Mercedes-Benz C-Class: a compact that thinks big

The Mercedes-Benz C-Class certainly does not have the notoriety of the Audi A4 and BMW 3 Series here against which it throws the gloves. The fact remains that the compact sedan was the most popular model of the Etoile brand during the 2010s. Its redesign, which arrives on our land this year, is therefore of paramount importance, despite troubled times for his species. We drove it to see how it seeks to maintain its relevance.

Design

For this fifth generation, the German does not give a big sweep in terms of its stylistic orientation, an approach favored by German brands for durability and continuity. There are, however, differences in terms of dimensions: it increases in length by 6.5 cm while widening its tracks by 1.9 cm and 4.8 cm respectively at the front and rear. This is combined with a lowered profile of 9mm, which preserves a nice attention to proportions. Its organic shapes drape a low overhang front portion that pushes the cabin rearward. The simple lined beltline provides stability up to a rear end with a flat trunk lid. Yes, the exhaust pipes are simple concave pieces of plastic, but no one will notice them.

On board

We often discuss the phenomenon of democratization in the automotive industry with regard to various technologies and characteristics, an advantage of economies of scale. The C-Class is a prime example. It is unquestionably the most refined compact sedan of the moment with a decor that is again directly inspired by the large S-Class sedan. Admittedly, the materials do not have the nobility of those used by its big sister, but the ‘wow’ effect, as they say in marketing, is tangible through the use of a large floating and vertical touchscreen beautifully nested in the center console. The driving position is completed by a second instrumentation screen which offers definition and black levels of exceptional quality. For space, it’s very bulky in the front, much less in the back.

Under the hood

The C-Class is driven by a single mechanical choice before having to climb the ladder of high-performance AMG versions. It’s a 2L turbocharged four-cylinder supported by an alternator-starter that can provide around twenty horsepower to fill the gaps in the heat engine. Admittedly, with 255 hp and 295 lb-ft in total, the sedan is not a natural sprinter. The mechanics performs the task in a rather generic way, providing most of its resources from 3000 rpm. Everything is delivered with a rare smoothness for a four-cylinder and maintaining very low sound levels. The nine-speed transmission isn’t the most pleasant teammate in manual mode. With 7.7 L/100 km, these mechanical components nevertheless allow good frugality.

Behind the wheel

The positioning of the C-Class focused on comfort becomes obvious from the first kilometers traveled. The steering is light and tries to isolate the driver from vibrations induced by changes in the surface as well as the behavior of the tyres. The actuation of the brake and accelerator pedals is also done without having to apply strong pressure. Soundproofing seals it all off, helping to ensure a soothing driving experience. The damping also does a remarkable job despite the fact that it is not adaptable. The sedan thus navigates with great confidence, whether it is pushed slightly in turns or not. The standard all-wheel drive maintains traction while preserving a very placid temperament. She doesn’t get lost in promises she can’t keep, in short.

Embedded technologies

The C-Class gets the latest version of the MBUX system as standard, which inevitably modernizes the cabin, but which forces the driver to make constant use of it. Thus, whether to decrease or increase the interior brightness or the sound of the audio system, or even to select the desired temperature, it is invariably necessary to navigate through various menus. The system itself is all the same well designed, reacting quickly, but this dependence induced by the absence of tangible keys annoys the user. The steering wheel, equipped with small BlackBerry-style touchpads, does not help the fluidity of navigation. They are often caught inadvertently when turning the steering wheel. The specimen tested also experienced parallel failures in terms of active driving aids.

The verdict

At close to $57,000 as an entry price (without preparation costs), this fifth C-Class of the name is among the most expensive entries in its segment without having as an argument a particularly well-stocked standard equipment. However, it cultivates an undeniable impression of luxury thanks to its very well-crafted interior which deploys a refinement that few rivals manage to match. Of course, we would still have liked to benefit from more physical controls to reduce distractions. The driving experience distances itself in parallel from the dynamism of a BMW 3 Series or a Genesis G70 to adopt a more impassive posture. It’s a very good car, but will this generation go down in history? To ask the question, is to answer it.