Mercedes-Benz C-Class VS Volkswagen Passat
- 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
- Awesome fun
- Wagon practicality
- Feature laden
- Not cheap
- Interior a little dated
- Destined to be underappreciated
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|
Is life prying a hot hatch from your cold, dead hands? The story haunts car enthusiasts and echoes through time.
Family life has come knocking, so the go-fast hatchback must go, ultimately to be replaced by something more ‘sensible.’
Don’t worry, though, life isn’t over yet, you don’t have to kick around a dealership letting the depression sink in as you stare at SUV after SUV in a vain hope for something with a bit of spirit.
Volkswagen, the brand which likely gave you the hot hatch problem in the first place with its legendary Golf GTI and R, has the answer. While the word ‘Passat’ might not ring with much force in the minds of enthusiasts, this latest iteration, the 206TSI R-Line might just be the 'sensible family car' solution you’re searching for, and VW’s best kept secret.
|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.
Dear former hot-hatch owner and wagon appreciator. The search is over. This is the anti-SUV your heart desires at a fraction of the cost of Audi’s S4, or bahn-storming RS4. It’s as comfortable as it is fun, with subtle looks to boot, just don’t expect it to knock your socks off in quite the same way as a Golf R. You’ll have passengers to think about, after all.
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.
The Passat is attractive but understated. Not a head-turner, but the kind of car which needs to be properly looked at to be appreciated.
In the case of the R-Line, VW has gone to lengths to toughen it up with its sleek bodykit. The 'Lapiz Blue' signature colour aligns it with performance heroes in the VW range like the Golf R, and the mean looking gunmetal wheels and slim rubber is enough to get those in the know rubbernecking at it.
It’s the market’s latest quiet performer, epitomising the ‘sleeper wagon’ vibe, evoking echoes of legends past like the Volvo V70 R without being as loud as Audi’s RS4. A car that's seen, but not looked at.
The interior continues this theme with a simple but attractive design adorned with LED lighting, highlight strips across the dash, and quality trims in the doors.
The Passat has been augmented with today’s expected digital features, including VW’s stellar digital cockpit and classy 9.2-inch multimedia screen.
Volkswagen’s Audi-descended digital features are some of the smoothest and best looking on the market, and the multimedia suite slots nicely into its gloss surroundings.
The interior is well built and inoffensive, but in terms of its design I cant help but notice the Passat is starting to feel a little old, especially compared to the new-generation Golf and its more revolutionary interior design which also arrived this year.
While it’s nice the Passat scores the brand’s new steering wheel and logo, areas like the centre console, shifter, and some trim surrounds are just starting to feel a bit dated.
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.
Even if you’ve got a significant other breathing down your neck, you can tell them the Passat is even more practical than its Tiguan sibling!
In the cockpit the usual quality Volkswagen ergonomics are present. The key for drivers will be the R-Line’s lovely bolstered seats, quality partial leather interior trims which extend into the doors for comfort, and the sporty low seating position.
Adjustability is excellent, and that new wheel feels great.
Unlike the Tiguan R-Line, the Passat doesn’t get the haptic-feedback touch panel wheel controls, but to be honest you don’t need them, the nice clicky buttons on this wheel are the best.
Unfortunately, this is where the collection of lovely clicky buttons ends. The multimedia and climate panels in the updated Passat have gone completely touch.
To be fair to VW here, it is one of the better executions of touch interfaces I’ve had the misfortune to be forced to use.
The shortcut buttons which flank the multimedia screen have nice big areas so you don’t fumble them, and the climate panel is remarkably easy to use, with tap, slide, and hold functions for shortcuts.
Still, what I wouldn’t give for a volume or fan-speed dial at the very least. It mightn’t look as slick but a dial is unbeatable for adjustment while you’re concentrating on the road.
The back seat in every Passat variant is superb. I have leagues of legroom back there behind my own (182cm/6'0" tall) seating position and there isn’t a single area where VW has skimped out on the quality trims which appear in the front seats.
Rear passengers even get their own climate zone with easy adjust buttons and directional air vents. There are large bottle holders in the doors and three more in the drop-down armrest.
Rear passengers also score pockets on the backs of the front seats (although they miss out on the triple pockets in the new Tiguan and Golf), and for ease of access (you know, for fitting that child seat) the rear doors are huge and open nice and wide. They even have built-in sunshades to protect little ones from the sun.
Boot space? Now, this is where a wagon shines. Despite all that cabin room, the Passat R-Line still manages to sport a gigantic 650-litre boot capacity, complete with tie-down nets, a luggage cover, and even a built-in retractable divider between the boot and cabin – great for if you have a larger dog, and safe if you need to carry around lots of luggage.
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.
Well, that depends on what you’re looking for in a wagon. If you could relate to my preamble you’re looking for the rush this car offers.
And if you were once willing to fork out the extra for a hot hatch, I’m willing to bet you’ll appreciate what the extra spend ($63,790, before on-road costs) gets you in the R-Line.
If not? You can save significant dollars looking to the stalwart Mazda6 wagon (even a top-spec Atenza will only set you back $51,390), Style-focused Peugeot 508 GT Sportwagon ($59,490), or the Skoda Octavia RS ($52,990), which is essentially a less powerful front-drive variation on the Passat theme.
Our Passat, though, while only just below the Luxury Car Tax (LCT) cut-off, is unique among its peers, offering Golf R levels of power as well as an all-wheel drive system to set it apart for keen drivers.
Standard equipment is good, as you’d expect at this price point, with the R-Line featuring 19-inch ‘Pretoria’ gunmetal alloy wheels to match its more aggressive stance and bodykit, 10.25-inch ‘Digital Cockpit Pro’ instrument cluster, 9.2-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity, built-in sat-nav, 11-speaker Harman Kardon audio system, leather-appointed interior trim, sports seats with 14-way power adjust for the driver, heated front seats, full ‘Matrix’ LED headlight and tail-light clusters (with progressive LED indicators), and tri-zone climate (with a separate climate zone for the rear seats).
The R-Line also scores some bespoke interior trim items and a panoramic sunroof as standard.
That’s heaps of stuff, and while it’s still missing a holographic head-up display and wireless charging bay offered by rivals, it’s not too bad at the price offered.
Again, the engine and all-wheel drive system are what you’re really paying for here, as the lion’s share of gear is offered on more affordable versions in the Passat range.
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 R-Line packs the good stuff here, a version of the brand’s renowned performance ‘EA888’ four-cylinder turbocharged petrol engine which also appears in the Golf GTI and R.
In this instance it provides the namesake 206kW and 350Nm of torque.
The 162TSI which appears in the Alltrack was great, but this version is even better. The R-Line pairs this engine with a six-speed dual-clutch automatic transmission and drives all four wheels via VW’s ‘4Motion’ variable all-wheel drive system.
It’s an excellent powertrain, and none of its rivals provide a car in quite the same performance-oriented niche.
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 R-Line’s larger engine does carry a fuel consumption cost over the tamer 140TSI and 162TSI options in the range.
Official combined cycle fuel consumption is up from the mid-sixes in the rest of the range to 8.1L/100km, which is unsurprising.
In my few days of thoroughly enjoying this car, however, it returned a dash-indicated figure of 11L/100km, perhaps a more accurate indication of what you’ll get if you drive this vehicle as intended.
Like all VW petrol cars, the Passat R-Line requires mid-shelf 95RON unleaded fuel, and has a large 66-litre fuel tank.
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.
If you’ve driven a VW in recent years the Passat R-Line will be a familiar experience. If you haven’t, I think you’ll welcome what’s on offer here.
Put simply, this car in the 206TSI grade is one of the best engine and transmission combinations Volkswagen offers across its whole range.
This is because the brand’s signature dual-clutch automatics, which are fraught with minor issues when paired with lesser engines, shine when paired with torquier performance options.
In the case of the R-line, this means snappy performance typified by a strong turbo surge, angry engine note, and a responsive transmission.
Once you’re over the initial moment of turbo-lag, this big wagon leans back on its haunches and simply bursts to life out of the gate, with strong low-end torque controlled through momentous grip as the all-wheel drive system balances drive across the two axles.
The dual-clutch responds nicely, whether you leave it in automatic mode or choose to shift yourself, in one of the few instances where paddle-shift systems shine.
The R-Line’s progressive steering program shines when it comes to tilting this wagon into corners, giving you an unforeseen level of confidence, and it’s all backed by superb grip from the performance rubber and again, that variable AWD system keeping everything well and truly under control.
Despite the large power on offer, I struggled to get so much as a peep out of the tyres. And while performance is not quite Golf R level, it’s certainly somewhere between there and the Golf GTI, weighed down quite literally by the heft of the Passat’s larger body.
The trade off is well worth it. This is a car that allows the driver to have an absolute blast behind the wheel while also ferrying passengers in relative luxury and comfort.
Even the ride is finely finessed despite the large 19-inch wheels and low-profile tyres. It’s far from invincible though.
You’ll still want to steer well clear of potholes. What’s unpleasant in the cabin will be doubly so for the poor (expensive) tyres, and this makes the low-set ride not quite as ready for the trials of the suburbs as many of its more comfort-focused rivals.
Still, this is a performance variant by name and nature and while the goalposts are still way up in RS4 territory for hot mid-size wagons, this is the kind of reasonably-priced, warmed-over wagon which hot hatch lovers will be craving.
Suffice to say it’s more fun than you’ll have in pretty much any SUV.
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.
Volkswagen’s new ethos is one we can get on board with, and that’s to provide the full safety suite across the whole range in its latest offerings.
In the case of the Passat, that means even the base 140TSI Business gets its collection of ‘IQ Drive’ active features, including freeway speed auto emergency braking with pedestrian detection, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, and adaptive cruise control with ‘semi-autonomous’ steering features.
Extra stuff includes proactive occupant protection, which prepares the cabin in the instant before an imminent collision for optimal airbag deployment and seat belt tension, and a new emergency assist feature which will bring the vehicle to a halt when the driver becomes unresponsive.
The Passat range has the full array of airbags including a driver’s knee airbag, as well as the expected electronic stability, traction, and brake controls, for a maximum five-star ANCAP safety rating, carried over from the pre-facelift model in 2015.
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.
Volkswagen continues to offer its five-year, unlimited kilometre warranty across its range, placing it alongside most of its Japanese and Korean rivals, but behind Kia and the latest batch of Chinese up-and-comers.
Still, none offer a performance wagon in this space, so the Passat remains the standard here.
Volkswagen offers its cars with pre-packaged servicing which we recommend as it comes at a significant discount overpaying as you go.
In the case of the R-Line this means $1600 for the three-year pack or $2500 for the five year pack, saving you a max of $786 against the capped-price program.
It’s not the cheapest we’ve seen, but it could be much worse for a performance-focused European car.