Mercedes-Benz C-Class VS Alfa Romeo Giulia
- 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
Alfa Romeo Giulia
- Great tough looks
- Fantastic engine
- Excellent handling
- Road noise filters in cabin
- A and B pillars obstruct view
- Softer suspension does mean bouncy ride at times.
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|
Alfa Romeo Giulia
You know how in the movie Rocky III Rocky Balboa has become all rich and successful, but unfit and he can’t really box to save himself.
Then the young maniac boxer James 'Clubber' Lang (awesomely played by Mr T) challenges him to a fight and his trainer tells him he’ll lose, but he fights him anyway, and gets knocked out.
But then he asks for a rematch, and Rocky trains hard and makes a comeback to beat Lang. Well that never happens. If it was the real world Rocky would have been beaten again.
Alfa Romeo is a bit like Rocky. The Italian carmaker used to be unbeatable in speed and looks – it won the first ever Formula One Grand Prix in 1950.
Alfas were drop dead gorgeous too, but then - like Rocky - things started to go downhill. It got successful, unfit and old. Yes, occasionally there were flashes of the genius we once knew, but if a car maker takes enough hits there’s every chance it will never get up again. Alfa Romeo had become a joke. It hurts to write that.
But there’s a big difference between Rocky and Alfa because a car maker can start afresh, build a fighter with a new body, more powerful fuel-pumping heart, stronger bones and given the right trainer it could become formidable.
Well that’s what Alfa hopes. The fighter’s name is Giulia. The trainer is Roberto Fedeli. The story goes that the head of Fiat Chrysler Sergio Marchionne could see Alfa was circling the plughole and called in the only person he felt that might just have a chance of being able to reach in and save it before it went down.
That was Ferrari’s chief engineer Fedeli. Told to fix it or look for a new job, Fedeli reckoned it was possible, but he needed some money…five billion Euros in fact. Oh, and he’d need a team… of 800 designers and engineers. He wasn’t mucking around.
When the Giulia made its world entrance in 2016 the star of the range – the hardcore Giulia Quadrifoglio (or QV for short) stepped into the ring dripping in carbon fibre with an engine that had Ferrari’s finger prints all over it and mouthing off about having just set the new lap record at the Nurburgring.
It’s mission is to lead Alfa Romeo’s comeback… and slay BMW’s M3 on the way there.
Now, we recently had the chance to drive the new Giulia Quadrifoglio on a track and it made us so happy you could tell we were grinning even though our helmet. But what is it like to drive on the road? We found out at its Australian launch. How did it handle the real world? Does it have what it takes to beat the M3 and Mercedes-Benz’s C63 S? More importantly is it enough to save Alfa Romeo?
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
Alfa Romeo Giulia8.6/10
Absolutely stunning – both to drive and in looks. This is a monster, but one you can live with safely and practically. Proper rear seats, a proper boot and proper performance. A quality feeling package that feels more than a bit Ferrari but entirely Alfa Romeo. It does everything the M3 can. This looks very much to be a prize fighter that will lead Alfa Romeo’s comeback.
Comment call to action: Do you reckon the Giulia Quadrifoglio will make Alfa the next big thing? Let us know what you think in the comments below.
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.
Alfa Romeo Giulia9/10
With its long, nostrilled bonnet, high roofline, short tail and almost no overhangs to mention there’s more than a sniff of BMW 3 Series going on. That’s no bad thing – its intentions are clear.
It’s actually smaller than the M3. The dimensions reveal that at 4639mm the Giulia Quadrifoglio is 32mm shorter end to end than the Beemer, but only 4mm narrower at 1873mm in width and just 2mm taller at 1426mm.
The Giulia is light at 1585kg thanks to the driveshaft, roof, bonnet, front splitter, plus the rear spoiler and side skirts being made of carbon fibre. Meanwhile the engine, suspension, brakes doors and wheel arches are all aluminium.
Inside, the cabin swallows you up in stitched leather, there’s a dash that that swoops and curves in front you and holds the impressive display screen. Many Alfa cabin traits are there such as the driver-orientated controls which tend to make the front passenger feel like, well just a front passenger.
Under all of this is an entirely new platform called Giorgio – it’s scalable like Volkswagen’s MQB. This means the Giulia is just one of the cars to be based on it – the Stelvio SUV also uses it and Alfa says there are more to come.
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.
Alfa Romeo Giulia9/10
I don’t normally fit Alfa Romeos because I have Viking ancestry and don’t come from a land where the people have short legs and long arms. So as much as I’ve liked driving Alfas, when I do my legs are cramped and yet I feel too far from the wheel.
Not so in the Giulia, everything feels the right distance away. And the pedals, which in other Alfas are far too close and cause me to constantly hit the brake and accelerator at the same time just because my feet aren’t like a ballerina’s are a proper distance apart. Not once did I embarrass myself with my ‘brakcellator’ trick.
Room in the back is excellent – it’s a four seater and even at 191cm I can sit behind my own driving position with a good three fingers space between my knees and the seatback.
Boot space is also excellent and matches the M3’s 480 litres.
Storage inside is good in some places – such as wide the centre console storage bin, but not so great in others – the door pockets are only enough for small bottle and there only two cupholders – they’re in the front.
Price and features
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.
Alfa Romeo Giulia9/10
The Quadrifoglio is the king of the Giulia range and lists at a right royal $143,900. Sounds like a fair bit of coin, but it undercuts the M3 Competition’s $144,615 and C63 S’s $155,510.
Standard features are excellent – there’s the 8.8-inch display, 14-speaker Harman Kardon 900w sound system, the carbon fibre bonnet, roof, side skirts and rear spoiler and carbon fibre interior trim, leather and Alcantara upholstery, the steering wheel with starter button, quad exhaust tips, aero curtain on the front bumper, active aero splitter, rear diffuser, B-Xenon adaptive headlights with auto-high beam, aluminium pedals and advanced safety equipment which we’ll tell you about, too.
Engine & trans
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.
Alfa Romeo Giulia10/10
When it comes to six cylinder engines it’s hard to beat an inline six – the balance is near perfect, they scream and BMW’s delivers its power beautifully.
The Giulia has a V6. It’s a 2.9-litre twin turbo that makes more power than the M3’s 331kW at 375kW and also more torque at 600Nm.
It is a potent power plant and Alfa won’t say it too loudly, but with the same bore and stroke as the V8 in Ferrari California T it’s pretty much the same thing only with two cylinders chopped off.
Sending all that grunt to the rear wheels is an eight-speed ZF automatic transmission – I have pictures of this transmission on my fridge – it’s in a lot of cars and I am yet to find another road car transmission I like more.
A claimed 0-100km/h time of 3.9 seconds beats the M3 by 0.2 seconds.
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.
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.
Alfa Romeo Giulia9/10
Starting in the Giulia with the optional carbon-ceramic brakes ($13,000) and the equally optional carbon fibre sports buckets ($7150) we joined Port Macquarie’s peak-hour traffic. Those anchors felt ‘doughy’ first thing in that cool morning and it wouldn’t be until they had some serious heat in them that they’d start to come to life. That wouldn’t be long because we were heading for the hills where great roads waited. But it gave us a good chance to drive this car in ‘normal’ conditions.
Straight away that ride felt so comfortable, so soft even that I was worried it affect handling later. I’d just got out of testing a BMW M3 which feel rock hard even on a ‘soft’ suspension setting. Steering was one-finger light. The dash is high, the window sills are high, the Recaros felt tight.
As we trundled down the main street that V6 gurgled deeply in third gear – that didn’t sound like any V6 I’d driven lately. Coming out of a roundabout and a gear change back to second and the V6 stirred louded but kept its throaty roar – this was special. Dabbing the accelerator the nose lifted up. This thing wanted to go. It felt light, ‘pointable’. Everything felt light – from the accelerator pedal to the steering and body weight. It was happy to stay on the leash. Well behaved, patient.
As we left the city behind I clicked the drive mode from ‘Natural’ into Dynamic and with heat now in the brakes decided to see what $5 billion euros and 800 engineers and designers felt like.
With acceleration so hard each shift upwards felt like a punch in the back. Those turbos are wound up with 35psi of boost it’s not until second gear that it rushed it then it’s time to for third and fourth. Using those giant paddles it’s hard to shift fast enough to keep up.
The only thing more impressive than the acceleration are those ceramic brakes – we’re talking 100km/h- 0 in 38.5 metres.
Swapping into a Giulia Quadrifoglio with standard brakes and seats I found stopping power was still impressive – those seats actually more comfortable for me.
As we scrambled through the tightest corners through the bush heading higher and higher it became clear that this was different from the M3. The BMW feels harder, firmer, more planted. But the Quadrifoglio was just as adept but did it in a softer more flowing fashion. It’s was agile, changing direction as easily as you could think it.
Also changing direction in the front splitter – it’s active meaning it moves up or down depending on when you need the extra down force.
It’s more powerful than the M3 and you can feel it – it’s wilder, less serious and slightly crazy, but smoother and softer in its suspension – there were times we scuffed the front splitter in dips.
There’s road noise – lots of it on the course chip. That is probably the only complaint. That and visibility front and side is hampered by the thickness and placement of the A and B pillars. The indicators are confusing and hard to stop indicating… but these are small things.
At full roar the Quadrifoglio bellows likes it has so much more to give, the M3 screams into battle.
Both are so so good, and do the same job, but differently.
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.
Alfa Romeo Giulia9/10
The left-hand drive version of the Giulia Quadrifoglio has scored the maximum five-star Euro NCAP rating, which is yet to be recognised by ANCAP. There's so much more than a reversing camera too, with active cruise control, AEB, lane keeping and rear cross traffic warning and auto high beam.
There’s two top tethers and two ISOFIX points in the back seat.
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.