Audi A6 vs Mercedes-Benz C300

What's the difference?

I was thoroughly impressed by the Audi A6 Allroad 45 TDI quattro 2020 model. It is excellent on road, resolved and comfortable on unsealed surfaces, and very well packaged for family touring.

I’d personally have it in a heartbeat over a Q7 or any SUV, for that matter. I can understand why some buyers wouldn’t consider it, but if you’re someone who likes to think outside of the boxy SUV, then be sure to take a look at the Audi A6 Allroad.

Over five decades, the Mercedes-Benz C-Class has pivoted between mastery and mediocrity, and all-too-often relied on that three-pointed star up front to win over buyers.

Thankfully, the W206 is one is one of the better generations. It's easier on the eye, comfier to travel in, more intuitive to use, safer across the board and a huge improvement to drive. On the evidence of the C200 and C300 launch grades, there's newfound depth and consistency to savour.

Sure, prices have gone up, the C200 could use a bit more power, the steering could benefit from a bit more feel, the odd build-quality glitch made itself heard and there's a fair bit of road noise at times, but overall, the C-Class now deserves to be at the top of your luxury medium sedan shopping list.

Particularly if you can afford to stretch to the rorty C300.

If this isn’t the best looking genre of car, I must have been blindfolded since birth. You might think differently - be sure to let me know in the comments section below.

But for me, I just love the idea of a station wagon that is beefed up with SUV styling cues, and the Audi Allroad formula has been en pointe for generations now. This latest A6 Allroad doesn’t disappoint, either, with all the elements you’d expect.

Things like the bulging contrasting wheel-arch liners, the rugged underbody protection bash plates, and even the silver roof rails and silver metallic side sill protectors with ‘quattro’ emblazoned upon them - it just all works. 

And being an Audi A6 wagon underneath the glittery bits, it’s a sizeable vehicle. The dimensions read like so: length - 4951mm; wheelbase - 2925mm; width - 1902mm; height - 1458mm, though that depends on the height of the air suspension. 

The A6 Allroad sits about 45 millimetres higher than the standard A6 Avant wagon (not sold in Australia). And the ground clearance also varies depending on the air suspension height setting, but it is officially recorded at 139mm - which isn’t very high at all, but that’s for the regular driving setup. In its raised height, that jumps by 45mm to 184mm. Nowhere near an off-road Toyota, but still high enough to stop the belly from scraping.

And there are other hardware bits to help you out if the going gets tough - out of sight is Audi’s ‘quattro’ all-wheel drive system with a self-locking centre differential that the brand says provides “superior traction and its high level of safety and agile handling”. There is hill descent control, and the infotainment screen can display the location, elevation, compass and driving angles, too.

As for the design of the interior? It’s high-tech Audi opulence and comfort at its best. Check out the interior pictures to see what I mean.

If you're checking out the new C-Class for the first time from the front, you'll probably think… hmm, it looks just like the old one, and that's largely true.

But a side view reveals proportions that have changed significantly, thanks to the more raked windscreen, shorter overhangs and cleaner lines, which give it a slightly smaller S-Class look.

Which is more in fitting with where Mercedes wants to place this car against its 3 Series and A4 competitors.

Additionally, the taillights are split for the first time, allowing for a wider boot aperture since the lid now contains some of the lighting elements.

The shrunken limo looks aren't just the whim of some designer or Mercedes-Benz marketing department copywriter, either.

Underneath is an albeit highly modified version of the latest S-Class' MRA2 platform, which results in the longest (at 4755mm) and widest (at 1820mm) C-Class in the series' 40-year existence, as well as the first with this level of electrification capability.

Height and wheelbase dimensions also see a stretch, by 8mm and 25mm to 1450mm and 2865mm over the previous model respectively, and to the benefit of passenger accommodation.

Speaking of which, get used to this new interior aesthetic and general layout – it's a look that's probably going to filter through to most coming non-EQ-branded Mercedes models over the next few years.

From S to C to future E and A classes and beyond. It's a rare instance of trickle-down economics actually working!

Technical. Practical. Glorious. Three words I’d use to describe the cabin of the Audi A6 Allroad. 

The cockpit isn’t anything out of the ordinary for an Audi of the modern era, and as such it will feel familiar to you if you’ve been in or around any of its more recent stablemates. It also means that you’ll find yourself in a high-end, high-tech and highly pleasant interior. The materials used are beautiful and of a high standard. They look very nice and it is an extremely pleasant place to be. And you can hate on me if you want, but I’m sold on brown leather. Yummo!

It will take some time for you to get to grips with the dual-touchscreen layout of the cabin, but once you get the hang of it, it becomes second nature.

The media screen is very easy to use, the menus are simple to learn, and over my week there were absolutely no issues with Apple CarPlay - either when connected via USB, or when used wirelessly.

The second screen below controls a lot of the main functions of the air conditioning system, and while I’m not a huge fan of using a screen to touch through temperature and fan controls, this one has haptic feedback and is well positioned - it’s not as much of a glance away from the road as in, say, a Land Rover or Range Rover. There’s also a volume knob which is good, and quick buttons for Drive Select and demister for front and rear windscreens.

In terms of the practicalities, there are bottle holders in the doors, a pair of cup holders between the front seats, a covered centre console bin with Qi wireless phone charging (remember not to leave your phone in there!) and there are two USB ports in there, plus a SIM card slot and SD card slot as well.   

The seat comfort is very good - there’s electric adjustment on both seats with lumbar adjustment, and the driver’s seat gets memory settings as well. The electric steering wheel adjust is a nice touch as well, and there’s a remote boot release trigger, too.

There are twin sunroofs, and the front one can tilt and slide while the rear one is fixed. It helps lighten things up a bit if you have the optional dark headlining, which I personally wouldn’t choose.

Rear seat space is excellent. Sitting behind my own 182cm driver’s seat position, I had easily enough legroom, headroom and shoulder room - in fact, the rear pew is so accommodating, it could easily fit three of me across - but foot space is a little tight due to the large transmission tunnel. 

Those in the back are well catered for – there are 2x USB ports, a pair of large door pockets with bottle holders, twin mesh map pockets, a flip down armrest with storage and cupholders, and our car had quad zone climate control (as part of the optional Premium Plus package - standard is three-zone climate), plus there are centrally mounted directional air vents and in the door pillars at face height. Our tester also had those optional manual sunblinds, which would certainly help those in the back get some shut-eye on longer trips. 

The centre section of the rear seat can be split folded down on its own as well – so you have 40:20:40 rear seat folding, which is great for skis or snowboards. Plus there are two ISOFIX child seat attachments and three top-tether points available for baby seats. And one of the most excellent additions to any car ever – illuminated seat belt buckle receivers. It just makes it that much easier to see at night.

If you need to fold down those rear seats, there are boot-mounted triggers. That’ll help expand the luggage capacity from the standard 565 litres (VDA) to an expansive 1680L (VDA). The cargo hold easily fit the three CarsGuide suitcases (124L, 95L and 36L) with room to spare.

There is no Audi Allroad seven seater, though. And that’s potentially where something like a Q7 makes more sense, depending on your intent. 

One of the best things about the new C-Class is that it's larger and therefore roomier than before. It's also higher quality, easier to use, more comfortable to sit in and - overall - more of a delight to behold.

In contrast, the old C-Class dash looked and felt like it was designed for a much cheaper car, especially compared to Audi's efforts.

Obviously related to the S-Class this time around, it's clear Tesla provided the inspiration for the twin floating screen look and layout, which are just right in their driver orientation and ease of functionality.

There's never really been anything wrong with Mercedes' old front seats, but these AMG Line items are both sumptuous and bracing, keeping their occupants well located ahead of the clever and thoughtfully laid out dashboard.

The brilliantly high-resolution MBUX multimedia and voice-recognition system now works as it should - intuitively and logically, with the screen menus simple to recognise and easy to use, and most without the need to get lost in confusing sub-menus. Just like BMW has managed for years.

If you want to change the instrumentation design, it's now a couple of clearly marked steps, using handily placed switchgear. The same goes for the superb climate control and audio systems. And the wireless Apple CarPlay/Android Auto connected faultlessly and worked a treat. Effortless see-and-push operation all round, backed by concise and classy graphics.

No more degree in Earth-to-Mercedes comm skills required to master this C-Class interior.

Yet there's just enough old-school Benz features to appeal to brand diehards, from the eternal door-card mounted electric seat controls and column-mounted gear shifter, to the deep centre console and turbine face-level air vents. They meld together beautifully with the advanced tech also on offer, like the optional augmented-reality head-up display with 3D-graphics.

Annoyingly, on one of our test cars, that tradition also extended to a couple of squeaks and rattles, proving that maybe Mercedes hasn't quite conquered all its past quality gremlins. And, like most luxury cars nowadays, endless ambient lighting choices are available of dubious taste.

Never mind. This is the finest C-Class front-seat environment since, well, probably the original W210 190E's of the 1980s.

And all those extra dimensions pay dividends in terms of interior space in the back seat.

There's plenty of knee room even with the tester sat behind their 178cm frame; head room is adequate even with the optional sunroof fitted, and there's ample shoulder space. So, it's more comfortable than any C-Class ever has been in terms of sheer dimensions.

Additionally, the rear backrest is well angled, while the cushion is deep enough to provide sufficient thigh support. But the centre perch is a bit of a squeeze for all concerned. Best avoided.

There's also added practicality to be found with the large and deep door pockets, front seat-back map pockets and folding centre armrest, that not only has a tablet holder, but when pressed in twice, also reveals sliding cupholders as well. Clever.

The C-Class rear seat is really lacking for nothing, with face-level air vents, overhead lighting, grab handles and coat hooks all highlighting the level of thought that went into making this a practical compact family sedan.

Plus, the C-Class comes with this folding ski port, which along with the folding rear seats, increases boot volume from 455L to, well, a lot more. While that's not quite as good as others like the BMW 3 Series, it's big enough for this car.

Note that there is no spare wheel, as the tyres are of the limited-distance runflat variety.

Initially, there are two sedan versions of the new W206 series C-Class on offer – the base C200 from $78,900 before on-road costs, and the more-powerful C300 grade from just over $90,400 before ORC.

There's no sugar coating this. These prices represent a shocking $12,000 and $15,100 jump, respectively, over the outgoing W205 equivalents. Which means that, now, even the cheapest C-Class costs significantly more than any of its corresponding direct rivals.

For example, the Audi A4 35TFSI kicks off from $59,900, Volvo S60 B5 Inscription AWD from $62,490, Genesis G70 2.0T from $63,000, Alfa Romeo Giulia Sport from $63,950 and BMW 320i Sport Collection from $69,900 (drive-away). And even the Tesla Model 3 Standard Range (SR) Plus RWD and Polestar 2 SR EVs slip in at under $60K apiece. All before ORCs, BMW-aside.

But the news isn't all bad, because even though prices have jumped, Mercedes reckons it gives you more, as well as the very latest in technology, design and engineering, since the W206 is the newest kid on the block by some margin.

Let's begin with equipment levels.

On top of the front electric seats, satellite navigation, automatic parking, dual-zone climate control, artificial leather Mercedes brands ARTICO, digital radio, remote boot lid closing and 18-inch alloys that the base C200 all came with previously, the new one now adds an AMG Line body kit and interior trim, adaptive cruise control, Lane Keep assist, a 360º camera, auto high-beam headlights and keyless entry/start. These go a long way to offset that $12,000 price hike.

Plus, for the first time, you'll also score a centre airbag between the front seats, fingerprint scanner ID tech for the new 11.9-inch media display and a 48V mild-hybrid system to help cut fuel consumption and emissions. Most of these items are segment-firsts. Note, too, that the engine's been downsized from 2.0 litres to 1.5L. More on that later.

Meanwhile, the C300 gains all of the gear above, as well as a new 2.0L mild-hybrid engine, leather trim, privacy glass and a Driver Assistance Package Plus – a very worthwhile addition since it brings Active Blind Spot Assist, Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist and Active Lane Keeping Assist, among heaps more driver-assist safety features.

More details follow in the Safety section below.

Of course, these are just the start of a wave of fresh C-Class models. Soon they'll be joined by the AMG 43 and thunderous AMG 63 sports sedans, as well as plug-in hybrid versions.

So, from a pricing perspective, yes, the new C-Class sedan does come at a premium compared to its direct competitors. But all that kit – including the advanced hybridised and safety technologies that are now either standard or available – presents a compelling value proposition.

Especially as the W206 sedan is measurably larger and thus roomier than before.

Under the bonnet of the Audi A6 Allroad is what Audi labels the ‘45 TDI’ - a 3.0-litre turbo-diesel V6 engine that produces 183kW of power (from 2750-4500rpm) and 600Nm of torque (from 1500-3000rpm).

The engine is only available mated to an eight-speed torque-converter automatic transmission and Audi’s renowned ‘quattro’ all-wheel-drive (AWD) system. 

Audi claims this 1980kg wagon can run from 0-100km/h in just 6.5 seconds, on its way to a top speed of 250km/h. It is a hummer of an engine - more on that in the driving section below.

Towing capacity is pegged at 750kg for an unbraked trailer, and maxes out at 2500kg for a braked trailer.

Should Aussies feel short changed when it comes to the engine options here? Arguably, yes - and that’s despite the powertrain offered here still being a stormer. 

There’s only one spec available Down Under, and even it doesn’t get the most up-to-date emissions tech. There isn’t AdBlue urea treatment (meaning this is a Euro 5 engine), and our cars have essentially been de-specced to miss out on the latest 48-volt mild-hybrid tech, which is standard on all grades of the A6 Allroad in Europe. Maybe that is part of the reason the cost is down, this time around. 

And while the outputs of the 45 TDI in Australia are pretty decent, other markets have the A6 Allroad offered in 50 TDI (210kW/620Nm) and 55 TDI (257kW/700Nm) trims. Remember, though - this is a very niche player here. 

Probably the biggest departure compared to any previous C-Class is this generation's switch to direct-injection four-cylinder-only powertrains – including the coming Mercedes-AMG high-performance versions. Now that should be interesting.

As mentioned earlier, the C200's four-cylinder turbo engine is now about 25 per cent smaller in capacity, down from 2.0L to a 1496cc 1.5L twin-cam 16-valve turbo engine. Dubbed the M254, it pumps out 150kW of power at a high 6100rpm and 300Nm of torque between 1800-4000rpm.

That's not to say it's lacking in muscle, though, since it can sprint from zero to 100km/h in 7.3 seconds, on the way to a 245km/h top speed. These outputs are at least a match for the bigger-engined 3 Series and A4 equivalents, by the way.

If it's more you want, then the C300 features a 1999cc 2.0L turbo version of the M254, delivering 190kW at 5800rpm and 400Nm between 2000-3200rpm. This slashes that 0-100km/h time to a speedy six seconds flat. There's also an extra 20kW of overboost available for short periods if you're really in a hurry, while - where legal - it's possible to hit 250km/h.

Both send drive to the rear wheels via a nine-speed torque-converter automatic transmission, while the 48V mild-hybrid system, dubbed EQ Boost, employs an integrated starter-generator and lithium-ion battery that provides an additional 15kW and 200Nm of electric boost at low engine speeds.

So, while it doesn't ever run purely on electricity, the electrification tech certainly either brings more punch or takes the load off the petrol engine, depending on how you're driving it.

Audi claims the 45 TDI powertrain in the A6 Allroad will use 6.6 litres per 100 kilometres. That’s the official Australia fuel consumption figure on the combined-cycle test. CO2 emissions are claimed at 174g/km.

During my time in the Audi A6 Allroad I saw an average fuel use return of 7.4L/100km - which was taken over highways, back roads, unsealed roads and twisty bits. There was even some urban stop-start in there, too. I think that’s pretty darn good for a car of this size.

Fuel tank capacity is 63 litres, meaning a real-world range of 851km based on my fuel consumption.

As mentioned above, the A6 Allroad is a mild hybrid model in other markets, but not in Australia. We don’t even get the Euro 6-compliant version here, as there’s no incentive for it to be offered locally - as in, there’s not even AdBlue treatment. 

There’s no electric version (though you might want to look at the all-new Audi e-tron)  or plug in hybrid, and no petrol model either.

Remember when I said that the C-Class moved to an all-four-cylinder engine range? Well, that's primarily to help it better meet fuel consumption, efficiency and lower emission targets.

On the Australian combined fuel consumption cycle, the C200 manages 6.9 litres per 100km – and that's extremely impressive for a medium-sized sedan weighing almost 1.8 tonnes. So is the fact that the larger-engined C300 returns only 0.4L/100km more at 7.3L/100km. Fitted with a 66-litre tank, these numbers suggest that the former can average nearly 960km between refills while the latter can manage just over 900km.

These figures translate to averages of 157 and 164 grams per kilometre of carbon dioxide emissions respectively. On the flipside, both these Euro-6 emissions rated engines require 98 RON premium unleaded petrol to deliver their best.

So much for lab tests. Out in the real world, we drove both cars for several hundred kilometres on a hot summer's day, from inner Melbourne during peak-hour traffic, to some great curvy rounds out in central Victoria, featuring some tight corners and ample opportunity to really stretch both cars' legs.

Over these routes, we averaged an indicated 8.4L/100km in the C200 and – astonishingly – 7.4L/100km in the C300. Yes, the larger and more powerful engine proved more economical.

Clearly, along with the advanced aerodynamics, engine stop/start system and 48V mild-hybrid tech, all that downsizing works. No wonder Mercedes deemed it unnecessary to bother with diesel engines for this generation C-Class.

Here’s where the A6 Allroad separates itself from, say, an Audi Q5 or Q7. It’s a low-slung wagon, made for touring on country roads, doubling down on dirt backtracks and cruising comfortably on the freeway.

It’s not as upright as a Q5 or Q7, and that means it has a lower centre of gravity - so it feels more hunkered down, more settled into the surface below.  

And in the case of the A6 Allroad, there’s adaptive air suspension all around to cushion the car from what lies beneath. For the most part, that air suspension is superb - it absorbs big bumps and lumps very well, though the oversized 21-inch optional wheels can’t disguise sharp edges from those in the cabin. 

The general compliance is very good, and as I found out first hand, you can easily soak up hundreds of kilometres without feeling the affects of the road underneath you - even over bumpy country back roads and lumpy dirt sections.

The steering could be better; it’s a little bit vague and heavy on centre at higher pace, but at lower speeds it is light and amicable. Very easy to park despite its size, and easy to manoeuvre around town, too.

The engine builds pace with superb linearity, and it’s very quiet and refined as well. There is a tiny bit of turbo lag at lower speeds or from a standstill – but it is completely manageable and never feels like it’s sluggish at all. The 0-100km/h claim of 6.5 seconds seems achievable, too. 

The eight-speed automatic transmission was mostly very smart and well sorted - although in other VAG models with this engine family/eight-speed auto, the transmission never felt quite as busy at higher speeds. I noticed it shuffling between seventh and eighth gears more than I was expecting, given how much torque the engine has. It’s not annoying at all, and nor is it unrefined, and could well have something to do with attempting to save fuel rather than leaving it in top gear.

During night driving, the optional HD Matrix LED headlights were exceptional - among the best headlight technology that I’ve ever encountered. The ‘matrix’ technology means they can blank out oncoming traffic or cars in front of you while keeping the high-beam on in other areas. The auto headlights with auto high beam worked very well, too.

The plan was never to do a serious off road review, but I did do some driving on unsealed roads and found the Allroad to be excellent. 

Through slippery unsealed corners it exhibited excellent traction, though you can feel the weight of the car shifting from side to side when you pivot through corners. There was a touch of skittishness over mid-corner bumps, but again that could be more to do with the big wheels than anything else.

I came away thinking that if you had your eyes closed, you wouldn’t even know that you were on dirt or gravel. It really is an exceptional car across sealed and unsealed roads. 

There has been a philosophical shift in how the C-Class is presented.

Even with their standard-in-Australia AMG Line package, the regular grades like the C200 and C300 are now leaning into the brand's luxury heritage, while the BMW-baiting sports sedan versions will be left to the coming AMG versions.

And this in turn profoundly informs how the W206 drives.

Even with the optional Sports Pack on 19-inch wheels, the C200 as tested finally feels like a premium midsized sedan experience. Muted at start up, the 150kW/300Nm 1.5L turbo steps off the line smartly and smoothly, its nine-speed auto shifting effortlessly through the gears to keep the engine feeling lively and lusty.

Around town it's easy to mistake the engine as a larger-capacity unit, since throttle response is instantaneous, with little to no lag detectable. It's a strong start for a base powertrain, especially as the C200 settles into a relaxed cruise at freeway speeds. Cycling through the driving settings also reveals how feisty the 'Sport' mode is.

But the 1.5L's lack of size becomes obvious the moment you need to overtake quickly, or when a quick squirt of acceleration up a hill is required, because the engine needs plenty of revs to approach that 6100rpm power peak. While still pretty brisk in these situations, it's also fairly vocal too, with a sense of having to work hard to maintain momentum.

Switching to the C300 highlights how much better suited the 190kW/400Nm 2.0L turbo is to highway driving, leaping forward with much more force and conviction, across the entire performance spectrum. In every metric, this is a better choice – throttle response, mechanical refinement, cruising ease. And the fact that the onboard computer showed less fuel consumption cements our preference for the larger-hearted C-Class.

In fact, both models possess a chassis that feels like it could do with a whole lot more power. Light and tight around town, the steering weighs up nicely at higher speeds, with a linear and reassuringly planted feel. The same also applies to how confident and controlled the Mercedes feels through fast, tight turns, yet settles into a relaxed and comfortable tourer along long, straight stretches of road.

It's a pity, then, that such dynamic agility and prowess doesn't really involve the driver, since the steering feels quite isolated from what's going on underneath; for the vast majority of C-Class buyers, that's fine. But, as a quick spin in any latest BMW 3 Series or Jaguar XE will reveal, there isn't an intimate, two-way connection going on here. That's probably going to be reserved for the AMG models.

Our C200 rode on bigger wheels and steel springs, while the C300 was fitted with optional adaptive dampers. In the previous-generation C-Class, the differences would be stark: a busy and jittery ride in the former, compared to soft yet still unsettled suspension in the latter.

That's all ancient history now, as even the 'passively' suspended C200 now isolates its occupants from the rough and tumble of our inconsistent roads. Still firmish, but no longer harsh.

And the C300 with adaptive dampers seems downright plush by comparison, while offering the driver personalisation options within the aforementioned driving models to tailor the steering, performance and engine sound settings that best suit the prevailing mood.

Too bad there's some road and tyre noise intrusion heard inside when driving over coarse bitumen roads. This is a common pitfall amongst German vehicles in Australia.

Still, it doesn't detract from the fact that the whole chassis set-up can at-last cushion and cosset occupants like, well, a mini S-Class.

Which is the whole point of the W206 C-Class. It now majors on comfort and reassurance like the better Mercedes-Benz models used to, while still being suave and sprightly enough to be a memorable – if not over-exciting – drive.

As a result, the C300 especially is a much-more likeable car than past iterations. Just remember to tick the adaptive damper option for the most optimal experience. Job well done, Mercedes.

The W206 C-Class has not been crash-tested yet by ANCAP or European affiliate EuroNCAP, so does not have a star rating. However, Mercedes-Benz claims it has striven to create one of the safety vehicles on the planet.

To that end, there are now 10 airbags fitted, including dual-front combined pelvic/thorax airbags, front centre airbag, rear side airbags, window airbags and driver's knee airbag.

Plus, you'll find Autonomous Emergency Braking front and rear (including for cyclists and pedestrians, at speeds from 7km/h to over 200km/h), adaptive cruise control with active stop/go, a 360 degree camera, Active Parking Assist, drowsy driver monitor, Active Lane Keeping Assist, Blind Spot Assist, ABS anti-lock brakes with Brake Assist, Adaptive Brakes with Hold function, brake drying and Hill Start Assist, electronic stability control, traction control, dusk-sensing LED lights, rain-sensing wipers and runflat tyres with tyre pressure warning.

The C300, meanwhile, adds Driving Assistance Package Plus, with features such as Active Blind Spot Assist, Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Active Lane Change Assist, Active Lane Keeping Assist, Active Steering Assist, and Active Stop-and-Go Assist… basically, this is where the car actually intervenes to help avoid accidents and impacts. There's also the PRE-SAFE side accident anticipation and protection system.

Both models also feature two ISOFIX child seat restraints as well as three top tethers for straps.

Audi offers a three-year/unlimited kilometre warranty, which is as good as BMW, but not as good as Lexus (four years/100,000km) or Mercedes-Benz, Volvo and Genesis (five years/unlimited kilometres). It’s falling behind in the luxury sphere.

The company offers reasonably priced capped price ownership plans for maintenance. Purchasers can roll in the cost of either a three-year service plan ($2170) or a five-year plan ($3300). That covers off the usual service items due every 12 months/15,000km.

Roadside assist is included for the period of the new car warranty.

Kudos to Mercedes-Benz for being the first luxury manufacturer in Australia to offer a five-year/unlimited kilometre warranty – matching most other mainstream makers. Lexus and Audi have only recently followed suit.

A five-year roadside assistance subscription is also included. Service intervals are 12-monthly or at every 25,000km, whichever occur first.

Additionally, a four-year capped price service plan is available, at $550 for the first year, $900 for the second, $1000 for the third and $2450 for the fourth, totalling $4900.

Alternatively, buyers can also choose three pre-purchase service plans to save a bit of money, but these must be bought prior to the first service.