A Bigger Breed of Small: Baby, how you have grown.


A couple Mercedes guys stopped by the other day and left a baby on our doorstep. That would be the baby Benz, the fourth generation of the Mercedes C-class, a car whose lineage dates to 1983. At first it was called the 190—the C designation came along for model year 1994—but the idea was to produce a small car that would bring Benz cachet into a more affordable realm and, oh, yeah, give the BMW 3-series a little competition, an idea that’s still operative.

As we observed at the time in a preview [March 1983], the new 190 sedans were “damned fine little cars,” representing “the first time that Daimler-Benz AG has acknowledged the presence of BMW and Audi as competitors.”

In that sense—responding to new initiatives from Teutonic rivals—little has changed in the past quarter-century, although the ante keeps increasing. But the smallest of Benzes has changed considerably, and it’s not at all clear that the term “baby” is relevant anymore. Compared with the progenitor of this species, the latest C-class is 7.3 inches longer, 3.6 inches wider, and 1.9 inches taller, on a wheelbase 3.8 inches longer, not to mention a curb weight that’s gone up about 1000 pounds.

Of more significance are the dimensional changes from the third-generation car to the fourth. The wheelbase grows from 106.9 inches to 108.7. Overall length stretches 3.9 inches to 182.3. Width increases to 69.7 inches, a gain of 1.7. The track expands as well, by 1.1 inches front (from 59.3) and 1.5 inches rear (from 58.1).

At 56.3 inches, height is unchanged. Since the C-class already had more front-seat headroom than an Audi A4 or BMW 3-series, Mercedes saw no need for roof raising. But in any case, bigger translates to roomier, which is excellent news for those whose C-class experience is likely to be gleaned from the aft cabin. It’s even better news for those who think traveling light means maybe three bags per passenger, plus golf clubs, and perhaps an inflatable pool table. For that “can-take-it-with-you” set, the trunk of the new car has swelled to a vast 17 cubic feet, five more than in the previous car.

However, bigger almost invariably entails negative consequences at the scales, and the ’08 C-class is no exception. The C350 Sport we tested in November 2005 weighed 3515 pounds ready to rock. The car under scrutiny here nudged the needle to 3671. Since the one element of the C-class inventory that hasn’t really changed is the powertrain, the consequence of increased mass is increased acceleration times (read “slower”).

The fourth-gen C350 is propelled by the same 90-degree V-6 as its predecessor—3.5 liters, 24 valves, naturally aspirated, DOHC with variable valve timing on both cams, 268 horsepower at 6000 rpm, 258 pound-feet of torque—mated to Benz’s seven-speed automatic transmission. However, the previous C350 Sport was also available with a six-speed manual gearbox. So equipped, our November ’05 test car hit 60 mph in 5.5 seconds and covered the quarter-mile in 14.2 seconds at 99 mph.

Our ’08 C350 Sport achieved 60 mph in 6.0 seconds and ran the quarter in 14.6 at 97 mph. How much of the disparity is attributable to manual versus automatic? Hard to quantify, but our calculation is no more than a couple 10ths to 60. The seven-speed auto can be shifted manually by waggling the shift lever from side to side, and its responses are reasonably prompt. So we conclude that mass is the culprit, and it’s also clear that this V-6 isn’t on quite the same power plateau as BMW’s twin-turbo 3.0-liter straight-six. Direct injection would close some of the gap, and we expect to see this upgrade in the not-too-distant future.

We’re intrigued to find that Mercedes does offer a six-speed manual option for the C300 Sport model, with its milder 3.0-liter version of the same V-6: 228 horsepower and 221 pound-feet of torque. The rationale: The take rate on manual C350 Sports was too low—less than five percent—so Mercedes chose not to certify the combo for the new car. That’s fine, but why make it available with the less powerful engine? We don’t get it.

One final seven-speed observation. Although it’s milkshake smooth in full auto mode, with ratios well matched to the engine’s broad torque band, it has the all-too-common habit of upshifting on its own when the tach approaches the red and refusing downshift commands if that puts engine speed anywhere close to redline.

Aside from the carry-over powertrain, the C350 is all-new. Its unibody has the solid feel of something designed for railway use; the suspension—strut front, multilink rear, with firmer tuning and lower ride height in Sport models—delivers a blend of firm autobahn ride and willing response that’s all but indistinguishable from a 3-series BMW; and the nicely weighted rack-and-pinion steering is more communicative than the system in the previous C350 Sport.

We were a little surprised to see that the new car’s front brake rotors—vented and cross-drilled—have actually shrunk in size from the previous generation’s. At 12.7 inches in diameter, they’re more than an inch bigger than the rotors on the C300 models but almost an inch smaller than the 13.6-inch front discs on our ’05 C350 Sport tester. The rear rotors are a little bigger and thicker, and the ’08 car did stop a little sooner than its predecessor—170 feet from 70 mph versus 175. That’s pretty ordinary by class standards. A BMW 328i we tested earlier this year [“Winds of Change?” April 2007] needed 160 feet for the same stop. We also regard the skidpad performance—0.82 g, delivered by Continental ContiSportContact 3 tires on optional 18-inch aluminum alloy wheels—to be quite ordinary among sports sedans in this class.

All in all, the dynamic impression that coalesced is of a car that is comfortable, thoroughly competent, devoid of surprises, and powerful enough to make short work of tight passing situations as well as sorting out everyday traffic. The dominant trait is mild understeer, the stability-control threshold is high enough that it doesn’t intrude until cornering speeds become extreme, and it would require real determination to get the C350 to fall off the road.

So we emerge with a sense that the word sport is not an entirely accurate descriptor for this car, an impression that’s amplified by the relaxed-fit bucket seats—long-haul comfortable, but lacking in lateral support during hard cornering.

Even if the sport part isn’t a paramount priority, there is much to like here. Materials of the elegantly simple interior are pretty much up to the standards you’d expect in a car costing well over $40,000, although we did get a minority of test staff niggling about some of the plastic trim. The front seats offer a broad range of adjustability, the steering column adjusts (manually) for rake and reach, the low cowl and the fall-away hoodline conspire to provide outstanding forward sightlines, and we like the hideaway feature of the nav/infotainment screen, which folds itself neatly into the upper dash when switched off. We also like the latest updates to the Mercedes COMAND secondary control collective, which is much easier to use than the obscure logic that still plagues BMW’s iDrive.

Ordinarily, the distinction between standard and sport versions of cars is subtle—different wheels and minor aero add-ons. That’s not the case here. The new C-class comes in two distinct flavors, Luxury and Sport, the former distinguished by a traditional Mercedes sedan fascia, the latter by an adaptation of the grille that normally adorns Mercedes coupes and roadsters. Aside from that distinction, the C-class is an evolutionary update on a family look that some may perceive as a little too familiar but undeniably handsome in any crowd.

It’s a look that says Mercedes in any language, conferring undeniable status on its owner. It may be the humblest of Benzes, but it is a Mercedes nonetheless, and all them other cars ain’t. You may observe that, in terms of performance image, the C-class has always languished in the long shadow cast by the BMW 3-series, but the languishing has been considerably mitigated by some six million sales over the first 25 years.

Which brings us to the dollar platz. A C300 Sport will start at $31,975, a C300 Luxury at $33,675, and the C350 Sport at $37,275. Our test car, enhanced by two comprehensive option packages, tallied $46,545.

The pricing parallels that of the BMW 3-series sedans—no surprise there—and it’s clear that entry level adds up to a lot more than it did 25 years ago, when the 190 came to the U.S. with a base price of about $23,000.

You’ve come a long way, baby.


THE VERDICT

2008 Mercedes-Benz C350 Sport

Highs: Mercedes good looks, excellent road manners, roomy interior, vast luggage hold.

Lows: Ambitious pricing, a little heavy at the weigh-in, where’d the manual gearbox go?

The Verdict: Heavy on style, refinement, quality, and comfort, but a little light on sport.


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M

My word. Gorgeous.

I was expecting them to be very critical of this car since Car and Driver are known BMW fanboys.

But the review wasn't bad. Seemed downright honest. Yes, the C350 is a bit low on power compared to the competition and the extra weight means it's slower too (I was expecting the US-spec gear ratios to compensate for this, though) but overall it's still a quick car. Also, I doubt that one notices the difference between a 5.5 and 6.0 second 0-100 km/h time, unless you're on the track of course. In everyday driving, the C350 is more than adequate. I hate how some clueless people keep talking about getting a _____ because it does 0-100 km/h in 5.5 seconds rather than 6.0 seconds: same thing, basically.

I've been seeing so many Avantgarde W204's around and I am loving them more and more everyday. In fact I am just dying for a white W204 Avantgarde C180 Kompressor / C220 CDI!

cawimmer430 said:Lovely. Yes, the white is very nice on them. I also like the Iridium Silver, Palladium silver, Obsidian Black, and Tanzenite blue - pretty much my favourite colours from what I've been able to see so far; overall though, I think it is the Iridium silver that would just win the day for me as my overall favourite.

What would be your favourite interior colour choices?

Best Regards

John...

Hi John,

I spotted this gorgeous C220 CDI Avantgarde with the complete AMG package up at my dealer. I would like my C-Class to look like this, same color and same interior (dark grey with brushed aluminum).

CAWimmer430 said:Very nice pic Christian. May I ask what is the dark grey interior?

I have no idea if there are different interior colour choices in Europe, but here the interior colours are basically all black, or black/reef grey (in the Elegance version it is basically mid grey everything bar the dash top, and tops of doors which are black,- and the avantgarde version in that interior colour combination is black everything bar the seats, lower half of dash, and door middle panels which are reef grey - basically more two tone 'black & grey' whereas the elegance version is more 'grey' with black highlights so to speak.

The other main colour choice is two tone beige, (but in leather trim only available on the Elegance) - and there are two special finishes as well for the Avantgarde which is black everything with Cognac brown seats and door trims, and the same black everything, but with savannah beige seats and mid door trim.

I have been to two dealers for a very close look, see, feel, touch, and worship, lol..and was told that the Iridium silver with all black interior is the No 1 selling colour combination world wide. Certainly whilst I have some reservations (a bit 'monotone perhaps) about the all black interior, the Iridium silver exterior looks stunning on the car.

Please note that I have not yet been able to see a two tone black/grey interior in real life - my comments in that regard pertain to photos and dealer responses to my questions (as best I understand it).

I have seen the two tone beige interior on an obsidian black elegance, but still thought in some ways that the all black avantgarde edged it in the looks department overall. I have also seen the avantgarde in the two tone black/cognac brown colour combination and it is very striking - especially with the silver exterior, but I still think the all black might just edge it.

Really, I don't think there is a right or wrong colour combination - it is very subjective and personal at this level.

Oh, and the best left to last - I have had a test drive, and shortly hope to have another to confirm a few feelings. I will then post my feelings in depth. Suffice to say I liked it a great deal. It was an palladium silver avantgarde with all black interior - auto, and the optional alloys.

On an interesting note, both dealers told me that Australian delivery cars have no difference in the suspension tuning between the Elegance and Avantgarde versions - it would simply come down to wheel and tyre choice.

At this point in time, the Advanced Agility Control will not be coming here because it doesn't comply with outdated Australian design rules. Ditto the flashing 'emergency' stop rear brake lights, and the auto adjusting headlamps. Thats' a bummer, but apparently Daimler AG (love dropping that Chrysler name which I NEVER liked) is working at gettting the necessary items approved, so maybe in time it will happen.

But yes, although I've yet to confirm it with Daimler AG Australia, it appears in our market, the only difference between the elegance and avantgarde is the exterior and interior 'look'.

Thanks for listening... I am seriously impressed with this car...

Best Regards to all

John....

This...



Although I do prefer lighter colors, I have come to think that a darker interior suits the W204 C-Class better. I've seen a lot of W204's at the local dealer with cream / khaki colored interiors and they look good but only on the Elegance models IMO. The Avantgarde W204 C-Class needs a darker interior with aluminum trims for that "sports feel" IMO.


We get this for example:



Looks good, eh?


I know how you feel. I personally dislike dark interiors a lot. On our E320, I wished the interior was cream colored and not black, but the Avantgarde W211 E-Class in 2002 was only available with that dark interior choice. On the C-Class, I initially thought the dark cockpit looked terrible, but as I mentioned before does give the car a sporty character and feel. Now I feel that it looks great, especially with the aluminum trim and a chrome strip here and there.


Awesome, John!

Bring a camera if you have one! I just got a Nikon D40 - consider it a late birthday gift from my parents!


I don't know how Mercedes-Benz Australia works, but here in Europe there is a clear difference between Elegance and Avantgarde. The former is soft while the latter is sporty. I suppose MB Australia might know the Australian market better, but it would strike me as weird since the new C-Class has been heavily marketed as a sporty car that can give the 3-Series a bit of competition.


Keep us updated, John.

A bit odd that an advanced system like this is not allowed in because of outdated laws!

My god the car looks stunning,i'd really love to own a C350 Avantgarde if only i had the cash

Rob a bank.

I want mine in red. I see many red BMW 3-series and it looks very good. I think new C-class would look good in red too.