“It’s just one of those super-extreme cars that the world needs.” Watch the video here
You are here
The Top Gear car review:Mercedes-Benz C-Class
For:Comfort, solidity, dynamic consistency, easy to use tech
Against:Affordable if you're canny, but not cheap
C250 BlueTEC Sport 4dr Auto
Plug-in C-Class promises 135mpg and proper performance, but does it deliver? Pat Devereux reports
Merc’s M3-fighting supersaloon is here, armed with a 510bhp turbo V8. Tom Ford prepares for oversteer
Prettier outside, better inside and clean engines too. Closing in on the 3-Series.
Some people say that less is more. No, they are wrong. More is more. More is better
Just what his car needs - a bad ride and an LSD. Genius
The car looks good, too - not overblown, but understated and quietly evil in the way a fast Mercedes should be. That includes the twin bonnet...
Having waxed lyrical about the diesel C-Class last month, a quick word on the current petrol range. Not to redress the balance, but to reaffirm...
What we say:
Mercedes decides the best way to take on the 3-Series is with an S-Class mini-me. Mercedes is right
What is it?
An all-new iteration of the Stuttgart staple. Formerly, the C-Class looked a bit conservative, but aimed (and didn’t quite succeed) in matching the way a 3-Series drives. The new one is styled more elegantly, but feels aimed less at hooning about and more at proceeding in great comfort, safety and refinement. Tech includes optional adaptively damped air suspension, a first among its rivals. It feels like a smaller Merc S-Class, and that’s a very good thing.
The familiar 2.1-litre diesel in the C 220 and C 250 BlueTEC has been fettled for economy and silence, and just mumbles gently while serving useful overtaking performance (although it can get raucous when revved, and isn’t the quietest from cold). The steering gets more direct off-lock and the calibration is terrific. Thanks to the weight cut of 100kg or so, the car never feels bloated. The C isn’t set up to be power-interactive in bends – the attitude is always mild understeer at road speeds – but it’s ultra-faithful and capable. The ride is supple too. OK it pogoes a bit if you nudge the ‘agility control’ switch towards the sporty settings, but you can opt for ‘individual’, and set chassis and powertrain eagerness independently.
The ultimate C is the C63 S, with an M3-beating 517bhp for 0-62mph in 4 seconds. There’s a lesser 483bhp AMG too, but you have to go full fat.
And of course the C is a brilliant cruiser. Driver-assist options use radar, stereo camera and ultrasound to figure out what’s going on all around, further taking the load off the driver. It can look for – and take action to avoid – vehicles, people and other obstacles coming from pretty well any direction except outer space.
On the inside
The swish new cabin design is as much of a step ahead as the exterior look, and the quality mostly superb. Seats are great too, and space improved. It looks fantastic and really stands out in this sector.
Whatever number of the vast gadgetry options-list you’ve ticked, a screen guides you through it all in a series of slick animations. It’s easy to use too, with a quadruple-redundant layout of a big control-wheel, shortcut keys, voice activation and a touchpad.
Since these are mostly company cars, what matters is lease rates and emissions-based tax. Lease rates are low, because trade-in values are so solid. This means that though the sticker price looks high, monthly payments are OK. And because the C 250 diesel emits just 109g/km, the monthly tax on that P11D price is also pretty easy to swallow. There’s an ultra-green diesel, but it’s ultra-expensive so best avoided. The gotcha, of course, is to avoid going too bonkers with the options. It doesn’t only look like an S-Class, but can cost like one if you get carried away…