Mercedes-Benz C-Class VS Audi RS3
- 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
- Lovely and powerful five-cylinder engine
- A joy to drive
- Still looks amazing after all these years
- Lacking some advanced safety tech
- Shorter warranty than some rivals
- About to be replaced
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|
You might have noticed that there are new rivals to the Audi RS3 sedan.
The Mercedes-AMG A35 sedan could be considered a competitor. Or maybe the new-generation Mercedes-AMG CLA35, or the even more expensive Mercedes-AMG CLA45 S. And you can’t forget the all-new BMW M240i Gran Coupe.
This is a segment with plenty of action. So where does one of the older players in this part of the market stand against its new competitors? Well, you might be surprised just how well it still stacks up, despite having first launched here more than three years ago.
There’s an all-new, powered-up RS3 expected in 2021, but the brand is seeing out the current model range with a new variant, the Carbon Edition, which is tested here. Is it still worth considering? You’ll have to read the lot to find out.
|Engine Type||2.5L 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.
There may be newer competitors, but it could be said that the Audi RS3 - despite being a seasoned player in its segment - is a sweet spot offering for those after a compact, sporty and eye-catching car. I'd certainly have it over its closest rivals, even if it is getting long in the tooth.
It is due for some big changes soon and you just know the next-gen model will step up the game big time in terms of interior design and improved technology. But as a swan song, the final versions of the current RS3 in Carbon Edition trim see it out on a high.
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.
I’ve long thought the Audi A3 sedan, and therefore the Audi RS3, is the most compellingly design small sedan of the modern era - possibly ever. Not many compact three-box models have the proportions and lines that this model has, and even seven years after the current-gen A3 launched this body style still looks gorgeous.
And in RS3 guise it cuts a striking figure, with the Carbon Edition adding plenty of eye-catching elements including different gloss black 19-inch alloy wheels, a gloss black exterior styling pack (logos and Audi rings in black), a panoramic sunroof, tinted windows, and Carbon mirrors. The Carbon Pack also gets rid of the matt aluminium window surrounds in exchange for black finishes.
All told, it looks extremely sleek and surprisingly modern, given the age of the platform. The interior isn’t quite as up to date, though - more on that below.
But this particular test car had the RS design package inside, which adds a number of nice additions such as black armrests with red stitching, Alcantara trimmed knee pads on the centre console (also with red stitching) to stop you bumping your knees against hard plastic when you’re out on the track, as well as red surrounds on the air vents, red trim on the outboard seat belts, and floor mats with RS3 logos and red stitch.
In terms of size, it is still a compact and urban-friendly offering, with dimensions of 4479mm long (on a 2628mm wheelbase), 1802mm wide and 1406mm tall.
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.
I mentioned the interior is starting to look a bit old, and that’s because this design - while revolutionary back in 2013 when this generation of A3 sedan launched - hasn’t changed much over the years.
Sure you can now get it with the tech you’d want, like the 12.3-inch digital instrument cluster which looks amazing, and the media system with the latest smartphone mirroring tech and wireless phone charging. But the screen itself isn’t touch-capacitive, and that means you have to use the rotary dial to go through menus - that’s not how smartphones were designed. You’re supposed to touch the screen.
So the concept of phone mirroring is flawed, here. It is good to be able to use your phone’s apps, but it’s not as easy to use as it should be.
Thankfully the media unit is teamed to an excellent, punchy sound system, and it’s the sort of car you’ll want to listen to your favourite albums in, rather than boring time-burning podcasts. It takes a certain drive experience to elicit that reaction - well, for me it does.
It’s a shame the dashboard design is looking rather plain by modern standards. The pop-up (even retractable) media screen is comparatively tiny, and while the ergonomics are good and all the buttons and switches feel of a high quality, it just isn’t quite as special feeling inside as the price tag suggests it should be.
Well, that’s until you see the sports seats. These are artworks, with beautiful stitching and superb bolstering and comfort. They really lift the ambience, and combined with the high-quality materials it feels sporty, but luxurious too. And the interior has the option of the black and red trim seen here, or black with rock grey stitching, or the blue-jeans-repelling Moon Silver with grey trim.
The seats are great, but I wouldn’t have minded being able to sit myself a little lower. I loved the feel of the part-Alcanatra steering wheel, too. There’s something about an abundance of Alcantara that just works (it’s on the door trims and the optional padded knee sections, too).
Of course there is dual zone climate control, seat heating and rear seat air-vents, and the aforementioned wireless phone charger is hidden in the centre covered armrest, and that also has twin USB ports plus a auxiliary jack.
Most other newer models have those ports and charge pads in front of the gear selector, but in the RS3 there’s not much usable space there. You can fit a wallet, but not much else, and behind it there are twin cup holders, and there are bottle holders in the doors.
Back seat space is okay but not great. My knees were hard up against the seat in front when it was set for my 182cm (6’0”) frame, and my head was scraping the lining as well. If you’re taller, you’ll also have to watch your noggin getting in an out as the door apertures are quite small.
There’s also limited foot space because of the transmission tunnel reaching from front to rear. But the seat comfort is very good.
The back seat amenities comprise a 12-volt outlet but no USB ports, and in the doors your find bottle holders while there’s a flip down armrest with cupholders as well, plus twin mesh map pockets.
While adults might find things a bit squishy in the rear (don’t expect things to be much better in any of its rivals!), there are dual ISOFIX outboard seat anchors, and three top-tether child seat points.
Boot capacity is small at 315 litres, especially for a sedan. That’s 20L less than the Sportback hatch’s rear capacity, but you can fold down the rear seats if you need extra room, with 770L available.
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.
The list price of the regular Audi RS3 sedan is now $86,500 plus on-road costs, which means it’s a bit pricier than when it first launched (at $84,900). That comes down to currency fluctuations over the past few years, as nothing has really changed over the period since launch in March 2017.
It’s worth noting there is a new addition to the 2020 RS3 sedan range - the RS3 Carbon Edition, as tested here - which lists at $89,900 (MSRP) and has no mechanical changes compared to the standard model, but gets a number of design changes which we’ll cover off in the next section.
That means it is considerably more expensive than the BMW M235i xDrive Gran Coupe ($72,990) and even the Mercedes CLA35 ($85,500), though the RS3 has considerably more grunt than those cars - in fact, it’s closer in terms of engine specs to the CLA45 S, though that model lists at a huge $111,200. More on horsepower below.
And of course, the RS3 sedan is only one part of the RS3 range - you might also be interested to look at the Sportback hatch version, which is more affordable ($83,800). You can get it in Carbon Edition trim, too, at $87,200.
What do you get in the RS3? Standard equipment includes: 19-inch alloy wheels in matt titanium, LED headlights and LED daytime running lights, LED rear lights with dynamic indicators, matt aluminium window surrounds, a reversing camera, front and rear parking sensors, a body kit, rear spoiler, auto headlights with auto high-beam, auto wipers, heated side mirrors with passenger’s-side auto-dipping when reversing.
Further standard gear includes adaptive cruise control with stop and go traffic assist, Audi drive select with four different modes (Auto, Comfort, Dynamic, Individual), electric front seat adjustment, front seat heating, Audi’s 12.3-inch Virtual Cockpit instrument cluster, 7.0-inch media screen with MMI touch dial controller, sat nav, Audi connect online services and Wi-Fi hotspot, Apple CarPlay and Android Auto phone mirroring, Bluetooth phone and audio streaming, wireless phone charging, two USB ports and DAB digital radio, and a Bang & Olufsen sound system with 14 speakers.
For a full breakdown of the standard safety inclusions, see the safety section below.
Our test vehicle had Nardo Grey paint, one of several no-cost optional colours that also includes Mythos Black Metallic, Kyalami Green, Daytona Grey Pearl, Tango Red Metallic, Florett Silver metallic and Glacier White metallic. Two Crystal Peal colours will cost you an extra $728: Ara Blue and Panther Black.
Our car further had the RS design package for $1950. More on that in the design section below.
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.
Unlike all of its rivals, the Audi RS3 gets an engine with five cylinders instead of four.
Yep, it’s a 2.5-litre five-cylinder turbo-petrol engine producing 294kW of power (at 5850-7000rpm) and 480Nm of torque (from 1950-5850rpm). As you can see, the power band is linear - despite the uneven number of cylinders.
How does it compare to those rivals I mentioned earlier? The A35 sedan and CLA35 both have 225kW/400Nm, so you can see why I said it was a mismatch. The BMW M235i is closer, at 225kW/450Nm despite being a lot cheaper. And the CLA45? It punts them all on engine performance, with 310kW/500Nm.
Hey, there are rumours the next-generation RS3 will have as much as 331kW. So maybe wait for that car, if you’re really interested in horsepower heroism. But trust me - there’s ample grunt on offer here.
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 claimed combined cycle fuel consumption figure for the Audi RS3 is 8.5 litres per 100 kilometres, which is reasonable for a car with this level of performance.
On test, across a mix of driving, I saw a return of 9.1L/100km. Not too bad.
The fuel tank capacity is 55 litres, but you need to fill it with 98RON premium unleaded petrol.
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.
There’s something really special about a five-cylinder turbocharged petrol engine.
The way that it builds pace and drama in such a linear fashion despite being inherently unbalanced is awe-inspiring.
The sound of your acceleration is actually more dramatic outside the car than in. When you’re driving and pushing the throttle hard, you’re rewarded with a muted roar - the sort you hear in movies when the kidnappee has been gagged with a cloth but can still make enough noise to get curious attention.
Outside the car it’s more prevalent, as the sports exhaust and heavy breathing air intake combine for plenty of road presence.
Audi has quite a history with this type of engine. And teamed with the brand’s “quattro” all wheel drive system and dual-clutch automatic transmission, the acceleration on offer is simply addictive.
The transmission is smooth and snappy when it shifts. In the sportier driving modes - with Dynamic selected, or in S on the transmission - the revs will rise and hold, before the transmission rapidly snaps to the next gear.
In more sedate driving - in Comfort drive mode in D - you will notice a little bit of low-rev turbo lag and transmission spool-up from a standstill. But if you do suddenly plant your foot on the throttle, it responds mightily no matter the mode.
For me, the five-cylinder engine offers a more entertaining experience than its closest high-power four-cylinder rivals. It’s quick, tremendously enjoyable to accelerate in, and just a whole lot of potentially-licence-risking fun.
The adaptive magnetic ride suspension is firm but that’s to be expected of a sports sedan with this level of intent, and in Comfort mode it actually settles pretty well. Even over repetitive pockmarks it never felt like things were getting clumsy or that it was tripping over itself. In fact it’s a beautifully composed car even in the most sporting drive mode, Dynamic, and over my drive it never felt like it was doing the wrong thing despite some challenging road surfaces.
There was immense grip and traction in tight twisting corners, and while the steering mightn’t be as pinpoint accurate in Dynamic mode as I’d like, it was still really easy to sew together a series of bends without ever feeling like things were getting out of hand.
I actually preferred to set up my own Individual driving setting, with Comfort steering and suspension but Dynamic everything else. In regular Dynamic mode the steering is a little heavy and dull while in Comfort mode the steering is lighter and makes the car feel a little bit more agile.
All told, I didn’t want to stop driving the RS3 - even after 700km. It bodes well for the next-generation model, that’s for sure.
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.
The Audi RS3 runs with a five-star ANCAP crash test rating that was awarded to the regular Audi A3 range way back in 2013, and things have changed a lot since then. But so has the safety offer in the A3/S3/RS3 line.
The RS3 has auto emergency braking (AEB) which Audi calls Audi pre sense front which includes low-speed pedestrian detection - but unlike other versions of the tech that run under the same banner, the one employed in this generation of A3/S3/RS3 doesn’t have cyclist detection - the next-gen model is certain to. Also missing is a surround view camera and front cross traffic alert, among others.
It does, however, have adaptive cruise control with stop and go traffic function, not to mention Audi’s active lane assist tech which can keep you in the centre of your lane, as well as lane departure warning, blind spot monitoring, rear cross traffic alert.
In the RS3 you get seven airbags (dual front, driver’s knee, front side, full length curtain), and as mentioned above, there’s a reversing camera alongside front and rear parking sensors.
As mentioned, the game has moved on a bit - and we expect the next-gen A3/S3/RS3 to get considerably more safety technology, even if this existing model’s offering isn’t terrible.
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.
Audi offers buyers the option of choosing a pre-purchase servicing plan, rather than offering a conventional capped price service plan.
That means you’ve got the option of a three-year/45,000km service plan, at a cost of $2320, or a five-year/75,000km plan at $3420. It covers most standard items, excluding brake pads or discs and wiper blades. Compared to AMG rivals, those prices are actually pretty sharp.
As you may have guessed, service intervals are pegged at 12 months/15,000km.
The brand hasn’t really kept up with rivals such as Genesis and Mercedes-Benz (both of which offer a five-year warranty), and as such Audi still offers a three-year/unlimited kilometre warranty plan at the time of publishing. That warranty cover also includes roadside assistance at no cost.