Mercedes-Benz C-Class VS Alpina B5
- 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
- Cleaning the wheels
- Room and storage space could be better
- Not the most engaging car to drive
Do you know how many bones you have in your body? Stop counting, there are 207. And if say half those bones were replaced with different ones would you consider yourself to still be the same? Well that’s what Benz has done with the new C-Class – sort of. Of the roughly 13,000 parts which make up a C-Class car, 6500 of them have been modified or changed.
You don’t need to know every change to the new C-Class, but at the end of this review you will be across the differences that you can see, feel and hear.
Just a note before we start. The top-of-the-range Mercedes-AMG C63 S arrives in early 2019 and wasn’t available to drive at the Australian C-Class launch. That’s why we’ll focus on the other grades here - the C 200, C 220 d, C 300 and C 43. We’ll test drive and review the Australian C 63 S when it arrives – promise.
|Engine Type||1.5L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
The BMW Alpina B5 Bi-Turbo is not actually a BMW. Not according to the German Federal Motor Transport Authority, at least.
Nope, the modifications applied by tuning house Alpina to the 5 Series are deemed so significant that if you open the bonnet and look inside the engine bay, you'll see that the BMW VIN has been struck through twice and an Alpina vehicle number stamped underneath it.
The B5 is not the first model to be recognised in this way, either; the German government has recognised Alpina as a seperate car manufacturer since 1983.
The B5 has other ‘B' siblings, too. There's the B3 S Bi-Turbo, which is based on the BMW 3 Series, the B4 S Bi-Turbo (the BMW 4 Series) and the B7 Bi-Turbo (I don't need to tell you what this is based on, right?) which I've reviewed, too.
So just what has Alpina done to this unsuspecting BMW 5 Series? Is it really worth the extra money? How does the B5 compare to an M5? Could it actually be superior? And did they really take the speed limiter off to let it warp-speed to beyond 300km/h?
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.
The Alpina B5 is a special car – more special than most people will ever give you credit for if you own one. Those that do know what an Alpina is will let you know; people will cross dangerously busy streets to talk to you about your car. Insanely fast, almost incomprehensibly comfortable and effortlessly powerful to drive.
Does the Alpina B5 make a BMW even better? Or do you think the M5? Tell us 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.
Interesting is the right word for it, because while it might be questionable that Alpina's changes to the exterior are aesthetic pleasing, they are definitely intriguing to those who aren't familiar with the brand.
First, there are those 20-spoke wheels. Alpinas have worn this style of wheel forever and they've become the most famous outward sign that this is not just another BMW. So don't under any circumstances take them off and replace them with anything else. You'd be run out of town by the Alpina mafia.
Yes, they're more painful to clean than a cheese grater (trust me, I know. And if you look closely at these images you can see the dirty bits I've missed), but if you really don't like them then perhaps it's a sign this car isn't for you.
Then there's the boot-lid spoiler. It's square and 1980s'-looking, it also appears a bit like it's been bought online and installed by a teenager, but again, this is another Alpina tradition and it suits the car's character perfectly.
All right, those pinstripes; they're known as the Deco-Set and are a hat-tip to the Alpina racecars of the 1970s and '80s. Again, don't take these off, your Alpina will drop through the centre of the Earth in value. These are also part-and-parcel of owning one of these cars. I'm not a massive fan of them.
But I'm all about that front spoiler, with the floating Alpina lettering that you can option in silver, high-gloss black or gold.
Inside, there are fewer Alpina additions, but they're nonetheless unmissable. There's the Alpina-badged steering wheel, and a new virtual instrument cluster, embossed headrests and illuminated door sills.
There's also the little numbered plaque on the centre console which proves its authenticity, ours was number 49. Out of how many? I don't know. But I do know Alpina produces only about 1700 cars globally a year. Rolls Royce does about 4000. So, you can rest assured your B5 is exclusive.
At almost 5m long, 1.9m wide and 1.5m tall, the B5 is a large saloon, but having recently reviewed the Alpina B7 it feels small in comparison. How does it drive? We're getting there.
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.
Practicality is not really a BMW strong point no matter which model you pick. See, BMW mostly makes the car equivalent of uber-stylish and skin-tight active wear which looks good and performs brilliantly, but sometimes you just want pockets and a bit of room for your… um… bits and pieces.
So while there are two cup holders up front and two in the back, the bottle holders in the doors aren't huge, the centre console bin is on the small side, there's a hidy-hole in front of the shifter, the glove box is just a box for little more than gloves and there's no other great cabin storage options.
Legroom in the rear is good but not great, too - I'm 191cm tall and have about 30mm between my knees and the seat back in my driving position. Middle-seat passengers will also have to straddle the drive shaft hump in the floor. Headroom is restricted in the back, too (you could blame the sunroof) with my hair just skimming the headlining (I do have big hair).
Under that power tailgate, the B5's boot capacity is 530 litres which is 15L more than its big sister, the B7. There are two plastic storage areas either side of the luggage space for wet things. While there is one USB outlet in the front there aren't any in the rear.
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 BMW Alpina B5 lists for $210,000, making it only $10K more the BMW M5 which comes with almost identical features apart from the Alpina engineering to the engine and chassis.
Arriving standard is leather upholstery, four-zone climate control, nav, the Alpina embossed-headrests, a 10.25-inch display, digital radio, Alpina door sills, sunroof, proximity key, power front seats, 12-speaker Harman Kardon stereo, head-up display, Alpina virtual instrument cluster, heated front and rear seats, and the 20-inch Alpina wheels.
The test car I drove had been optioned with a limited-slip differential ($5923), steering-wheel heating ($449); soft-close function for doors ($1150); sunblinds ($1059); TV function ($2065) ambient air package ($575), and front-seat ventilation ($1454).
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.
The Alpina B5 uses the same 4.4-litre V8 engine found in the BMW M5 (and also the B7). But, and it's a big but, the M5 makes 441kW and 750Nm, while the B5 outdoes it with 447kW and 800Nm. Admittedly, the B5's torque arrives at the 3000rpm mark, while the M5's is all there from 1800rpm.
How does the B5 beat it? Alpina installed its specially developed twin turbochargers and intercoolers, a high-performance cooling system, a reconfigured air intake set up and a different exhaust system.
The B5, though, is a tenth of a second slower to 100km/h compared to the M5 with a time of 3.5 seconds, but it will blast on to a top speed of 330km/h while the M5 is limited to 250km/h in regular form and 305km/h with the optional M Driver's package.
Both uses the same ZF eight-speed automatic transmission with identical gear ratios, and both are all-wheel drive.
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 Alpina B5 needs petrol. By that, I mean it needs quite a lot of it if you want to enjoy it properly. What type of mileage does it get? Officially, it should use 11.1L/100km after a combination of urban and open roads, where as the M5 is set to 10.5L/100km.
That makes sense, the B5 produces more power and torque, and it's 85kg heavier than the M5 at 2015kg.
Our test car's trip computer was reporting 13.2L/100km after flying low over country roads and slow city piloting. The more time spent in the urban warfare that is the daily peak hour commute, the more that figure crept and hovered around the 15L/100km mark.
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.
Ok, stay with me here. For this next bit you'll need a fresh egg, a lounge chair, and it might be a good idea to have some plastic bags and carpet cleaner on hand.
First, in front of the lounge chair flatten out the plastic bag and place the egg on it. Next, sit down on the chair and very carefully rest the ball of your foot on the egg with as little pressure as humanly possible.
This is exactly how little force you need to apply to the go-pedal of the B5 to accelerate from a standstill to 60km/h in about five seconds.
If anything sums up the driving experience of the B5, it's that sense of effortlessness.
Stomp on that accelerator, and you'll be shot to 100km/h in 3.5 seconds, without a hint of broken traction thanks to the all-wheel-drive system.
The ride should have been terrible on 20-inch wheels shod in low-profile rubber (Pirelli P Zero 255/35 front, and 295/30 rear), but the Alpina-tuned air suspension is close to miraculous in the way it cushioned and censored the potholes out of Sydney's worst roads. Yes, it can be a touch floaty, particularly in the Comfort Plus setting, but this is benchmark-setting stuff for a comfortable ride.
Don't expect this beast to roar. Unlike the M5, the B5 gets its work done without deafening everybody around it. Sure, the B5's V8 sounds amazing when you push it, but it's not brash, not loud and not lairy. Buy an M5 or Mercedes-AMG E63s if you want to be heard half a block before you get home, but you won't get that with the B5 and its exhaust system.
The B5 also handles well, but I have to say the engagement factor is low. I piloted it effortlessly through the twists and turns of my country test circuit and roads which normally have me grinning like a maniac behind the wheel had me feeling a bit disconnected in the B5. That air suspension, the numb steering and pedal actions make it difficult to ‘feel' the road.
It's highways where the B5 is a king, but even at 110km/h there's the sense that this car is still fast asleep and won't get out of bed for anything less than 150km/h - making it perfect for Germany's autobahns, but maybe not for here in Australia.
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 Alpina B5 is based on the BMW 5 Series which had a five-star ANCAP rating awarded to it in 2017.
Along with the comprehensive suite of airbags, traction and stability control, there's an impressive array of advanced safety equipment. Coming standard is AEB (front and rear), evasive steering, front and rear cross-traffic warning, blind-spot alert and lane-keep assist. The Alpina B5 also comes with BMW's emergency call function.
For child seats you'll find two ISOFIX mounts and three top tether points across the rear row.
If you're unfortunate enough to get a flat tyre, there's a puncture repair kit in the boot which works provided the hole isn't giant, as I've experience in the past with these systems.
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.