Genesis GV80 vs Mercedes-Benz C300

What's the difference?

The Genesis GV80 Coupe is a rare breed – it comes packed to the gills with features, has great ownership benefits and can easily accommodate a large family in comfort.

The fuel economy isn’t great but it looks and acts the part of a true luxury SUV. My husband and son were impressed and enjoyed all of the features it has.

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.

At first glance, there’s not a lot that separates the external styling of the Coupe and SUV, at least in the front.

The biggest difference is obviously in the rear and it's here Coupe's design shines. The SUV sibling looks nice but is a little boxy at the rear and features a dicky-looking window. The Coupe's rear is pinched but it’s rather softly done compared to some rivals.

It manages to look sleek and sexy as coupes tend to be without losing any of its large road-side presence.

The 'Storr Green Matte' paintwork on our test car highlights the high-end feel, as does the huge LED external lights and chrome accents.

Head into the cabin and you'll find design elements which accentuate the width of the car – like the long air vent strip that runs the length of the dashboard, a wide centre console and the huge 27-inch OLED technology screen that houses the media system and instrument cluster. Even the touchscreen control panel for climate and seat functions is big.

Our test model has a cream-coloured suede headliner and quilted Nappa leather seats that look plush. Contrasting stitching and the seatbelts are a bright red (or dark orange, depending on who you ask) and the panoramic sunroof adds a bright and cheery element.

The ambient lighting surrounds a lot of the features, like the cupholders and the crystal rotary dials. In fact, when you pop the car into reverse, the light changes from whatever it was to red, which is neat.

As far as luxury cars go, this totally looks the part and while design is very subjective, I love how this looks inside and out. Let us know what you think of it in the comments.

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!

With all of its features offering comfort and luxury, practicality is pretty high for the GV80 Coupe.

The cabin feels almost cavernous up front for my 168cm height. As mentioned, the seats are very comfortable and there is a stretching function that briefly comes on during a longer journey to ease any fatigue in your lumbar.

The rear row is almost as large as the front and there's a limo-like quality to the legroom that taller individuals will enjoy. The headroom is good for the outboard seats but a taller adult will be hunched when sat in the middle. Keep that for a kid!

Amenities in this row are excellent with the powered outboard seats that feature heat and cooling functions, directional air-vents, climate control and retractable sun-blinds (my son's favourites). 

The individual storage is a little less than you might expect for such a large car, especially up front, as all options are on the shallow/small side.

There is a middle console (think of it as a tray), glove box, two cupholders, two drink bottle holders and a phone cubby that can be closed to keep things looking neat.

The rear row sees two map pockets, two cupholders and a storage cubby in the fold-down armrest, as well as some shallow bin storage.

Technology looks stellar, is easy to use and found throughout.

You're spoiled for choice when it comes to charging as there are four USB-C ports, three 12-volt sockets and a wireless charging pad to choose from. 

And new for 2025 is the UV-C feature, which sterilises whatever you place inside the middle console. Handy for anyone who wants to disinfect small items, like a phone, keys or wallet.

The multimedia system takes a while to get used to as the tech has been updated but once you do, it’s an easy system. You can access the media system via the touchscreen or the rotary dial. Climate control and seat functions are accessed via the large control panel that sits underneath, which is handy for when you're on the go. 

The GV80 Coupe has built-in sat nav, wired Apple CarPlay and Android Auto, as well as, a 12-inch colour head-up display.

Because of the sleek rear shape, the boot space sits at 644L when all seats are in use. It’s large enough for my gear and weekly errands and I like the powered tailgate's proximity feature. As long as you have the key fob, it will open when you stand at the rear. Great for when you have your hands full.

The loading space is level and the rear seat has a 40/20/40 split, which opens up storage options. But underneath the floor, there are heaps of cubbies for extra storage of smaller items and it’s here the tyre mobility and roadside assistance kits are housed.

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.

The GV80 model facelift sees all variants enjoy a powerful 3.5L twin-turbo petrol V6 engine that produces 279kW of power and 530Nm of torque.

The Coupe is an AWD, features an eight-speed auto transmission and can do a 0-100km/h sprint in just 5.7 seconds.

It also has different terrain modes and a braked trailer towing capacity of 2722kg. Whether you’d use this car for that sort of stuff is another matter.

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.

Aye, here's the rub, as the hefty power comes with a thirsty gullet.

The official combined fuel-cycle consumption figure is a hefty 11.7L/100km and my real-world usage came out at 11.4L/100km after doing a lot of open-road trips this week.

I haven’t held back using the power but it's thirsty compared to its rivals which mostly sport mild-hybrid powertrains.

Based on the large 80L fuel tank and official combined fuel cycle consumption figure this car's theoretical driving range is 684km.

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.

The GV80 Coupe has a deep well of power to dip into and fantastic pick up. The power delivery feels effortless and it’s easy for urban and open-road driving.

The GV80 isn't as dynamic on the road as some of its rivals when it comes to the ‘sporty’ factor and you notice that the most when you hit high winds or tackle a tight turn, as there is some roll, but on the whole it’s a smooth ride. Think of it as more ‘stately’ than sporty.

The cabin is mostly quiet but wind noise can creep in at higher speeds.

The wide windows and high ride mean the visibility is very good and so is the sound quality from the 18-speaker Bang & Olufsen audio system. Every school run is a concert!

The GV80 Coupe is large car and will fill out a parking space but it’s not hard to park because the 360-degree view camera system is so good and the projected parking guidelines add assurance in a tight spot. 

There is a remote parking assist feature, where you can move the car remotely from your key fob, which is great for those times someone parks a bit too close and there’s not enough door clearance to get in.

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.

The GV80 Coupe comes with a five-year/unlimited km warranty and complimentary servicing for five-years or 50,000km, whichever occurs first.

There is also complimentary roadside assistance through Assist Australia for five years.

Since this is a turbo, the servicing intervals are a little annoying at every 12 months or 10,000km but it’s rare for a car brand, let alone a luxury one, to offer anything for free. What Genesis offers is a real plus.

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.