's “S”, which in terms of refinement, comfort and refinement only finds — occasionally … — a replica (inside the Mercedes-Benz) in the new electric car. brand, the EQS.
But when the German brand makes this comparison, it is based on the exterior image and the technological offer (and organization) of the cabin. And here are notorious several points in common, which only reveals the progress that the latest generation of Class C represents.
Vertical screen — tablet type — of 11.9'' works very well. It has an excellent readability, great resolution and an organization that allows us to easily select the "button" we want to press.
But image and cabin aside, the new C-Class convinced me for everything it does on the road. It doesn't do anything that I wasn't expecting it to do, because when a new generation of “C” comes out, the demand is always maximum (tradition demands it), but it does everything well.
It improved on the dynamic chapter, although not as exciting as a BMW 3 Series, and managed to evolve in terms of comfort and stability, getting very close to what we expect to “receive” from the “brother” of the segment above, the E-Class.
In addition to all this, and in this engine in particular, it is more suited than ever to the current reality — despite maintaining the Diesel engine — and offers us a smooth use, guided by very low consumption, whether on mixed routes, in highway or in the “urban jungle”, where he is always very civilized.
The exterior image may not be as striking and irreverent as many would like it to be (it's hard to distinguish it from the rest of the saloons in the range), but it's elegant. And the cabin not only saw its familiar attributes strengthened, it also gained in refinement and quality.
For all that, I feel this is the best C-Class Mercedes-Benz has ever made. And that will make it continue to be, in a natural way, a “best seller” of the German brand. I have no doubts about that.