Mercedes-Benz C 4Matic Review – Automobile Magazine

2015 Mercedes-Benz C400 4Matic Review

More a Compact S-Class than a Sport Sedan

MARSEILLE, France – Because it competes with the BMW 3-Series, which almost singlehandedly coined the term “sport sedan,” the Mercedes-Benz C-Class often gets compared as one. But it’s not a sport sedan, and that’s just fine, as European bureau chief Georg Kacher makes clear in his review of the European-spec, rear-wheel-drive Mercedes-Benz C250. Mercedes will introduce the car in the United States exclusively in all-wheel-drive form, as the four-cylinder C300 4Matic and the six-cylinder C400 4Matic. We had the opportunity to drive the new Benz C400 4Matic a couple of weeks after Georg’s review of the not-for-U.S. C250.

Mercedes says the high take rate for all-wheel drive in the northern half of the United States prompted the decision to launch the 4Matic cars first. We think the automaker also wants to establish a clear break between the front-wheel-drive CLA that now serves as the entry-level model and this new, upscale C-class. The rear-wheel-drive C-class currently sells for $36,725, versus $30,825 for the CLA. We expect the new models to start closer to $40,000, which is the base price for the current C300 4Matic.

Those buyers who walk into a Mercedes-Benz dealership uncertain whether to opt for a CLA-class or C-class will be able to perceive instantly what the extra ten grand buys. The upright roofline and clean body sides of the new C-class sedan scream “real Mercedes.” Design chief Gorden Wagener notes that he does not need to add ornamentation to his rear-wheel-drive cars (that is, those with longitudinal engines) the way he did with the front-wheel-drive CLA-class. That restraint is evident here, and it enhances the elegance of the C-class. Most cars sold in the United States, like the model we drove, will feature three-pointed star badges integrated into body-colored grilles, but Mercedes still offers a traditional chrome grille and upright star badge for those who prefer it. The C-class has grown 3.7 inches in length and 1.6 inches in width. When one passes you in traffic, you’ll need a split second to realize it’s not an E- or S-class.

That increase in stature pays dividends in the cabin. The back seat feels spacious enough to seat real adults. The interior design graduates from entry luxury to true luxury. Our AMG-package test car features beautiful open-pore Ash trim, blood-red leather seats, and a stitched synthetic leather dash. The new infotainment system combines a touchpad and click wheel, which sounds like a disaster but actually works well. The two inputs have large areas of overlap, meaning you can use any combination of touching and clicking to access any function. Later this year, Mercedes will introduce CarPlay, a syncing service for Apple iPhones.

The C400 4Matic nominally competes against the likes of the BMW 335ix and the Audi S4, but Mercedes tacitly admits it has not aimed to build a full-tilt sport sedan. The automaker thinks its buyers, who range from practical 55-year-old men in Europe to style-conscious 45-year-old women in the United States and 35-year-old professionals in China, aren’t looking for in-your-face performance.

That’s reflected in the C400’s polite manners. Outside the car, one only hears the subtle chatter of the fuel injectors. Climb inside, roll up the windows, and enjoy near silence. Only when you dip deep into the accelerator pedal does the 329-hp, turbo V-6 clear its throat and sing a raspy baritone deep into triple-digit speeds. The six-cylinder acts like a basketball player in a business suit—it’s not looking to play, but if you ask it to, it’ll lay down a tomahawk slam-dunk.

Airmatic air suspension, standard on the C400 and optional on the C300, makes the car feel more like an athlete who’s arrived at training camp out of shape. It leans heavily into turns and jounces in reaction to fast lane changes. In sharp turns, it wants to plow straight past the turn-in point, although the strong brakes and grippy Continental tires prevent it from doing so. Chief engineer Christian Früh blames the all-wheel-drive componentry, which adds some 150 pounds, nearly all of it over the front axle. Then there’s the mass of a 3.0-liter V-6 compared with the 2.0-liter four-cylinder in the C250.

Indeed, the C250 we drove for comparison feels like a different car. It’s nimble and balanced, and it enjoys being pushed in corners. While it does lean into turns, it does so in a more controlled and predictable fashion. All C-classes feature variable-ratio steering that tightens as you turn in more, a feature that bothers us in other vehicles but feels just right in this application. It makes the C-class easier to park and easier to point into the apex of a turn.

Mercedes-Benz C 4Matic Review – Automobile Magazine

Mercedes C-Класса основательно обновили – он в строю уже третий год. И если снаружи изменения не слишком заметны, то внутри их целый вагон. Мерседесовцы даже вспомнили старую традицию: указывать число изменений при рестайлинге.

Например, в 2006 году E-Class W211 получил две тысячи нововведений. Конечно, это не проверить. Непонятно даже, как их считали. Но машина тогда обновилась заметно, с тридцати метров не спутаешь с «дореформенной». А сколько тогда изменений у C-Класса, если обновленную модель распознают только дизайнеры из Зиндельфингена и сторож железнодорожной станции, где собранные машины загружают на платформы?

Правильный ответ – 6500 новых компонентов. Это более половины. При этом общая архитектура электронных систем изменилась на 80% – она почти вся новая. Например, системы безопасности взяли у обновленного S-Класса.

А нужно ли было так заморачиваться? Еще как! В мире продается по 400 тысяч «цэшек» в год – это каждый пятый Mercedes. И о покупателях C-Класса важно знать две вещи: в Европе и США более трети новых клиентов пересели на C-Class с машин конкурентов. При этом две трети владельцев «цэшек», обновивших свои Мерседесы в прошлом году, вновь выбрали C-Class.

На такие автомобили молятся в любой компании – это корова, несущая золотые бриллианты. Настолько успешную модель японцы обновляли бы раз в десять лет и только по запросам покупателей. Но у немцев подход иной: если претендуешь на лидерскую майку, приходится бежать со всех ног, чтобы хотя бы оставаться на месте.

BMW скоро сменит поколение 3-й и 4-й серии, у Audi есть более свежие A4 и A5, Volvo вот-вот выпустит S60. Даже всё это вместе не значит, что завтра C-Class сместят из первой тройки самых популярных моделей сегмента. Этот рестайлинг – плановый и, что характерно, он делался вовсе не по запросам покупателей.

Главное, что требовалось – «синхронизировать» C-Class с «ешкой» и обновленным S-Классом. В интерьер не стали тащить новейший интерфейс MBUX от А-Класса без поворотной шайбы Comand, ведь для этого пришлось бы переделать всю переднюю панель. Тем не менее, на месте приборного щитка в дорогих версиях появился один большой дисплей высокого разрешения (12,3 дюйма, 1920х720) – его упрятали прямо в колодцы, оставшиеся от аналоговых шкал. Экран на центральной консоли вырос до 10,25 дюйма, базовый вариант — семидюймовый.

Управляется все это цифровое хозяйство клавишами-тачпадами на новом рулевом колесе. Кстати, на нем же теперь и кнопки адаптивного круиз-контроля, а значит слева на рулевой колонке стало одним рычажком меньше. Остался единый мерседесовский «переключатель всего» и рычажок электрорегулировки руля (она, понятное дело, в списке опций).

Климат-контроль теперь слушается спутниковой навигации. Например, автоматически включает рециркуляцию воздуха в салоне, когда C-Class въезжает в тоннель. Яркость проекции на лобовое стекло привязана к датчику света. Удивляться таким вещам даже не обязательно — именно они отличают Mercedes от многих других марок, которые потом просто закажут то же оборудование у мерседесовских поставщиков.

Mercedes-Benz S-Class review

When Mercedes-Benz sets out to make a new S-Class, it sets itself a simple if somewhat daunting brief: to make the best car in the world. No half measures. No modest ambitions.

The millions of hours and euros the company spends on research and development are, it’s true, for the good of the range as a whole, but Mercedes’ most advanced technologies receive their debuts here, on what is the flagship of industry flagship models.

And if that sounds mean to Rolls-Royce, BMW, Audi, Lexus and Bentley, then so be it; engineers from every car company in the world respect what the S-Class can do.

And in this latest generation, it has been tasked with doing even more, because the S-Class effectively picks up the baton that the now-defunct Maybach sub-brand failed to carry with any great finesse.

That gives the new model a perilously broad brief: at the lower end of the scale, the S-Class will find itself transporting mid-level executives to and from airports, while at its top end, it has to indulge its occupants like no other luxury car in the world. But even that is no longer enough, as the world expects the big saloon from Mercedes to remain at the cutting edge of technological advances, which is under serious threat from the likes of the latest generation BMW 7 Series, Audi A8 and Tesla Model S.

Car Review: 2017 Mercedes-Benz C 300 4Matic Coupe

Mercedes’ comely sports coupe masters the “art of the cruise”

OVERVIEW

Within a continent where automobile sales over the past couple of decades have declined in favour of pickups, crossovers, SUVs and minivans — to the point where “light trucks” are the dominant mode of personal transportation — it is somewhat surprising that two-door sports coupes still exist. That they do is a celebration of desire over sales volume, where style, often in conjunction with performance, acts as a beacon, drawing in those who still prefer form rather than pure function.

Mercedes-Benz produces a very fine sedan, the C-Class, for the compact luxury car segment. An award winner, it is smart looking, pleasant to drive and comes with a variety of powertrains that significantly alter its personality. Let me state categorically that its two-door sibling, the C-Class Coupe — a new addition for the 2017 model year — makes the sedan look like one of Cinderella’s ugly step-sisters. It has a strong “face,” a sleek and aerodynamic profile, tapered roofline and just the right amount of character lines for definition. The tester’s optional Brilliant Blue metallic paint and 19-inch AMG alloy rims complement the standard AMG styling package, the result being a car that uses allure to tease rather than overpower.

Yet, as much as the exterior provides the initial introduction, it’s the C Coupe’s cabin environment that closes the deal. Two-tone, it is as bright and cheerful as anything from Audi — a leader in interiors — and would not look out of place in a car costing double the C 300 4Matic tester’s sub-$50K starting price. Boasting a modern, IKEA-like sport/luxury vibe, the stitched leather, dark ash wood and satin metal trim bits and buttons work together in harmony with the sport seats, central media display and keyless start. The glaring exception is the large 8.4-inch screen situated in the centre stack over the air vents; rather than being integrated into the console, it looks tacked on. A shame, really, since it disrupts the flow of the dash area.

2017 Mercedes-Benz C 300 4Matic Coupe

I’m also less than enthused by the touchpad that acts as the controller for the screen. On the centre console, where the gearshift lever would normally be, it supposedly recognizes both single and multi-finger gestures (multi-touch), swiping movements, zoom gestures made by spreading and closing the fingers — also user handwriting. It does work, though it’s not nearly as user-friendly as Mercedes would like to think. At least there are several touch-sensitive keys located behind the touch surface by which important functions — back function, switch to “Favourites” menu, fast audio menu — can be directly operated.

Like the C-Class sedan, the Coupe has four iterations — C 300 4Matic, C 43 4Matic AMG (later availability), C 63 AMG and C 63S AMG — complete with horsepower ratings ranging from mild to “holy crap.” The C 300 4Matic tester comes with a turbocharged 2.0-litre four-cylinder pushing out an estimable 241 horsepower and 273 lb.-ft. of torque.

2017 Mercedes-Benz C 300 4Matic Coupe

While this would appear to make it more of a boulevardier, at least when compared with the hairier 469-horsepower C 63 and 503-horsepower C 63S, it’s by no means wimpy when push comes to shove. It has what Mercedes likes to call “sensible sportiness.” From that, my takeaway is the fact there’s a distinct duality to the car, depending on which of the five driving modes is picked using the “dynamic select” switch: Eco, Comfort, Sport, Sport+ and Individual (this last mode allows the driver to customize the vehicle settings). Each step up from Eco provides a discernible difference in the car’s personality and performance, which can be further enhanced using the steering wheel-mounted paddle shifters. In Comfort, the Coupe is quite dialed down, the seven-speed automatic shifting early and the exhaust note from the business end sounding rather ordinary. Step it all the way up to Sport+ and the C 300 shows off a thuggish side, especially when letting the revs build before shifting up — acceleration is brisk and the exhaust note takes on a decidedly edgier tone.

2017 Mercedes-Benz C-Class

2017 Mercedes-Benz C-Class

Type of vehicle

Engine

Turbo 2.0L DOHC four-cylinder

Power

241 hp @ 5,500 rpm; 273 lb.-ft. of torque @ 1,300 rpm

Transmission

Brakes

Four-wheel disc with ABS

Tires

P225/45R18 front / P245/40R18 rear

Price: Base / As Tested

Destination Charge

Natural Resources Canada Fuel Economy

(L/100km) 10.4 city, 8.0 highway

Standard Features

AMG styling package, auto-dimming mirrors, automatic belt feeder, front power windows with one-touch control, heated front seats, interior lighting package, memory package with power steering column, panoramic sunroof, power-adjustable passenger seat, power lumbar support, split-folding rear seats, automatic climate control, Bluetooth hands-free interface, DVD drive, Sirius satellite radio, touchpad, automatic headlamps, Collision Prevention Assist Plus, Crosswind Assist, Eco start/stop function, power folding mirrors, heated windshield washer system, rain-sensing windshield wipers, rear-view camera, Parktronic with active parking assist, passive blind-spot assist, run-flat tires, cruise control, multi-function steering wheel

Options

Premium package ($3,400) includes navigation with MB apps, LED high-performance lighting system, rear-view camera; Premium Plus package ($3,000) includes power trunk opener, integrated garage door opener, hands-free access; Sport package ($2,000) includes Artico leather dashboard, AMG exterior package, 18-inch AMG five-spoke wheels; Brilliant Blue Metallic paint ($890); 19-inch AMG multi-spoke alloy bi-colour wheels ($1,000); Dark Ash wood trim ($250); Airmatic Agility system ($1,800); Burmester surround-sound system ($1,000); summer performance tires (n/c); Crystal Grey Artico leather (n/c)

The tester was fitted with the optional Airmatic Agility system with its electronically controlled, continuously adjustable damping. In Comfort mode, most bumps and thumps are well contained. Should you want to ramp up your driving style, however, the “agility select” switch adjusts the engine, transmission, air suspension, steering, air conditioning and Eco start/stop functions, assisting the Coupe’s speedy — and very flat — passage around tight corners. Comfort, though takes a back seat. The same goes for road noise. Normally well contained, it can be somewhat compromised — depending on the surface — by the car’s optional Continental performance rubber (P225/40R19s up front, P255/35R19s at the back).

2017 Mercedes-Benz C 300 4Matic Coupe

Being Mercedes, the company imbues all of its cars with a large number of safety backups. The Coupe is no exception, and one of the more useful items is Dynamic Cornering Assist, the electronic stability program-based system ensuring more stability and handling safety, especially when cornering. When the ESP sensors register the car understeering in corners, it counteracts the effect by specific braking intervention at the inside wheels. At the same time drive torque is increased slightly to compensate the braking moment.

So, what’s the upshot here? Sport coupes are “halo vehicles,” attracting a great deal of interest but actually making up a very small percentage of car sales. The C 300 4Matic Coupe is a very pretty car, one that draws attention. But it’s also nuanced, balancing performance with panache. In other words, it’s not the car for those looking for the biggest horsepower bang for the buck. However, if you care more about prestige, sophistication and style than power — the “art of the cruise,” I like to call it — the sensible sportiness that is the C 300 is one tough coupe to beat.