Ford Mustang VS Mercedes-Benz C-Class
- V8 noise
- Better interior
- Adaptive dampers
- Four-cylinder noise
- Still a poor safety score
- Prices are up
- New standard 10.25-inch display
- New standard 12.3-inch virtual instrument cluster
- C 43 is a milder form of wild
- Boot space in Sedan and Estate is on the small side
- Artico upholstery in C 200 feels 'plasticky'
- Some wind noise around wing mirrors
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.
|Fuel Type||Premium Unleaded Petrol|
Do you know how many bones you have in your body? Stop counting, there are 207. And if say half those bones were replaced with different ones would you consider yourself to still be the same? Well that’s what Benz has done with the new C-Class – sort of. Of the roughly 13,000 parts which make up a C-Class car, 6500 of them have been modified or changed.
You don’t need to know every change to the new C-Class, but at the end of this review you will be across the differences that you can see, feel and hear.
Just a note before we start. The top-of-the-range Mercedes-AMG C63 S arrives in early 2019 and wasn’t available to drive at the Australian C-Class launch. That’s why we’ll focus on the other grades here - the C 200, C 220 d, C 300 and C 43. We’ll test drive and review the Australian C 63 S when it arrives – promise.
|Engine Type||1.5L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
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.
This may well be just an update to the C-Class, but the changes made are significant in terms of technology and performance, and you’re paying hardly any extra money for it. A good all-rounder for dynamics, features, refinement and value.
The sweet spot in the range has to be the C 300. It’s less than $10K more than the entry grade C200, but gets a powerful 2.0-litre engine, leather seats, the extra advanced safety equipment, tinted windows and convenience features such as a power tailgate (on the wagon) and proximity unlocking.
Is the C-Class still the king of the mid-sized prestige world? Tell us what you think in the comments below.
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.
Now, to spot the difference between the new and the old C-Class from the outside just look at the headlights – the shape of the fitting is the same, but the new standard headlights on the C 200, C 220 d and C 300 have an LED set-up which looks like teeth, while the optional units (standard on the C 43 and C 63 S) are also LED but with a tall staggered design. Tail-lights also keep the same shape but with a different LED pattern, too.
The front and rear bumpers have also been restyled for all grades and the C 43 and C 63 S have had their grilles updated, with the former getting a new twin-louvre design, while its big brother now has chrome vertical slats reminiscent of the grille worn by the 1952 Carrera Panamericana winning 300SL.
The AMG Line Exterior package is standard on the Coupe and Cabriolet, but if you option it on the sedan it will fit a sports body kit with AMG front spoiler and side skirts.
The C 43’s gloss black rear diffuser looks tough with the new quad exhaust and the car in wagon form wins my award for best looking of the C-Class bunch.
Cabins haven’t been overhauled but they have been updated with a 10.25-inch dash-top display for media and a 12.3-inch fully digital instrument cluster - both are standard across the range and make a big styling impact in the cockpit. Mercedes-AMG grades have their own sporty version of the virtual instrument cluster.
The layout of controls remains the same, but you can now option a new real wood veneer to the centre console with 'open-pore brown walnut' and 'open-pore black ash' being your choices.
The Artico upholstery in the C 200 looks and feels ‘plasticky’. I’d option the real leather which comes standard on the C 300.
New to the C 43 are the optional ‘Performance’ seats with integrated head restraints and standard on this grade is a new leather AMG steering wheel. Other cool cabin features are the stainless-steel pedals, the AMG floor mats and stitched dash (even if it is Artico upholstery).
All grades now come standard with the 64-colour ambient lighting system. You should see the system fading through the colours at night and with the right music the whole effect is amazing.
Exterior and interior dimensions stay the same, all variants measuring about 4.7m in length. That’s a good size; not too big or small, making parking and manoeuvring in tight spaces pretty fuss-free.
The C-Class is made in various parts of the world, but I can tell you the C 200 Sedan we get in Australia is made at Mercedes-Benz's East London plant on South Africa's east coast.
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.
The boot, for example in the C 200 is 434 litres, which isn’t as big as the cargo space offered by the BMW 3 Series or the luggage capacity of the Audi A4. This is partly because the hybrid system uses space under the bonnet, so the car’s battery needs to go to the boot.
The C 300 doesn’t use the hybrid system and so the sedan in this grade has 455 litres of boot space.
Choosing the C 300 Coupe’s will reduce your luggage carrying ability to 380 litres and the C 300 Cabriolet’s cargo capacity varies from 360 litres with the roof up and 285 litres when it’s down and eating into the luggage area.
The Estate is the best luggage hauler but it’s still not enormous – the C 43 Estate that we test drove has a cargo capacity of 480 litres.
Legroom in the back of the C 43 Estate is good and at 191cm tall I can sit behind my driving position with about 20mm to spare thanks to the sculpted seat back.
Headroom is getting tight in the Estate and especially in the Sedan – well for me, anyway – and the optional sunroof will lower the ceiling height even further.
Up front space in the Sedan and Estate isn’t an issue with plenty of head-, leg- and shoulder room offered.
Storage throughout the Sedan and Estate is good with a large centre console storage bin, two cupholders up front and another two in the back along with a storage area in the fold down armrest, but all four door pockets are on the slimmer side. Still they can fit a small bottle of water, plus a wallet or purse.
That centre console bin houses two USB ports, and a 12-volt outlet can be found in the storage area under the climate controls – which also houses the optional wireless charging pad. Without the charging pad that small area is too tiny to place my iPhone8 Plus.
Rear headroom and legroom in the four-seater Coupe and Cabriolet is limited, but both get a pair of cupholders in the back and two more up front.
Price and features
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.
The range kicks off with the C 200 and its C 220 d diesel siblings, then steps up to the C 300. Prices for these grades have increased by $1500 in this update but you’re being given more features. Above the C 300 live Mercedes-AMG’s wild animals – the C 43 and C 63 S.
The C 220 d Sedan lists for $64,900 and the only other form it comes in is the Estate for $67,400.
The C 300 Sedan lists for $71,400, the Estate is $73,900, the Coupe is $84,900 and the Cabriolet is $101,900.
The C 43 Sedan lists for $107,900, while the Estate is $110,400, the Coupe is $111,900 and Cabriolet is $124,900.
The C 63 S Sedan lists for $159,900, however, prices for other body styles have not yet been announced.
So, about all the stuff you’re receiving in return for the price increase – a 10.25-inch display screen replaces the smaller one in the previous car and it’s standard across the range. Don’t stab and poke at it like I did with my finger for hours, because it’s not a touchscreen.
Other standard features, starting with the C 200 and C 220 d, include 'Artico' upholstery, which is a synthetic attempt at leather, a reversing camera, shifting paddles, dual-zone climate control, aluminium roof rails on the Estate, LED headlights, 64-colour ambient lighting and 18-inch alloy wheels.
The C 300 has the C 200’s features and adds leather upholstery, privacy glass (coupe only), proximity key and 19-inch alloys. The C 300 also gains the 'Driving Assistance Package' which I’ll tell you all about in the safety section below.
The C 43 picks up the C 300’s equipment and adds an enormous list of its own gear including a new AMG steering wheel, brushed stainless steel pedals, Burmester 13-speaker stereo, heated sports front seats, head-up display, wireless charging, intelligent LED headlights, panoramic sunroof, black roof racks on the Estate, analogue clock and 19-inch AMG alloy wheels.
Metallic paintwork is also part of the C 43’s standard features list which includes 'Obsidian Black', 'Iridium Silver', 'Mojave Silver', 'Cavansite Blue', 'Emerald Green' and 'Brilliant Blue', but you’ll have to pay for 'Hyacinth Red', which is a sort of candy apple red. Non-cost colours for the lower grades are non-metallic black and 'Polar White' non-metallic.
The C 63 S adds to the C 43’s equipment list with its own AMG steering wheel, illuminated door sills, digital TV tuner, nappa leather upholstery, an electronic rear differential lock, 19-inch alloys in matte black with high-sheen rim, plus high-performance brakes with red calipers.
Engine & trans
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.
This isn’t a hybrid with an electric motor driving the wheels, it’s an electrical system which is able to provide an additional 10kW/160Nm when accelerating. Known as the 'EQ Boost', the system also allows the C 200 to coast at a constant speed if the driver takes their foot off the accelerator. The battery is then re-charged when braking.
The C 220 d offers a diesel alternative and its new 2.0-litre engine now makes 18kW more power at 143kW and the same 400Nm of torque.
The C 300’s 2.0-litre turbo four has had a 10kW increase, taking power to 190kW, while peak torque is still 370Nm.
Also getting a power bump is the C 43 and its 3.0-litre V6 petrol is now good for 287kW (up from 270kW) while torque stays at 520Nm. The C43 uses Mercedes-Benz’s '4Matic' all-wheel drive system, while every other grade, including the C 63 S, is rear-wheel drive.
The C 63 S still makes an impressive 375kW and 700Nm.
The C 200, C 220 d, C 300 and C 43 all use the same nine-speed automatic transmission, while the C 63 S uses a ‘AMG Speedshift 9G’ which is a nine-speed dual-clutch auto.
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.
Fuel consumption obviously depends on the engine, but did you know the body type also affects mileage?
The C 200 Estate according to Mercedes-Benz will need 6.5L/100km, the C 200 Coupe uses 6.4L/100km and the C 200 Cabriolet will need 6.8L/100km.
The C 220 d Sedan is frugal with diesel fuel consumption being 4.7L/100km, while the Estate version needs 4.8L/100km.
Mercedes-Benz is yet to announce the C300’s fuel consumption figures.
The Mercedes-AMG cars are the thirstiest with the C 43 Sedan using 9.4L/100km, and the Estate will use 9.6L/100km. After 286km of country roads the trip computer in our C 43 Estate was reporting an average consumption of 10.3L/100km. The Coupe economy is 9.5L/100km and the Cabriolet needs 10.0L/100km.
The C 63 S Sedan puts it away at the rate of 10.4L/100km, and the Estate’s usage is 10.7L/100km, while the Coupe and Cabriolet’s fuel efficiency is yet to be announced.
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.
The Australian C-Class launch gave us the opportunity to drive the C 200 Sedan and C 43 Estate on a test route stretching from Melbourne's Tullamarine airport, roughly 300km north to Milawa in Victoria’s alpine region and back, with the conditions being dry and cool.
I knew the C 43 would be ridiculously fun, but you can’t eat your dessert first, right? So, I started in the C 200, which is far from just meat and three veg – it’s refined and enjoyable to drive.
Steering is well weighted and accurate, offering a better sense of connection to the road compared to some of its prestige rivals. The steering wheel itself felt good to hold, too – and this is on the base car.
The test car wasn’t without its options though and it did have the 'Dynamic Body Control Suspension' with its Comfort mode softening the dampers for a more compliant ride and the Sport setting for better handling.
And that ride was comfortable. The only disturbance to the serenity (we did go through Bonnie Doon) was a bit of wind noise created by what sounded like the wing mirrors.
Apart from that, the experience was serene – those seats up front are comfortable and supportive even after hours, the vision all-around is excellent and then there’s the engine, which is perfectly adequate.
Okay, 1.5 litres sounds small but the output is almost the same as the previous 2.0-litre and the 48 Volt EQ Boost hybrid system does provide just enough of a kick to get you away from the traffic lights or overtake without any discernible lag.
The hybrid system's coasting function is excellent – take your foot off the accelerator and your revs drop to zero but the car will maintain its speed. When you brake the battery is recharged so you’ll have the extra grunt again when you need it.
Now for dessert. Just idling the C 43 sounds sedate, but that’s with the exhaust note and engine in the Comfort setting. It means you can pull into your street at night or start it up early in the morning without waking the up the entire neighbourhood.
Or, to hell with them, the people next door are jerks anyway: put it in Sport and the twin-turbo petrol V6 snarls and crackles as you shift through the gears. It’s not as vicious as the V8 C 63 S, but that’s the appeal of the C 43 – it’s a milder form of wild that’s easier to live with, but still so much fun.
The back roads from Milawa to Mansfield were a great testing ground for the C 43 Estate with their hill-climbing bends and downward forest runs. Merc AMG claims the C 43 can accelerate from 0-100km/h in 4.7s, and while that’s more than half-a-second behind the C 63 S, it’s still plenty quick.
With fantastic turn-in, all-wheel drive offering superb traction and great grip from the Continental ContiSportContact rubber (225/40 R19s front, 255/35 R19 at the back), a smooth-shifting nine-speed, impressive brakes and that turbo V6 which pulled the car heroically out of corners, it was hard not to grin like an idiot.
Only my mouth hurt afterwards, not my body. There’s a line you’re not going to read in any other car review. Some sports cars have a ride so firm, and seats so hard, and driving positions with hip points so low, that I almost have to leave the vehicle on all fours.
But only my face hurt from smiling so much – you could pilot a car like the C 43 until it ran out of fuel from a full tank and still feel comfortable – which is almost what we did. How much fuel did it use? Keep reading to find out.
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.
The C-Class was awarded the maximum five-star ANCAP rating when it was tested in 2014. The base grade C 200 is fitted with nine airbags, AEB which works most effectively at lower speeds, and blind spot warning.
No spare tyres here. The C 200, C 220 d and C 300 all come with run-flat tyres, while the Mercedes-AMG grades have a puncture repair kit.
For child seats, you’ll find two ISOFIX points and three top tethers across the back row of the Sedan and Estates, while the Cabriolet and Coupe have two ISOFIX points in the back.
There are also two hi-viz vests in the cargo area and, yes, you do get a warning triangle, too.
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.
The C-Class is covered by Mercedes-Benz’s three-year/unlimited kilometre warranty. We’re keen to see Mercedes-Benz move to longer warranty periods as is becoming the norm with mainstream brands, many of which are offering five year coverage.
Servicing is recommended at 25,000km/12-month intervals for the regular C-Class cars and the C 43. The C 63 S needs servicing every 20,000km or annually.
It’s great to see Mercedes-Benz offers capped price servicing. For example, the C 200 will cost you $396 at its first service, the second is $792 and the third is also $792.