Mercedes C300: distinct class

Mercedes’ best-selling sedan renews itself in uncertainty. In North America at the very least.

One globe, two worlds

The reception given to the fifth generation of the Mercedes C-Class is not the same everywhere. The European and Asian markets welcomed this redesign. The North American one shows polite enthusiasm.

With more than 10 million units produced since 1993, the C-Class is one of the brand’s most popular models. And one of the most accessible too. Hence the gradual changes made to this model over the generations, ignoring its increasingly numerous rivals.

Bold and proud, Mercedes took a long time to realize that the C-Class would no longer resist the onslaught of Tesla. The awakening was brutal. Model 3 sales surpass Audi (A4), BMW (3 Series) and Mercedes (C-Class) combined. Including in Germany. Mercedes decided to go this route on the tip of the tyres.

In his defense, Mercedes, like many manufacturers, no longer knows where to turn. At least, that’s how it looks from the outside. A feeling felt by counting the construction sites and projects in progress in the big house of Stuttgart. It must, among other things, ensure the success of its transition to all-electric with its top-of-the-line models while making sure to feed consumers’ insatiable appetite for SUVs.

A reduced range

This context brings us back to the new C-Class. This arrives in America deprived of some of its finest finery. Starting with the family version, sacrificed here on the altar of SUVs. And the coupe? The convertible? Both will be reborn under a new name (CLE) very soon and will make a career on our continent.

For now, the fifth-generation C-Class destined for us is dressed in the most classic bodywork (notchback sedan) in its wardrobe. Only a trained eye will be able to spot the differences between these two generations. However, they have no exterior panel in common.

The new one is longer than the old one and is based on an original architecture. The latter has the particularity of modulating more easily, and without compromise, it is said, to accommodate a greater variety of thrusters. And here lies one of our main criticisms of the C-Class sold in North America. Unlike Europe, which benefits from a rechargeable hybrid engine, the North American C-Class is entitled to a minimum, even subliminal hybridization. No wires to plug it in, just an electric power unit occasionally producing the equivalent of 20 hp and 148 lb-ft of torque using 48V power from a small lithium-ion battery. This electrical “supercharging” proves incapable of moving the vehicle in zero emission mode, but admirably masks the response time of the turbocharger associated with the internal combustion engine. On the other hand, it contributes to lowering consumption and therefore fulfills the specifications of this model, defends Christian Früh, chief engineer of the C-Class.

Combined with a 2 L turbocharged engine, this electric power unit allows the sedan to post very reasonable fuel consumption (average of 9.2 L/100 km) for a car of this size. As far as one does not lend an ear to its rumblings at high speed, the mechanics of this “duo” allows sustained acceleration, solid pick-ups. No doubt we would have used stronger qualifiers if the nine-speed gearbox that accompanies it was more responsive or less brutal, depending on the driving mode selected.

If consumption and sustainable development (for the European market, at least) were the main technical concerns of this C-Class, the dynamism of the vehicle has not been forgotten.

The new chassis incorporates several optimized components, but these are aimed more at the ride comfort (and silence) of this model. For dynamism, in its literal sense, the C-Class in no way threatens sedans like BMW’s 3 Series, Alfa Romeo’s Giulia, or even Genesis’ G70. This Mercedes is more padded (but still firm) and will leave it to the future AMG (see the “Technical sheet” tab) to do battle with the aforementioned competitors. Until then, in its new form, the C-Class steers its front wheels with a certain softness. Nothing comparable, however, to the inertia of the brake pedal. This one takes time to communicate to the stirrups that it is necessary to bite the discs.

From top to bottom

Slightly more spacious than the model it replaces, the C-Class also has everything great since it is very openly inspired by the S-Class (the brand’s flagship model). There is a 12.3-inch horizontal panel to house the main instruments and another, tactile one, 11.9-inch recessed vertically to configure the vehicle and its multitude of functions. Welcome to the digital age. Buttons. They mainly bloom on the steering wheel, which looks more and more like that of Lewis Hamilton and George Russell, Mercedes Formula 1 drivers. Like any modern vehicle, wisdom dictates familiarizing yourself with accessories before hitting the road.

If the options are still expensive, they are nevertheless fewer than before. They therefore make it easier for this generation to take orders, which will probably not exceed the level of production of the previous one, but will reassure the guardians of tradition.

Technical sheet

Engine

• L4 DOHC 2.0L turbocharged
• 255 hp at 5800 rpm
• 295 lb-ft of torque between 2000 and 3200 rpm

Performance

• Weight: 1730 kg (estimated based on European version)
• Acceleration (0-100 km/h): 6.2s
• Maximum speed: 250 km/h

Gearbox

• Standard: 9-speed automatic
• Optional: none
• Drive mode: all-wheel drive

Tires

• 225/45R18 (front) – 245/40R18

Tank capacity, gasoline recommended

Dimensions

• Wheelbase: 2865mm
• Length: 4751mm
• Height: 1438mm
• Width: 2033 mm (incl. exterior mirrors)

Squaring the market

In 1993, the C-Class entered the Mercedes catalog to replace the 190. It was the star brand’s entry ticket until 1997, when the A-Class was introduced in Europe. Originally offered as a sedan and a wagon, the C-Class was later enriched with two coupes (with or without hatchback) and a convertible. Under its hood, four, six and eight cylinders have slid in turn.

Here the wire

The C300 currently on sale in the country does not have a wire at the wheel, but its AMG version promised for the 2024 model year will. The C63 S AMG ditches its 4.0L V8 engine in favor of the four-cylinder hybrid. The combined power of the two power units (petrol and electric) will gallop 671 hp (a gain of 168 hp compared to the most powerful V8) in the service of this supercharged sedan. Although hybrid, this model will only be able to travel 16 km in electric mode…