Mercedes-Benz C-Class (2021) International Launch Review

A decade ago, the C-Class was Mercedes-Benz’s most important model, but given the popularity of SUVs and the inevitable push towards EVs, is it still the Three-pointed Star’s poster child? International correspondent Greg Kable drove the brand new W206 sedan to find out what it’s like…

When a group of journalists arrive at Mercedes-Benz’s expansive Immendingen test facility in southern Germany to drive the 5th-generation C-Class for the first time, the Sindelfingen-based brand’s officials appear distinctly nervous. This is how it has always been when a fresh incarnation of the BMW 3 Series rival has appeared through the years – and with good reason.

Since its introduction in 1993, the C-Class has garnered a total of 8.6 million sales worldwide, including 2.5 million sales of the 4th-gen model, which was introduced back in 2014. A good deal of Mercedes’ growth and profitability over the past 3 decades can therefore be traced to the success of the brand’s sports executive sedan. So, the new model (codenamed W206) clearly has a whole lot to live up to.

The new C-Class is made to look more like the E and S models.

This time, however, success is not all but assured. Not because of any fundamental weakness in the C-Class – far from it, in fact. Simply put, considering the paradigm shift taking place in every corner of the car industry (as governments around the world work to impose measures that favour electric cars), internal-combustion-engined mainstay models suddenly find themselves under intense pressure.

Having made a big step with the previous (W205-generation) C-Class, this new one represents more of an evolutionary change than a new start. It retains the same basic building blocks as its hugely successful predecessor – although pretty much every component has been altered to boost its appeal and, therefore, keep those sales ticking over.

And to make regulators happy and appease environmentalists, the model also adopts electrified technology across the range. The C-Class has influence beyond its initial sedan and estate variants: it also forms the basis of the 2nd-generation GLC executive SUV, which is due in 2022 in both conventional and coupe-inspired forms. That’s a big deal.

What’s new on the C-Class?

It’s more slippery through the air, which helps with fuel consumption.

In a move that harks back to the very first C-Class, Mercedes-Benz has endowed the new model with closer styling links to the latest E-Class and S-Class than more recent iterations as part of a wider effort to imbue its line-up with a more cohesive styling lineage. This is evident in the shape of elements such as its front grille, headlights, “power domes” on the bonnet and horizontally positioned tail-lights, which now extend into the boot lid to give the C-Class greater perceived width.

It also keeps its cab-rearward profile, 6-window glasshouse, largely unadorned flanks and overall stance – all closely modelled on those of its larger siblings to give it a sleek drag coefficient of 0.24.

For the first time, Mercedes-Benz is launching a new C-Class sedan and its estate variant simultaneously: the usual 6-month wait for the latter has been eradicated through improvements in production-line efficiency, the company says. Two-door coupee and cabriolet variants will follow in due course, although not before 2023.

Predictably, the new C-Class has grown. Length is up by 65 mm to 4 751 mm and width has increased by 13 mm to 1 820 mm, although a slightly sleeker roofline has reduced its height by 9 mm to 1 438 mm. All this makes it 63 mm longer, 10 mm wider and 1 mm lower than the Mercedes-Benz CLA. It’s also 42-mm longer, 7-mm narrower and 4-mm lower than its closest traditional rival, the BMW 3 Series.

The increase in length is allied to a longer wheelbase, which has grown by 25 mm to 2 865 mm. The added width, meanwhile, has brought with it the adoption of wider tracks. The front is up by 19 mm to 1 583 mm, while the rear is extended by 48 mm to 1 594 mm, with the effect that the wheels (ranging from a standard 17-inch to optional 20-inch alloys) now sit further outboard within the wheelhouses.

The new C-Class is underpinned by a reworked version of the W205’s Modular Rear Architecture (MRA) platform. Mercedes-Benz won’t go into specifics, apart from saying that the suspension design is similar, with double wishbones up front and a multi-link arrangement at the rear. What’s more, in combination with the wider tracks, the springs, dampers and anti-roll bars have been retuned.

Adaptive dampers remain an extra-cost option and while there’s no option of air suspension at the rear anymore, the new C-Class offers all-wheel steering for the first time, ostensibly in an attempt to increase low-speed manoeuvrability and improve stability at higher speeds. This enables the rear wheels to turn at up to 2.5 degrees in a bid to project it beyond the 3 Series for outright driver appeal…

Inside the new C-Class

The new infotainment screen is placed vertically in the cabin where the previous model used a horizontal screen.

The interior of the new C-Class sports the same contemporary look as that of the latest S-Class first-class sedan. When you step inside the newcomer for the first time and set your posterior on either of the restyled front seats, the Benz’s cabin makes a very strong impression by virtue of a mix of smart materials and expanse of fibre-optic lighting – it feels more special than the more expensive E-Class!

The driving position is ergonomically pleasing, with plenty of adjustment available for the driver’s seat and the column of the newly styled steering wheel, which features touch-sensitive controls in its horizontal spokes on higher-end models. Outward visibility is good, if not great. Mind you, there’s an armada of sensors and cameras to keep tabs during parking and the like.

Depending on the derivative and trim level, you get a 10.25-inch or 12.3-inch digital instrument cluster, together with a portrait-oriented touchscreen measuring 9.5 or 11.9 inches across.

Many of the controls have been incorporated into the latter, including those for the air conditioning, leaving very few physical buttons on the fascia. It’s all operated by the latest iteration of Mercedes-Benz’s MBUX system, which offers conversational speech control for most functions and whose software can be updated wirelessly. Key among the technology options is a new augmented reality head-up display. Similar to that offered on the S-Class, the display projects important information as a 29.5-inch image on the windscreen.

As before, the so-called direct-shift transmission stalk is mounted on the steering column, which frees up space on the centre console for a large oddment bin. It incorporates a pair of drink holders as well as a USB-C port, with a wireless charging pad available as an option. Manual shifts can, as before, be actuated via steering wheel-mounted paddles.

A new steering wheel design and air vents make up the most notable changes.

The cabin is cleverly packaged and more spacious all round, most notably in the rear, where the C-Class now offers 21 mm more legroom, 22 mm more elbow room and 13 mm more shoulder room.

Its load-carrying capability is disappointing, though: despite an increase in length, the claimed capacity remains 455 litres – 15 litres less than offered by the smaller CLA and 25 litres less than the 3 Series.

Buyers will be able to choose from 2 turbocharged 4-cylinder petrol engines and a single 4-cylinder diesel engine (in various states of tune) across 6 trim levels when deliveries begin.

Five derivatives (the C180, C200, C300, C220d and C300d) feature 48V mild-hybrid technology, with an added 15 kW provided by the alternator under acceleration and a coasting function that idles the engine on a trailing throttle for added energy recovery. The C300e is a full plug-in hybrid with an EV range put at between 89 km and 110 km on the WLTP test.

On the petrol side, the 1.5-litre C180 and C200 produce 125 kW and 150 kW respectively. They’re joined, from the outset, by the C300, which utilises a 2.0-litre engine with 190 kW. The same powerplant is used by the C300e in combination with an electric motor, albeit detuned to 150 kW to form part of a combined petrol-electric output of 230 kW.

The C220d and C300d use a new 2.0-litre 4-cylinder diesel engine, which in the former develops an extra 6 kW over the outgoing C220d, at 146 kW, and in the latter produces an additional 15 kW over the old C300d, at 195 kW. Its closest rival from Munich is the 320d, which produces 140 kW.

Every C-Class engine comes mated with a 9-speed automatic transmission. Rear-wheel drive is standard, although the C200 and C300 will also be offered with 4Matic four-wheel-drive in some markets.

What’s it like to drive?

The new model appears to be sportier than the C-Class of old.

The C220d is traditionally a big seller, and the updated engine is very well suited to the new C-Class’ broadened brief – a turbodiesel can still hold wide appeal in the sports executive sedan ranks!

With an extra 39 Nm (compared with its predecessor’s peak torque output), the C220d delivers 440 Nm between 1 800 and 2 800 rpm; consequently, the derivative’s demeanour is relaxed around town and quite urgent, if required, out on the open road. It’s also a commendably refined package, with relatively smooth and hushed qualities up to and beyond the middle of the engine’s rev range.

The increase in power and torque may be subtle, but the new entry-level turbodiesel hauls with added enthusiasm, as reflected in its 0-100 kph time of 7.3 sec and a claimed top speed of 245 kph.

It’s economical too. Claimed WLTP test figures of between 4.3 L/100 km and 4.1 L/100 km represent improvements on the previous generation and, by comparison, the BMW 320d can only boast respective figures of 4.6 L/100km in our market (some international markets have a mild-hybrid 320d that is claimed to consume 4.1 L/100 km).

The outstanding action of the C220d’s transmission helps matters; it shifts crisply and smoothly at all times. And the precision of the driveline is mirrored by the sedan’s handling, which takes on a more responsive nature than ever before. It all starts with the steering, which is both well-weighted and, thanks to the adoption of an altered ratio, quicker in its action.

The optional all-wheel steering system will appeal to driving enthusiasts. It clearly aids agility and is probably less suited to the relaxing qualities of the C220d than other new C-Class variants, but it’s still well worth considering for those who do a lot of urban driving, solely on its ability to provide a 43-cm reduction in the turning circle (down to 10.64 metres) for greater low-speed manoeuvrability.

The ability of the suspension to soak up road-surface irregularities, unobtrusively handle bumps and authoritatively deal with changes of camber helps to provide the new C-Class with a wonderfully flowing nature. It’s a tremendously easy car to place on the road and there’s a great balance to its actions.

It also offers very impressive levels of grip, yet, as proved by an extended drive in the rolling hills an hour or so south of Stuttgart, it’s the body control that really stands out. The C-Class remains super-composed when you run it hard up to the apex of a corner, with roll building in a clearly defined manner, while the chassis provides a clear picture of where the limits of adhesion are.

It’s clear already, though, that this new Mercedes-Benz pips its BMW rival for overall ride quality, at least when specified with the optional adaptive damping control (as our test car was). This gives it a great spread in character, providing it with a truly cosseting feel in Comfort driving mode and clearly more athletic traits in Sport.

Should I buy one?

The ride and handling improvements put the C-Class right in the path of the 3 Series’ hunting ground.

We’re going to need a lot more time in the new Mercedes-Benz C-Class to fully judge its performance and newfound sportiness, but what is evident from our first taste is that the model is clearly back in the running to be the best offering in the sports executive sedan segment – a fact that will undoubtedly trouble the 2020/21 #CarsAwards – powered by WesBank category winner, the BMW 3 Series. 

In volume-selling C220d guise, the W206 Mercedes-Benz C-Class remains a tremendously well-rounded proposition, with outstanding levels of comfort, refinement and quality. However, these traditional traits now come with an ability to engage, connect and even excite the driver.

The new-generation C-Class is a wonderfully complete car that will no doubt appeal to a wide range of customers when it arrives on the local market towards the end of 2021 or in early 2022.