Mercedes-Benz C300 vs Genesis G70

What's the difference?

Over five decades, the Mercedes-Benz C-Class has pivoted between mastery and mediocrity, and all-too-often relied on that three-pointed star up front to win over buyers.

Thankfully, the W206 is one is one of the better generations. It's easier on the eye, comfier to travel in, more intuitive to use, safer across the board and a huge improvement to drive. On the evidence of the C200 and C300 launch grades, there's newfound depth and consistency to savour.

Sure, prices have gone up, the C200 could use a bit more power, the steering could benefit from a bit more feel, the odd build-quality glitch made itself heard and there's a fair bit of road noise at times, but overall, the C-Class now deserves to be at the top of your luxury medium sedan shopping list.

Particularly if you can afford to stretch to the rorty C300.

The updated Genesis G70 3.3T Sport Luxury is beautiful to look at and drive. It features premium features, trims and great power but the cabin is tight on space. Which makes it a little awkward to use, so this will suit a small family best or families where this may not be the primary mover. That said, I love the after-care program and it suited my small family of three, so it gets an 8.0/10 from us. 

If you're checking out the new C-Class for the first time from the front, you'll probably think… hmm, it looks just like the old one, and that's largely true.

But a side view reveals proportions that have changed significantly, thanks to the more raked windscreen, shorter overhangs and cleaner lines, which give it a slightly smaller S-Class look.

Which is more in fitting with where Mercedes wants to place this car against its 3 Series and A4 competitors.

Additionally, the taillights are split for the first time, allowing for a wider boot aperture since the lid now contains some of the lighting elements.

The shrunken limo looks aren't just the whim of some designer or Mercedes-Benz marketing department copywriter, either.

Underneath is an albeit highly modified version of the latest S-Class' MRA2 platform, which results in the longest (at 4755mm) and widest (at 1820mm) C-Class in the series' 40-year existence, as well as the first with this level of electrification capability.

Height and wheelbase dimensions also see a stretch, by 8mm and 25mm to 1450mm and 2865mm over the previous model respectively, and to the benefit of passenger accommodation.

Speaking of which, get used to this new interior aesthetic and general layout – it's a look that's probably going to filter through to most coming non-EQ-branded Mercedes models over the next few years.

From S to C to future E and A classes and beyond. It's a rare instance of trickle-down economics actually working!

The G70 sedan is absolutely gorgeous to look at and the our test vehicle's 'Kawah Blue' paintwork makes the crisp pleating across the body stand out.

The G70 has a muscular stance, much like its BMW rival, but the rear is softer in its shaping.

The front looks sophisticated with the wide-set LED lights and black air-intake vents. The sporty 19-inch alloy wheels and red calipers behind them hint at what the powerful V6 engine can do.

The interior looks high-end with our test vehicle’s white quilted Nappa leather upholstery and a soft-touch black headliner. The dashboard looks solid and robust but the slick looking 10.25-inch touchscreen multimedia system and digital climate control panel elevate the overall design. 

The only thing I didn’t like about the design was the ambient lighting. It’s limited to two panels on the roof and is a little distracting when you drive at night. I think if it was scattered more throughout the cabin, it would be less intrusive.

One of the best things about the new C-Class is that it's larger and therefore roomier than before. It's also higher quality, easier to use, more comfortable to sit in and - overall - more of a delight to behold.

In contrast, the old C-Class dash looked and felt like it was designed for a much cheaper car, especially compared to Audi's efforts.

Obviously related to the S-Class this time around, it's clear Tesla provided the inspiration for the twin floating screen look and layout, which are just right in their driver orientation and ease of functionality.

There's never really been anything wrong with Mercedes' old front seats, but these AMG Line items are both sumptuous and bracing, keeping their occupants well located ahead of the clever and thoughtfully laid out dashboard.

The brilliantly high-resolution MBUX multimedia and voice-recognition system now works as it should - intuitively and logically, with the screen menus simple to recognise and easy to use, and most without the need to get lost in confusing sub-menus. Just like BMW has managed for years.

If you want to change the instrumentation design, it's now a couple of clearly marked steps, using handily placed switchgear. The same goes for the superb climate control and audio systems. And the wireless Apple CarPlay/Android Auto connected faultlessly and worked a treat. Effortless see-and-push operation all round, backed by concise and classy graphics.

No more degree in Earth-to-Mercedes comm skills required to master this C-Class interior.

Yet there's just enough old-school Benz features to appeal to brand diehards, from the eternal door-card mounted electric seat controls and column-mounted gear shifter, to the deep centre console and turbine face-level air vents. They meld together beautifully with the advanced tech also on offer, like the optional augmented-reality head-up display with 3D-graphics.

Annoyingly, on one of our test cars, that tradition also extended to a couple of squeaks and rattles, proving that maybe Mercedes hasn't quite conquered all its past quality gremlins. And, like most luxury cars nowadays, endless ambient lighting choices are available of dubious taste.

Never mind. This is the finest C-Class front-seat environment since, well, probably the original W210 190E's of the 1980s.

And all those extra dimensions pay dividends in terms of interior space in the back seat.

There's plenty of knee room even with the tester sat behind their 178cm frame; head room is adequate even with the optional sunroof fitted, and there's ample shoulder space. So, it's more comfortable than any C-Class ever has been in terms of sheer dimensions.

Additionally, the rear backrest is well angled, while the cushion is deep enough to provide sufficient thigh support. But the centre perch is a bit of a squeeze for all concerned. Best avoided.

There's also added practicality to be found with the large and deep door pockets, front seat-back map pockets and folding centre armrest, that not only has a tablet holder, but when pressed in twice, also reveals sliding cupholders as well. Clever.

The C-Class rear seat is really lacking for nothing, with face-level air vents, overhead lighting, grab handles and coat hooks all highlighting the level of thought that went into making this a practical compact family sedan.

Plus, the C-Class comes with this folding ski port, which along with the folding rear seats, increases boot volume from 455L to, well, a lot more. While that's not quite as good as others like the BMW 3 Series, it's big enough for this car.

Note that there is no spare wheel, as the tyres are of the limited-distance runflat variety.

The practicality is hurt a little by the space available for passengers. The front row benefits the most when it comes to head- and legroom but if you’re ferrying passengers in the back seat, you’ll have to scoot your seat forward to accommodate them.

Especially if they’re tall because my knees brush the back of the driver’s seat when it’s in my driving position and I’m only 168cm tall!

The individual storage options throughout the car are okay for the class with the front enjoying a small middle console and glove box, two cupholders and two small drink bottle holders in each door.

The rear gets map pockets, two cupholders in a fold down armrest and two very small storage bins in the doors.

The other amenities are great in both rows and a high-level of comfort will be found for adults with the heat and ventilation functions on the front seats and the heat function on the rear outboard seats.

However, the width of the rear seat and the tall transmission tunnel means the middle seat should be strictly reserved for a kid. Think of the G70 as more of a four-seater if you have adults to carry.

The boot has a 330-litre capacity and it’s not too hard to reach to the very back if items roll that way. The back seat has a 60/40 split and there is a temporary spare tyre underneath the floor. 

In terms of technology, you get a USB-A and USB-C port up front, as well as, a 12-volt socket and wireless charging pad to choose from. Rear passengers get two USB-C ports and the boot features another 12-volt outlet.

The 10.25-inch multimedia system looks great and is easy to use with a responsive touchscreen. It also has built-in satellite navigation, wired Apple CarPlay and Android Auto and the system now features over-the-air updates and Genesis Connected Services functionality.

The digital climate panel is responsive and very simple to operate, which is handy when on the go. The 12.3-inch digital instrument cluster is semi-customisable and it’s handy that the 8.0-inch coloured head-up display pulls through satellite navigation directions and traffic sign information. 

The G70 3.3T Sport Luxury sedan on test here is priced at $88,000, before on-road costs, which is $7000 more expensive than the 2.0T Shooting Brake version. That positions it right in the middle of its nearest competitors and you get some fab features included. 

The premium items include electric front seats with heat and ventilation functions, heated rear outboard seats, Nappa leather upholstery and other leather trims, a sunroof, a heated leather-wrapped steering wheel and a premium 17-speaker Lexicon by Harman sound system.

The update sees the G70 now have an intelligent speed limit assist feature, the 'Genesis Connected Services' app and over the air updates to its software.

Other standard features include keyless entry, keyless start, remote start from the key fob, a powered tailgate, 19-inch alloy wheels, a temporary spare wheel, dual-zone climate control and extendable sun visors.

Probably the biggest departure compared to any previous C-Class is this generation's switch to direct-injection four-cylinder-only powertrains – including the coming Mercedes-AMG high-performance versions. Now that should be interesting.

As mentioned earlier, the C200's four-cylinder turbo engine is now about 25 per cent smaller in capacity, down from 2.0L to a 1496cc 1.5L twin-cam 16-valve turbo engine. Dubbed the M254, it pumps out 150kW of power at a high 6100rpm and 300Nm of torque between 1800-4000rpm.

That's not to say it's lacking in muscle, though, since it can sprint from zero to 100km/h in 7.3 seconds, on the way to a 245km/h top speed. These outputs are at least a match for the bigger-engined 3 Series and A4 equivalents, by the way.

If it's more you want, then the C300 features a 1999cc 2.0L turbo version of the M254, delivering 190kW at 5800rpm and 400Nm between 2000-3200rpm. This slashes that 0-100km/h time to a speedy six seconds flat. There's also an extra 20kW of overboost available for short periods if you're really in a hurry, while - where legal - it's possible to hit 250km/h.

Both send drive to the rear wheels via a nine-speed torque-converter automatic transmission, while the 48V mild-hybrid system, dubbed EQ Boost, employs an integrated starter-generator and lithium-ion battery that provides an additional 15kW and 200Nm of electric boost at low engine speeds.

So, while it doesn't ever run purely on electricity, the electrification tech certainly either brings more punch or takes the load off the petrol engine, depending on how you're driving it.

The G70 3.3T Sport Luxury sedan has a 3.3-litre V6 turbo-petrol engine with a maximum power output of 274kW and 510Nm of torque. The G70 sedan is a rear-wheel drive and features an eight-speed auto transmission.  

The V6 engine responds eagerly, being able to do a 0-100km/h sprint time in just 4.7-seconds. Suffice it to say it’s fun to drive.

Remember when I said that the C-Class moved to an all-four-cylinder engine range? Well, that's primarily to help it better meet fuel consumption, efficiency and lower emission targets.

On the Australian combined fuel consumption cycle, the C200 manages 6.9 litres per 100km – and that's extremely impressive for a medium-sized sedan weighing almost 1.8 tonnes. So is the fact that the larger-engined C300 returns only 0.4L/100km more at 7.3L/100km. Fitted with a 66-litre tank, these numbers suggest that the former can average nearly 960km between refills while the latter can manage just over 900km.

These figures translate to averages of 157 and 164 grams per kilometre of carbon dioxide emissions respectively. On the flipside, both these Euro-6 emissions rated engines require 98 RON premium unleaded petrol to deliver their best.

So much for lab tests. Out in the real world, we drove both cars for several hundred kilometres on a hot summer's day, from inner Melbourne during peak-hour traffic, to some great curvy rounds out in central Victoria, featuring some tight corners and ample opportunity to really stretch both cars' legs.

Over these routes, we averaged an indicated 8.4L/100km in the C200 and – astonishingly – 7.4L/100km in the C300. Yes, the larger and more powerful engine proved more economical.

Clearly, along with the advanced aerodynamics, engine stop/start system and 48V mild-hybrid tech, all that downsizing works. No wonder Mercedes deemed it unnecessary to bother with diesel engines for this generation C-Class.

The compromise for getting all of the power is that she’s a thirsty gal and the official combined cycle fuel consumption figure is 10.4L/100km and my real-world usage came to 10.6L/100km.

However, that’s after mostly doing open-roading – expect the fuel usage to be higher in an urban setting.

Based on the combined cycle and the 60L fuel tank, expect a driving range of around 577km on average. Which means you’ll be filling up more on a longer journey than more efficient sedans.

There has been a philosophical shift in how the C-Class is presented.

Even with their standard-in-Australia AMG Line package, the regular grades like the C200 and C300 are now leaning into the brand's luxury heritage, while the BMW-baiting sports sedan versions will be left to the coming AMG versions.

And this in turn profoundly informs how the W206 drives.

Even with the optional Sports Pack on 19-inch wheels, the C200 as tested finally feels like a premium midsized sedan experience. Muted at start up, the 150kW/300Nm 1.5L turbo steps off the line smartly and smoothly, its nine-speed auto shifting effortlessly through the gears to keep the engine feeling lively and lusty.

Around town it's easy to mistake the engine as a larger-capacity unit, since throttle response is instantaneous, with little to no lag detectable. It's a strong start for a base powertrain, especially as the C200 settles into a relaxed cruise at freeway speeds. Cycling through the driving settings also reveals how feisty the 'Sport' mode is.

But the 1.5L's lack of size becomes obvious the moment you need to overtake quickly, or when a quick squirt of acceleration up a hill is required, because the engine needs plenty of revs to approach that 6100rpm power peak. While still pretty brisk in these situations, it's also fairly vocal too, with a sense of having to work hard to maintain momentum.

Switching to the C300 highlights how much better suited the 190kW/400Nm 2.0L turbo is to highway driving, leaping forward with much more force and conviction, across the entire performance spectrum. In every metric, this is a better choice – throttle response, mechanical refinement, cruising ease. And the fact that the onboard computer showed less fuel consumption cements our preference for the larger-hearted C-Class.

In fact, both models possess a chassis that feels like it could do with a whole lot more power. Light and tight around town, the steering weighs up nicely at higher speeds, with a linear and reassuringly planted feel. The same also applies to how confident and controlled the Mercedes feels through fast, tight turns, yet settles into a relaxed and comfortable tourer along long, straight stretches of road.

It's a pity, then, that such dynamic agility and prowess doesn't really involve the driver, since the steering feels quite isolated from what's going on underneath; for the vast majority of C-Class buyers, that's fine. But, as a quick spin in any latest BMW 3 Series or Jaguar XE will reveal, there isn't an intimate, two-way connection going on here. That's probably going to be reserved for the AMG models.

Our C200 rode on bigger wheels and steel springs, while the C300 was fitted with optional adaptive dampers. In the previous-generation C-Class, the differences would be stark: a busy and jittery ride in the former, compared to soft yet still unsettled suspension in the latter.

That's all ancient history now, as even the 'passively' suspended C200 now isolates its occupants from the rough and tumble of our inconsistent roads. Still firmish, but no longer harsh.

And the C300 with adaptive dampers seems downright plush by comparison, while offering the driver personalisation options within the aforementioned driving models to tailor the steering, performance and engine sound settings that best suit the prevailing mood.

Too bad there's some road and tyre noise intrusion heard inside when driving over coarse bitumen roads. This is a common pitfall amongst German vehicles in Australia.

Still, it doesn't detract from the fact that the whole chassis set-up can at-last cushion and cosset occupants like, well, a mini S-Class.

Which is the whole point of the W206 C-Class. It now majors on comfort and reassurance like the better Mercedes-Benz models used to, while still being suave and sprightly enough to be a memorable – if not over-exciting – drive.

As a result, the C300 especially is a much-more likeable car than past iterations. Just remember to tick the adaptive damper option for the most optimal experience. Job well done, Mercedes.

The G70 sedan is a lovely car to drive with graceful handling and a good well of power to dip into.

That oomph is there when you need it and it’s as easy to drive in the city as it is on the open-road.

The responsive steering makes the G70 sedan feel nimble and well-balanced in turns, even when you accelerate out of a hair-pin corner.

The suspension is on the firm side and that can lead to a few grunts when you hit bigger bumps but the ride is not unpleasant, even for back-seaters. 

The cabin is generally quiet but you can get road/wind noise at higher speeds. It’s not enough to intrude on chatting but you don’t forget it’s there, either.

The G70 sedan is easy to park because it has an outstanding 11m turning circle. The 360-degree camera system is clear and the front and rear parking sensors make light work of a tight car park.

The Genesis G70 has a great suite of safety features and it’s almost a case of what doesn’t it have.

But a real highlight is the blind-spot view monitor which pops a video feed of your blind spot onto your instrument cluster. Very handy to have in a city setting!

The G70 has a maximum five-star ANCAP safety rating from testing done in 2018, with the update now featuring 10 airbags, which is fantastic for the class.

Other standard safety features include blind-spot monitoring, blind-spot collision avoidance assist, driver attention warning, forward collision warning, lane keeping aid, lane departure alert, rear cross-traffic alert, rear occupant alert, adaptive cruise control with stop and go function and a tyre pressure monitoring system.  

A clear 360-degree camera system as well as front and rear parking sensors also come standard.

The G70 has AEB (operational from 10–180km/h) with pedestrian and cyclist detection.

There are ISOFIX child seat mounts on the rear outboard seats and three top tether anchor points but only two child seats will fit. Front passenger comfort may be compromised for front occupants when a 0-4 rearward facing child seat is installed.

Kudos to Mercedes-Benz for being the first luxury manufacturer in Australia to offer a five-year/unlimited kilometre warranty – matching most other mainstream makers. Lexus and Audi have only recently followed suit.

A five-year roadside assistance subscription is also included. Service intervals are 12-monthly or at every 25,000km, whichever occur first.

Additionally, a four-year capped price service plan is available, at $550 for the first year, $900 for the second, $1000 for the third and $2450 for the fourth, totalling $4900.

Alternatively, buyers can also choose three pre-purchase service plans to save a bit of money, but these must be bought prior to the first service.

The Genesis after-purchase program is hard to beat and such a treat because you get five years or up to 50,000km complimentary servicing with the G70. How good is that? 

The G70 also comes with a five-year/unlimited km warranty and the servicing intervals are every at 12-months or 10,000km, whichever occurs first. The interval could be annoying if you travel a lot but any annoyance will be softened by the fact that the services are free.