Lexus RC F vs Mercedes-Benz C350

What's the difference?

There’s so much to like about the Lexus RC F EP3. A glorious atmo V8 soundtrack, sharp dynamics, plus loads of standard features and safety tech in a beautifully engineered four-seat coupe package. It can’t match the turbos for mid-range thump, and if you need practicality look elsewhere, but it’s the type of performance car we’ll be looking back at in years to come as one of the last to proudly hold its head above a rising tide of turbos, hybrids, and electric hot rods. 

Baby steps these might be, but they're important ones for Benz. The new in-cabin tech and clever engine in the cheapest models only strengthen the C-Class proposition, without taking anything away from the drive experience, cabin ambiance and utterly sublime ride.

In short, Mercedes' reign at the top of the premium mid-size segment is unlikely to be toppled anytime soon.

At just over 4.7m long, a bit more than 2.0m wide and less than 1.4m high, the RC F has a classically macho wide coupe stance with a distinctive Lexus twist. 

In a late 2019 refresh the RC F was upgraded with suitably jagged single-piece, LED headlights and an even wider version of Lexus’ signature ‘spindle grille’ featuring a new mesh pattern.

Pumped up guards sitting over the standard 19-inch BBS rims feature gills behind them to help smooth airflow around the front of the car, stabilise it overall, and exhaust cooling air flowing around the brakes.

A revised rear diffuser is now body coloured, the stacked-at-an-angle quad exhaust pipes are a Lexus ‘F’ hallmark, stainless steel window trims are now dark rather than bright thanks to a thicker oxide film covering, and the LED tail-lights feature a new L-shaped insert.

Of course, a car’s looks are always subjective, but I think the RC F’s interior is super cool, combining long, flowing graphics on the seats and doors, with rounded, multi-level sections and brushed metal finishes across the dashboard.

The racy instrument binnacle tips its hat to classic sports cars of the ‘60s, the analogue clock between the central air vents could come off as cheesy, but actually looks great, and the large multimedia screen set ‘rear-of-stage’ at the top of the dash is subtly integrated.

True to form, this Lexus is beautifully finished with an obvious eye to design detail and manufacturing quality. Which makes its biggest failing all the more irritating. 

The ‘Remote Touch’ control pad behind the gearshift in the centre console managing settings in the media system is hateful.

Operating in similar fashion to a laptop mousepad (only worse) despite available adjustments for speed/sensitivity, even on its most benign setting it is maddeningly over-reactive and inaccurate. Lexus should just put its hand up, say “My bad” and retire it, yesterday.

Perhaps not quite blink and you’ll miss them, but we're not talking radical changes either, folks. Benz tells us as much as 50 per cent of the C-Class components are new or changed, but it has clearly subscribed to the 'if it ain’t broke' philosophy in the design department.

Yes, there are new bumpers front and rear, new LED light configurations and new colours and wheel designs, but we’re not talking huge changes outside. Still, the C-Class cuts a fine figure on the road, what with its intricate alloys, bonnet-defining grille and simple, understated body contours. Australia will take every available body style, too, including sedan, coupe, cabriolet and - our personal favourite - the 'estate' station wagon.

The C 43 AMG now gets the twin-blade grille design used on the V8-powered models, as well as a two pairs of rounded exhaust tips at the rear.

Inside, though, the changes are more substantial. For one, the new-generation Mercedes Touch Control steering wheel arrives as standard, as does a new and very effective 12.3-inch screen that replaces the traditional dials in the instrument cluster (standard on every model). 

The cabin remains a peaceful and premium-feeling space, with a fine use of materials (including quilted leather on the door panels, polished silver or faux-wood for the centre console and leather for the steering wheel), and Benz deserves credit for ensuring that sense of luxury extends to backseat riders. 

Practicality is unlikely to be high on the priority list for anyone shopping for a car like this, but comfort and convenience certainly will be.

And the RC F delivers just that for its front seat passengers, providing lots of space, as well as numerous storage options, including long door bins with room for smaller bottles, two cupholders in the centre console, a large, lidded storage box/armrest between the seats (housing twin USB-A ports, an aux-in jack, and a 12V socket), as well as a decent glove box.

But that space we were just talking about pretty much evaporates when you move to the back. This is a classic ‘2+2.’ The electric folding and sliding front seats make access okay, however, sitting behind the driver’s seat, set for my 183cm height, headroom is tragic, legroom is tight, and toe room is bad. 

So, let’s assume it’s a kids-only area, and once ensconced back there, they’ll appreciate a fold down centre armrest, two cupholders between the seats (with a roll-top cover), and adjustable air vents. But there isn’t a USB point in sight which may lead to friction when devices lose charge, or a plug-in negotiation with front-seaters. 

Lexus claims a modest boot volume of 366 litres (VDA) and it’s important to note that although there’s a ‘ski-port’ door to accommodate lengthy things (like skis?) the rear seats don't fold down. So, flexibility is limited, although there are tie-down hooks at each corner of the floor to help secure tricky loads.

The Lexus RC F is a no-tow zone, and don’t bother looking for a spare of any description, a repair/inflator kit is your only immediate option. Good thing roadside assistance is included in the warranty package.

It all depends, really. All C-Class variants sit on the same 2840mm wheelbase, and stretch 1810mm in width. The sedan, coupe and cabriolet versions measure 4686mm in length, while the Estate’s bigger cargo area increases its size to 4702mm.

Predictably, then, the estate offers the most useable (VDA) boot space, with 490 litres with the rear seats in place, swelling to 1510 litres with the rear seats folded flat. The sedan version is next on the cargo-carrying list, with 455 litres, followed by the 380 litres of the coupe and 285 litres of the cabriolet.

We spent our entire time in the four-door sedan models, and we can report a spacious and comfortable space for driver and passenger (you could play ping pong on the wide centre console) with two cupholders and room in each of the front doors for bottles. There’s all the USB and power connections you might need (most housed in a deep storage bin that separates the front seats) and the more expensive models offer wireless charging for compatible phones, too.

Climb into the sedan’s back seat, and you’ll find impressive legroom (behind my own 176cm driving position), but headroom - especially in sunroof-equipped cars - feels a little tighter. The rear seat is actually wide enough to fit three adults at a pinch, but the tall and bulky tunnel absolutely obliterates leg room for the middle-seat rider.

There are two cupholders in the pulldown divider that separates the backseat, as well two ISOFIX attachment points. Rear occupants also get there own air vents, as well as a 12-volt power source.

Mercedes is so far keeping mum on the details, ahead of the updated car’s arrival in August, but you can expect to see prices climb a little from their current levels ($61,900 - $100,611, and $120,642 for the C 43 cabriolet).

The C200 will retain 18-inch alloy wheels, artificial leather (and electric in the front) seats, nav, ambient interior lighting and keyless entry and push-button start, but critically adds a new 12.3-inch screen in the driver’s binnacle that replaces the traditional dials. It joins a landscape-oriented 10.25-inch centre screen - both now standard across the C-Class range - which propels the cabin into a clean and modern-feeling future.

The C220d and C300 features list will likely change little, but all get Mercedes’ new 'Touch Control' steering wheel, as well as new LED head and tail-lights, while the C 43 AMG 4Matic gets the best of Merc's autonomous driving technology. 

Expect more information to arrive around July.  The C 63 AMG is also due for updating, with a new model scheduled to arrive around December. 

The Lexus RC F is powered by the latest iteration of the brand’s (2UR-GSE) 5.0-litre, naturally aspirated V8 engine.

Featuring exotic touches such as a dual variable valve timing (with electric actuation on the inlet side), dual-length intake runners, forged connecting rods, titanium valves, and the ‘D-4S’ control system (combining port and direct-fuel injection) it produces 351kW (471hp) at 7100rpm, and 530Nm from 4800-5600rpm.

Drive goes to the rear wheels via an eight-speed (torque converter) automatic transmission with a new ‘AI-Shift’ control designed to adapt to the driver’s style and shift drive modes more effectively, as well as a Torsen mechanical limited-slip differential.

It’s here where the C-Class is at its most updated, serving up a new turbocharged 1.5-litre hybrid engine in the entry-level C200. Alone, it’s good for 135kW/280Nm, but it’s combined with a clever 48-volt system that adds up to 11kW of bonus power low in the rev range, happily plugging the power void usually left by turbo lag when taking off, or if you plant your foot when overtaking.

The C300 is powered by a more conventional 2.0-litre, four-cylinder good for 190kW/370Nm, while the sole diesel (in the C220d) is a four-cylinder unit that produces 143kW/400Nm. All are paired with a nine-speed automatic transmission.

The C 43 4Matic's engine remains a fabulous thing, only now tweaked for a little bit more power. It's good for 287kW/520Nm, and is paired with a nine-speed transmission that sends the power to all four wheels, albeit with a bias toward the rear tyres.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.1L/100km, the V8 emitting 254g/km of CO2 in the process.

In our week with the car, over a combination of city, suburban and freeway conditions (including some enthusiastic B-road running) we recorded an average of 12.8L/100km, which, while not exactly frugal, is still impressive for a V8, performance-focused coupe. 

Minimum fuel requirement is 98 RON premium unleaded, and you’ll need 66 litres of it to fill the tank.

Let’s start with the C200, where the addition of the clever hybrid system has helped drop fuel use to a claimed 6.0-6.3 litres per hundred kilometres. The old car delivered 6.5 per hundred, but was slightly quicker from 0-100km/h (7.2sec- 7.7sec). 

The C300 will sip a claimed 6.5-6.9L/100km on the same cycle, while the diesel requires a miserly 4.7 litres. The C 43 is the thirstiest, of course, needing 9.1-9.3L/100km on the same cycle. 

The C200 makes do with a 41-litre tank (as does the diesel) while the C300 steps that up to a 66-litre tank. And all those numbers related to the sedan body shape, so expect some slight variations if you’re shopping for a coupe cabriolet or estate.

A performance car should excite the senses, but the RC-F leans on one a little harder than the rest… hearing.

With the addition of launch control in last year’s update the big V8 will reliably slingshot you from 0-100km/h in just 4.5sec, which is no mucking around quick. But it’s the combination of raucous induction noise, furious mechanical roar, and bellowing titanium exhaust that add extra drama to the experience.

Fact is though, while maximum torque of 530Nm is not to be sneezed at, that number is only available from 4800-5600rpm. Although the RCF starts to get into its stride at about 3000rpm, the twin-turbo BMW M2 CS smashes it for mid-range punch with its 550Nm on tap from just 2350rpm.

So, in everyday, even mildly enthusiastic driving, the RC F sounds amazing, and don’t get me wrong, this is a proper performance car, but it doesn’t have the low-down, kick-in-the-pants grunt of its turbocharged six and eight cylinder competitors.

Linear power delivery, and the crisp throttle response only a naturally aspirated engine can deliver go some way to evening things up, however, and there are multiple systems to help tune the drive experience to your exact preference.

‘Drive Mode Select’ offers five settings (Eco, Normal, Sport S, Sport S+, and Custom).

Eco lowers engine output, dampens the throttle, and dulls the air-con in the name of fuel efficiency and reduced emissions. But you’re not buying this car to save the planet, so don’t touch that button, Sport S is the sweet spot (and save Sport S+ for track days).

Quick gearshifts from the eight-speed auto (particularly using the wheel-mounted paddles), that rapid throttle response, and nice steering feel work seamlessly together to deliver a satisfying backroad experience. Sport S holds gears longer on the way up the ratios, and is quicker to shift on the way back down.

In a more civilised mode, with eight gears to play with, freeway cruising is relaxed, especially given the top two ratios are overdriven.

The ‘Adaptive Variable Suspension’ offers Normal and Sport S modes, and here normal is the go. The basic set-up is double wishbone front, multi-link rear, and Lexus says the SACHS-developed AVS shocks can adjust damping force across a range of 30 levels. But even in the default Normal setting the ride is firm.

According to Lexus, the standard Michelin Pilot Sport 4S tyres (255/35 fr / 275/35 rr) have been tailored specifically to the RC F and they grip hard, keeping the 1715kg coupe planted in quick corners. But their narrow profile no doubt contributes to the car’s less than limo-like feel around town.

Then the ‘Vehicle Dynamic Integrated Management’ system fine tunes the car’s stability control in Sport S+ and Expert modes. Expert only happens when you’re in Sport S+ and turn the stability control off. So again, best to go full racer at the circuit, and we didn’t explore VDIM this time around.

The electrically-assisted steering is not only accurate (the strength of the steering rack bushing has been increased by 150 per cent to boost response), but the wheel itself feels great, and the huge (380mm) Brembo carbon ceramic brakes are mega (working well from cold unlike some other carbon set-ups).  

Under the heading of notable mentions, the digital instrument cluster is inspired by the V10-powered Lexus LFA supercar, switching between a blue economy indicator ring in Eco mode, a standard tachometer and digital speedometer in Normal, a white and red cluster in Sport S, and orange in SPORT S+ (with three-stage upshift indicator lights).

Plus, you can also switch between racy functions such as a lap timer and G-force display, and soft-trim knee pads on the sides of the front centre console improve comfort and seating stability if you’re having a crack.

Keen to sample the new hybrid tech in the C200, we made a beeline for the cheapest C-Class. And if you’d told me, even a handful of years ago, that a piddly 1.5-litre engine would be enough to drag the 1555kg Benz around, I’d have labelled you crazier than Donald Trump's Twitter account. 

The C200’s system is a unique hybrid set-up, in the sense that it only delivers extra power in the tiniest of circumstances, but they’re the areas that it really needs it. From a standstill, the electric motor delivers its extra 11kW of oomph at just the right moment need to help get you moving (the same when overtaking) and it does genuinely make a difference. 

It can’t completely overrule the concrete laws of physics, though. Plant your foot on anything that even looks like a hill and you can definitely hear that 1.5-litre engine working hard - interrupting the ambience of the cabin - but keep it in the sweet-spot of the rev range and it’s a quiet, capable-feeling engine that delivers more punch than its size might suggest.

On Germany’s epic autobahns, the needle even sailed past 215km/h without too much encouragement (even if I could have knitted a sweater in time it took to to close the last 10-or-so-kilometres). Is that relevant for Australia? Sadly not, but it does suggest the engine is more capable than we will ever need it to be.

Elsewhere, the not-too-different C-Class rides an absolute dream, smooth-sailing over bumps and road imperfections, and the cabin is serene and comfortable - though there was more wind noise at times than I was expecting.

Downsides? Well, the cheapest C-Class doesn’t feel the most dynamic offering, with the light steering serving up a slight disconnect between the steering wheel and the road below in its most comfortable settings. Switching to Sport improves matters, but if you’re life is mostly city and suburbs, it will matter little.

The nine-speed transmission can behave oddly at times, too; smooth and lightning fast as it climbs the gears, and mostly perfect on the way back down. But I noticed a definite thump occasionally as it shifted down from second to first gear, which stripped a little refinement from the drive experience.

It's more noticeable in the C 43 4Matic AMG, but it's vastly overshadowed by the thick and meaty power delivery from that stonking turbocharged engine. It's a rocket, and while it's not as fast or as loud as its C 63 big brother, I honestly think the tweaked C 43 is all the AMG I'd ever need.

Detailed specifications for Australia are still being finalised for the C-Class, but we don’t think the standard safety equipment will change much.

So expect a comprehensive suite of airbags (including front, front-side, head for the first and second rows and a driver knee bag), joined by the usual kit of traction and braking aids on the C200. Blind-spot assist, tyre-pressure monitoring and AEB - part of the Collision Prevention Assist Plus package - also arrive as standard. 

Higher trim levels will nab active cruise, with stop and go, rear cross-traffic alert, active blind-spot monitoring system and active lane keep assist, while the C 43 scores Mercedes' most advanced auto-driving tech.

The standard Lexus warranty in Australia is four years/100,000km, which outscores the likes of Audi and BMW on duration (both at three years) but trails on kilometres (both offering unlimited km).

Then there’s Merc, which has gazumped all the luxury players with five year/unlimited km cover. Plus, there’s the fact that the mainstream market standard is now five years/unlimited km, with some at seven years.

To balance the scales, the ‘Lexus Encore Privileges’ program provides 24-hour roadside assistance for the duration of the warranty, as well as access to owner events and special offers.

Service is scheduled for 12 months/15,000km (whichever comes first), and Encore capped price servicing is available for a three year period, averaging $595 annually, for an all-in cost of $1785.

A Lexus loan car is provided while your pride and joy is in the workshop, or a pick-up and return option (from home or office) is available in some instances. You’ll also receive a complimentary wash and interior vacuum. Nice.

While specific maintenance pricing is yet to be confirmed, each of these models is covered by three-year warranty, with service intervals pegged at 25,000km or 12 months.