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Ford Mustang


Mercedes-Benz C-Class

Summary

Ford Mustang

The Ford Mustang 2018 model is more than just a facelift, this is a comprehensive rework of the brand’s iconic muscle car.

There are big changes outside and in, but the most important ones are to the way the 2018 Ford Mustang drives. 

More than just brawn - although there’s plenty of that - this updated Pony Car has a bit more brain about it, too. 

We drove the new models in Nice, France, ahead of the Australian launch of the updated Mustang this month.

Safety rating
Engine Type5.0L
Fuel TypePremium Unleaded Petrol
Fuel Efficiency12.6L/100km
Seating4 seats

Mercedes-Benz C-Class

Australia's relationship status with the Mercedes C-Class has long been… complicated.

Over 40 years and five generations, the German midsized luxury sedan has been a paragon of efficiency and safety on one hand, but on the other, well, the quality and ride comfort haven't lived up to brand expectations.

Now the completely redesigned version has landed in Australia, with shrunken S-Class limousine styling to take on not only the BMW 3 Series, Audi A4 and Genesis G70, but rivals as disparate as the Hyundai Ioniq 5 and Tesla Model 3.

The question is? Is this latest, sixth-generation, new-from-the-ground-up C-Class good enough to take on all those and more? Let's find out.

Safety rating
Engine Type2.0L turbo
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency7L/100km
Seating5 seats

Verdict

Ford Mustang7.5/10

The Ford Mustang 2018 update is a substantial one - it’s a marked improvement on a car that needed some attention here and there. It’s more fun, more adept and more muscular a muscle car as a result of the changes. If you’re already a Mustang owner and you’re wondering if the update is worth considering, the answer is ‘yes’. 

If it were my money, I’d choose the V8 auto coupe because, when it comes to this sort of car, it’s the bodybuilder of the bunch. 

Would you choose a V8 over a turbocharged four-cylinder? Let us know in the comments section below.


Mercedes-Benz C-Class8.3/10

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.

Design

Ford Mustang7/10

If I had to make a remark about the updated Mustang’s design, it would be that it doesn’t quite look as American any more. That could be good or bad, depending on where your loyalties lie.

The slimmer, broader-looking headlights and the revised front bumper, grille and bonnet all work together to give it a more substantial presence on the road if you’re looking at in your rearview mirror. 

Obviously the roofline has remained the same, and the rear end has seen revised LED tail-lights, plus the V8 now has quad exhausts, the EcoBoost now has twin exhausts, and both now get a black diffuser rather than a colour-coded one. The GT model’s wheels remain the same as before - standard issue mesh multi spokes are fitted in 19-inch diameter across the line-up.

There is no doubting that this still looks muscly enough to be considered a muscle car, but the subtle styling changes outside are enough to push it more towards what we’ve come to expect of a modern-day sports car, too. It looks more European, and that’ll either float your boat, or it won’t.

Inside there are some design changes, too. The most important one being the 12.0-inch digital dashboard cluster in front of the driver, which is lovely to look at, offers excellent functionality, and really lifts the ambience of the cabin.

Some of the materials have been tweaked inside, and it feels more plush than it did before - anyone who drove the pre-update Mustang will know that the cabin was a bit low rent, and while this update sees a good stride towards it being better, it’s still not a penthouse apartment inside.


Mercedes-Benz C-Class9/10

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!

Practicality

Ford Mustang6/10

The Mustang isn’t an alternative to a family sedan, and it shouldn’t be considered as such. It isn’t the most practical car you can buy - if you want practicality, you ought to shop elsewhere.

Even so, there is reasonably good usability on offer… at least for those in the front seats. The front features decent door-pocket storage, a pair of cupholders, a covered centre console bin, and a reasonable glovebox - but there’s not much loose-item storage for easy access to phones, wallets and the like.

There are elements to the cabin that just don’t make sense, like the monodirectional toggles for the drive mode and steering mode controls - why can’t you flick them up and down? It’s a silly and frustrating, oversight.

It’s simpler if you don’t think of the Mustang as a four-seater. Technically that’s what it is, but even toddlers or young children would be cramped back there, with limited head, knee and toe room, and no storage to speak of whatsoever. There are ISOFIX child-seat anchor points and top-tether points as well, if you want to try driving your kids around in one (perhaps you don't like them).

At the very least, those back seats fold down if you want to make it a two-seater with a massive boot space. Even without them folded, the boot capacity is good: it has 408 litres of luggage volume


Mercedes-Benz C-Class8/10

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.

Price and features

Ford Mustang8/10

The 2018 Ford Mustang range sees a bump in pricing across all models in the range. Here’s a rundown on the price list for the model line-up. 

The EcoBoost four-cylinder coupe with the six-speed manual still starts below $50k - just. The list price is $49,990 plus on-road costs. The 10-speed automatic version of the coupe lists at $52,990. That price is up $4000 on its predecessor.

The four-cylinder convertible models bring a fairly sizeable premium, with the 10-speed automatic version listed at $59,490. There’s no manual soft-top available. That price represents at $4500 jump on the pre-facelift model.

The V8-powered GT coupe with a six-speed manual transmission lists at $62,990, while the 10-speed automatic version comes in at $66,259. Those prices represent $5500 and $6639 jumps, respectively.

The Mustang GT convertible 10-speed auto is listed at $74,709 - a huge $8793 lift over the existing model.

Across the board, Ford is justifying the increases with big additions to the standard equipment list.

The biggest update is the addition of a fully digital instrument cluster - a 12.0-inch screen with configurable layouts and displays, which is a standard-fit item across the board. Still offered is Ford’s 8.0-inch Sync 3 media screen with sat nav, Bluetooth phone and audio streaming, Apple CarPlay and Android Auto smartphone mirroring technology, and there’s now a 12-speaker Shaker audio system, too - the pre-facelift model had a nine-speaker stereo. 

All models sold in Australia will also be offered as standard with a new adjustable sports exhaust system, which includes a quiet-start function so you don’t annoy the neighbours (and who doesn't think of Mustang buyers as kind, considerate types?). The loudness is adjustable depending on which drive mode you select - Normal, Sport+, Track, Drag Race, Snow/Wet and My Mode, the latter of which is a customisable setting, also new to Mustang. The steering can still be configured in Comfort, Normal and Sport settings. 

Visually separating the two models are different wheel designs, but all Mustang models come with auto headlights, auto wipers, keyless entry and push-button start, new LED headlights, heated seats and a heated steering wheel (which is new to the Mustang - the heated seats aren’t). Recaro seats are optional on the GT only ($3000). 

There’s an array of active safety kit added across the range, too - read about that in the safety section below.

There are some key optional extras that buyers can choose from. A set of OTT (yes, it stands for ‘Over The Top’) stripes can be had in black on any model ($650), or white on the Fastback only ($650) There’s also a rear spoiler for the Fastback ($750), and Recaro leather seats ($3000).

The EcoBoost model can be had with 19-inch Lustre Nickel alloy wheels ($500), while GT buyers have the option of 19-inch forged alloys ($2500).

All models can be equipped with the MagneRide adaptive suspension system at a cost of $2750. 

As for colours, there are a few to choose from, including the new hero colour, Orange Fury, plus Kona Blue, Lightning Blue, Magnetic grey, Race Red, Royal Crimson (dark red), Triple Yellow and plainer options like white and black. 


Mercedes-Benz C-Class8/10

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.

Engine & trans

Ford Mustang9/10

There have been power and torque increases across both the four-cylinder turbo and V8 naturally aspirated engines.

The 2.3-litre four-cylinder turbo EcoBoost engine now produces 224kW of power (down from 233kW - apparently due to a new way of calculating the peak power output!) at 5400rpm, but torque is bumped to 441Nm at 3000rpm (it was 432Nm). It is rear-wheel drive, as you’d expect, and it has the option of a six-speed manual transmission or a 10-speed automatic gearbox.

The 5.0-litre V8 engine has seen power and torque bumps, too. It now produces 336kW of power at 7000rpm (up from 306kW), and torque is rated at 556Nm at 4600rpm (previously 530Nm). 

The extra power is good, no doubt about it. But the extra noise of the V8 is what was most enticing about it. More on that below. 


Mercedes-Benz C-Class8/10

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.

Fuel consumption

Ford Mustang7/10

Mustang models sold with the 2.3-litre EcoBoost four-cylinder turbo model are more efficient, as you’d expect. The six-speed manual coupe is claimed to use 8.5 litres per 100 kilometres, while the 10-speed auto coupe model has a claimed consumption of 9.5L/100km.

The convertible version with the EcoBoost uses 9.5L/100km with the standard 10-speed auto.

As for the V8 coupe, the six-speed manual uses a claimed 13.0L/100km, while the 10-speed auto helps drop consumption to 12.7L/100km. The V8 auto convertible claims an identical figure as the fastback: 12.7L/100km. 


Mercedes-Benz C-Class8/10

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.

Driving

Ford Mustang8/10

I spent the most time in the V8 model, and it wasn't so much the extra power and torque that was noticeable, as the extra noise. If you were blindfolded and sat in the new Mustang, you might think you’re sitting in a ‘70s yank tank - there’s a delightful burble at idle (a little more pronounced in the auto) and it gets even better the faster you go.

In fact, the 10-speed auto V8 was the standout vehicle I drove. The logic of the transmission is brilliant - if you suddenly stab the throttle the auto will downshift three or four gears in the blink of an eye - and I mean that literally, because you can barely perceive it via the display on the driver information screen; it happens that fast.

The shifts aren’t always smooth - there can be a perceptible thunk through the cabin at times - and while that may not be the most refined experience, it’s actually pretty rewarding as a driver to get that sort of feel-able feedback. 

The manual version of the V8 feels more relaxed - I’d even go as far as to suggest it’s a bit lazy. The auto just does a better job of making use of the grunt on offer.

The multi-mode sports exhaust - with Quiet, Normal, Sport and Race Track settings - was a set-and-forget feature on my test. It was in Sport, because - while there might be a perceptible difference on a track - it was identical in ‘regular’ driving. 

Another new addition helped transform the drive experience - the MagneRide adaptive dampers. They may be optional on all models, but it seems that if you want a muscle car that handles corners and bumps adeptly, it’d be money well spent.

The magnetic ride control system can adjust each corner up to 1000 times per second, and while you’d have to be some kind of superhero to perceive that, there is no denying that the system does a terrific job of isolating cabin occupants from rough surfaces below, while also helping the Mustang corner with more sporting intent than I remember the previous one possessing. 

The steering is trustworthy, with good feel and a nice linear and progressive sensation to it when you’re changing direction. The Mustang does have a big turning circle, though, so making tight moves in parking spots can be a bit of a task.

I also had a drive of the EcoBoost engine and its new 10-speed auto, and found it felt more tense and eager to please than the V8, particularly the V8 manual. It’s noticeably lighter at the front end, meaning it feels more keen for hard driving in corners.

Try as it might, though, the four-cylinder simply can’t match the V8 for fitting the image of the Mustang. It is good to drive, but it just doesn’t sound as good, or as Mustang, and therefore doesn’t make you feel as good as the V8 model does. 


Mercedes-Benz C-Class9/10

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.

Safety

Ford Mustang6/10

This is a difficult section to score, because the updated Mustang has a lot of safety equipment, but it falls short on the ANCAP crash test score. It was tested by Euro NCAP in 2017, and managed a lowly three stars, due to poor crash protection for occupants. 

At the very least, that’s a step up on the pre-facelift model, which scored just two stars in ANCAP testing in 2017. ANCAP has announced the updated Mustang achieves the same three-star score as Europe (from December 2017 production).

Despite that, the 2018 Mustang comes fitted with a lengthy list of safety gear, including dual front, front side, curtain and driver’s knee airbags (no curtains on the convertible model). Plus there’s a reversing camera, rear parking sensors, auto emergency braking (AEB) with pedestrian detection, lane-keeping assist and lane-departure warning, adaptive cruise control, auto high-beam headlights and auto wipers.

So, with all the gear, 6/10 seems harsh. But if you have a crash, the Mustang has been deemed to be less safe for occupants than other cars out there, so it’s a justifiable score. 


Mercedes-Benz C-Class9/10

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.

Ownership

Ford Mustang9/10

Ford has recently introduced a five-year unlimited kilometre warranty, applicable to all vehicles purchased from May 1, 2018. That’s a nice touch from the brand, which needs to appeal to customers now more than ever.

As with most Ford products, the Mustang has service intervals every 12 months/15,000km, and the company has a capped-price service plan applicable for the life of its cars. Prices can be found on the company’s website, but to give you an idea, the average cost per year for the first five years if you stick within the 15,000km interval bracket works out to $372 for the four-cylinder and $477 for the V8.

If you’re worried about Mustang problems - be it questions over reliability, engine problems, transmission problems or general issues - be sure to check our Ford Mustang problems page.


Mercedes-Benz C-Class7/10

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.