During the Mercedes-Benz family’s most recent growth spurt, the entry-luxe CLA and the top dog Mercedes-AMG GT S have grabbed inordinate attention. More significant is how the new C-class fares against rising hostility in the premium compact-sedan class. Traditionally, Audi has been the style and luxury leader and BMW has defined exemplary performance, while Cadillac’s ATS, Acura’s TLX, and the latest Lexus IS are fresh party crashers. But, as we’ve determined by driving and testing the new Benz Cs, the silver star aspires to topple that order. As the brand’s top seller, the C-class has a mission to stand tall against come what may from East, West, and the U.S. of A.
The new Cs are larger inside and out yet lighter thanks to shrewd engineering and more aluminum in their unibodies; they’re also fully endowed with safety and infotainment technology. Prices are higher to give the CLA breathing room; when the base rear-drive C300 arrives early next year, it will start at $39,325. For the time being, the C300 4MATIC tested here with a base sticker of $41,325 is the closest thing to a C-class bargain.
A $2175 Sport package (18-inch AMG wheels, sport seats, drilled front brake rotors, sporty cosmetic touches), $2800 Driver Assistance package (automatic cruise control and braking intervention, lane keeping with steering assist, blind-spot warning, and other safety helpers), $2690 Multimedia package (COMAND navigation with 8.4-inch LCD screen and voice control, backup camera), $1680 Premium package (Burmester sound system with satellite reception), a $720 silver paint job, and $580 heated front seats jacked up the bottom line to $51,970. That sum includes what Mercedes calls MB-Tex upholstery, an appealing vinyl material that is difficult to tell from genuine leather.
The C300’s 2.0-liter four-cylinder engine pumps out a maximum of 241 horsepower with a turbocharger, although it has its work cut out even with a seven-speed automatic on hand to help. The dynamometer says that 273 lb-ft of torque is available from 1300 to 4000 rpm, but throttle response is somewhat sluggish. Complicating matters is a transmission slow to kick down from a cruising to a passing gear. Acceleration bottom line: To 60 mph, the C300 beats the Cadillac ATS 2.0T but not the BMW 328i. The Merc’s 6.1-second 0-to-60-mph sprint and 14.6-second-at-96-mph quarter-mile are competitive, but the car doesn’t feel as vivacious as many turbo and non-turbo rivals. Both the BMW and Cadillac sedans were RWD and equipped with manual transmissions; we’ve tested an all-wheel-drive 328i xDrive wagon, which weighed 155 pounds more than this C. It hit 60 in 5.8 seconds and tripped the quarter-mile lights in 14.3 seconds.
In cornering grip, this C300 tied the rear-wheel-drive 328i sedan’s 0.88 g, bested the xDrive wagon’s 0.86 g, and trailed the rear-drive ATS 2.0T’s 0.90 g. Riding on run-flat Pirelli Cinturato radials, this Benz’s 177-foot stopping distance from 70 mph was substantially longer than the class average, and we noted hints of fade in our testing. Pedal feel is reassuring after the slightly excessive initial travel is taken up.
The C300’s electrically assisted power steering trumps BMW’s best attempts with this technology, providing firm off-center effort and straight-line confidence that’s superior to the new Mercedes S-class. Alas, little road feel is communicated from the tire contact patches to the driver’s fingertips.
A sound body structure does provide a superb foundation for excellent suspension tuning and nicely controlled ride motions. Bumps in the middle of tight bends don’t faze the C’s combination of coil springs and multilink wheel locators. There’s an Agility Select switch to adjust the dampers on Airmatic cars (ours didn’t have that option), as well as transmission and throttle actions on all models, but jumping from Comfort to Sport+ extremes invokes only subtle character changes. There’s a separate switch for disabling the environmentally friendly engine stop-start mode; luckily, the attendant shudder on restart is modest enough to live with.
Dynamic traits are, overall, competent but not sufficiently compelling to sway BMW fans from their hero worship. The C-class does, however, score major aesthetic points. Two forward-shining points of light signal the uninitiated to clear a path. This sedan’s profile mimics the curved upper surfaces defining modern Mercedes-Benz four-doors. The interior rivals Audi’s best efforts while surpassing what other premium-compact makers bring to bear.
The MB-Tex feels as rich as other brands’ leather thanks in part to elegant stitching. The matte-chrome and brushed-metal trim looks like a silversmith’s work. The highly adjustable front buckets are comfortable and supportive of your most ambitious driving antics. While the rear compartment is a bit tight on entry, the split-and-fold seats are roomy enough for two adults or three compliant kids. With no spare or jack in the trunk, there’s 12.8 cubic feet of luggage space plus a large subfloor cubby for your secret stash.
There is also weirdness to report. In keeping with Benz tradition, the headlamp switch has no ‘off’ position (an ‘auto’ setting handles that). Transmission operation is by paddles and a column stalk, which some deem unpalatable. The Braille method must be used to engage cruise control because the left-side stalk in charge of that is totally blocked by a steering-wheel spoke. (At least the optional sport steering wheel is perfectly notched for a determined driver’s thumbs.) The 8.4-inch LCD screen’s black border is only slightly smaller than the useful image area, and the 300-page owner’s manual will be dog-eared before some owners will feel comfortable with the screen and its attendant COMAND controller and magic touchpad. Some among our ranks find the system perfectly intuitive, however.
None of these are mortal sins. The newest Mercedes-Benz is sized right, beautifully furnished, and enjoyable in the hands of demanding drivers. It’s a satisfying piece that will make life tougher for its many foes.
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