Mercedes-Benz C300 vs Toyota Prius

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 Prius can rest its weary head. The Age of the Hybrid has begun. Even though this iconic eco car might have lost its ultimate purpose to more mainstream models in the last few years, it’s still the best execution of Toyota’s hybrid tech on the market and if you can look past its divisive-as-ever looks, it’s comfortable and practical, too.

The brand’s Australian division promises the Prius will stick around in one form or another, so we’re keen to see what its next iteration will look like. Plug-in? Fully electric? Time will tell.

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 Prius is the very visage of economic motoring. Derided by big-engine lovers, and adored by the eco-crowd, the fact that the Prius’s wedge-shaped frame is more about function than form tells you everything you need to know about this car.

It blends with Toyota’s latest design language, the face and bodywork containing some subtle nods to other models that would launch after it, like the Corolla, Camry, and C-HR.

What always surprises me about even this top-spec Prius is its dorky ride height. For a car with such a low drag coefficient, it sits so far off the ground! The 17-inch wheels look almost out of alignment with the body in those wheelarches.

Round the back, the Prius’s integrated spoiler and glasshouse bodywork are as divisive as ever, with more extreme pointed light fittings leaning into the effect created by its boxy, rear three-quarter view and mirroring the shape of the LED headlights at the front.

Of course, this car is less about being looked at as it is about its drag coefficient of 0.24 Cd, which is one of the lowest on any production car.

Inside, things again prove divisive, with a minimalist dash, a swoopy gloss highlight piece that frames the central vents and multimedia screen, and an odd, centrally mounted dash cluster, which is a usability faux pas.

In the case of the I-Tech at least there’s a holographic display which can put up useful information to help prevent your eyes from drifting too far from the road. Still, I can’t help but feel like this whole interior ethos is futuristic for the sake of being futuristic, with a little less thought given to how practical it is, compared to the brand’s other models.

The leather-appointed trim across the wheel and soft plastics in the door and dash-topper are appreciated, and there’s attention to detail in the little ‘Prius’ logos on the vents. However, I found the dull multimedia screen to be susceptible to glare during the day, and the big integrated panel in which it sits is made from a tinny gloss plastic, which will easily to get covered in fingerprints and scratches.

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.

If nothing else, all of the Prius’s edgy design gives it plentiful interior space. Toyota granted this generation of Prius a low seating position and tall roof, which combine with the distant dash elements to make for a spacious cockpit for the front two occupants.

The seat design in the top-spec I-Tech is also cushy, reminiscent of the seats in high-spec Camrys, and I had absolutely no trouble finding a comfortable driving position. If there’s one thing to be said for the annoying, centrally mounted instruments, it’s that you don’t need to consider the position of the wheel interfering with their visibility.

The Prius’s total glasshouse grants superb visibility out the front and sides, with large wing-mirrors, too. The only downside is that integrated spoiler at the back, which makes for a distracting view out the rear mirror that I’m sure any owner will quickly become accustomed to.

Soft trims across the doors and centre console, even in the back seat, make the Prius cabin a comfortable place to be, too.

Ergonomics have not been forgotten, with the multimedia screen and climate unit having useful and easy-to-reach physical dials and toggles for all the key functions. Even changing gear is a breeze in the Prius, with its odd little rosebud-shaped shifter simply a flick of the wrist from where your arm sits.

I do wish Toyota had made better use of the large area under the climate unit, however. The front part of the centre console is exclusively for the wireless-charging bay alone, and the rest of the space is constructed from a smoothly contoured gloss-finish plastic panel. It has looks to match the Prius aesthetic, but it’s no good for storing anything other than a single phone. It would have been better to make a large bay here with a rubberised finish.

Thanks to the lack of a physical handbrake in the centre or any other buttons or functions, there are two large bottle holders with variable edges.

A huge centre-console box and large door bins round out the Prius’s front-seat storage options.

Room in the rear seat is excellent, my 182cm tall frame had stellar amounts of space for my legs and head, as the roofline continues through to that raised rear spoiler. The comfy seat trim continues, although the padding in the base is notably not as good as it is in the front.

There are some useful pockets on the backs of the front seats and a drop-down armrest with cupholders for rear passengers, too.

Finally, the awkward rear of the Prius makes for a fantastic boot capacity, one advantage this car still holds over its hybrid Toyota stablemates. Capacity for the I-Tech is a mid-size-SUV rivalling 502-litres (VDA), which easily consumed our CarsGuide test luggage set and is even bigger than the base Prius, at the cost of the space-saver spare wheel. The I-Tech only has a repair kit to go with its larger alloys.

This Toyota Prius in top-spec I-Tech form costs a whopping $45,825 before on-road costs, which is a tall order, especially given the fact that the technical advantage this car once had to help justify its price-tag has been lost to the rest of Toyota’s range.

An equivalent Corolla hybrid, even in top ZR trim, can be had from just $34,695, and even the much larger Camry in its highest hybrid SL trim is more affordable, at a suddenly cheap-looking $42,790. All three Toyotas are sourced from Japan.

Not a good start in the value battle, then, especially since those other Toyotas are not just hybrids, but great cars in their respective segments.

The Prius I-Tech’s most direct rival is the similarly shaped and sized Hyundai Ioniq Premium, which can be yours from $40,390 with competitive equipment. Hyundai is not only hunting Toyota with this car, but flexing its deep pockets by selling the Ioniq in Australia as not just a hybrid, but a PHEV and a full EV, too.

Thankfully, the I-Tech comes with some decent gear, sporting 17-inch alloy wheels, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, digital radio, a 4.2-inch digital information display, a holographic head-up display, full LED lighting with auto-levelling, leather-appointed seat trim, auto dimming rear vision mirror, wireless phone charging, 10-speaker audio, and improved interior trims over the base car.

The I-Tech also scores a larger boot capacity and an improved safety suite compared to the base Prius. More on that in later sections of this review.

Is the Prius “good value” then? It's still a no, as all of this equipment can be had in bigger, more mainstream Toyota models, and far more affordable rivals. It’s a shame Toyota hasn’t brought the Prius’s cost down in the five years since this generation launched, because in today’s market it makes less sense than ever.

That said, there is a certain niche audience for this car. One that will always love its little innovations, like the fact that it has one of the lowest drag coefficients on the market, its stellar fuel-consumption number, and its claimed 40 per cent thermal efficiency.

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.

It wouldn’t be a Prius without Toyota’s signature hybrid synergy drive technology. In this most original case it consists of a 1.8-litre four-cylinder petrol engine, which uses the more thermally efficient but less powerful Atkinson combustion cycle, producing 72kW/142Nm, paired to a set of electric motors on the front axle, which can produce up to 53kW/163Nm.

Combined system output is rated by Toyota at 90kW, driving the front wheels only via a continuously variable automatic transmission (CVT). This system is the same one now also employed in the C-HR and Corolla hybrid grades.

The Prius’s electric motors source their power from an older design nickel-metal hydride battery (instead of the more modern lithium-ion setup) located under the boot floor.

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 Prius’ sandpapered hybrid drive, low drag number, weight reductions, and low-rolling-resistance tyres add up for a stellar official/combined fuel-consumption figure of just 3.4L/100km. While its signature hybrid tech might be available on other Toyota’s, it’s here where the Prius still shines, undercutting the others by almost a whole litre every 100km.

But can it live up to that promise in the real world? Over my week of what I would consider to be reasonable ‘combined’ driving conditions; with plenty of traffic, freeways, and suburban driving, the Prius returned a stellar figure of just 4.0L/100km. This is not just one of the lowest figures I have ever achieved on a test car, it is even lower than the Corolla Hybrid that I tested over a three-month period. I couldn’t get that car below 4.9L/100km, despite by best attempts.

For a true rival comparison, my week-long test of the Ioniq hybrid in 2019 had the Korean managing a fuel number of 4.6L/100km.

You need not worry about kWh energy consumption for the Prius, as its hybrid system’s software manages the state of battery charge on the fly. It will simply run the engine to charge the battery if levels drop too low, although it always feels good to make the most of the motor’s regenerative braking to keep the battery topped up.

It’s clear that the Prius is still the king of hybrid, then. At least for the time being. All Prius models have 43-litre fuel capacities and are able to consume base-grade 91RON unleaded.

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 Prius was responsible for popularising Toyota’s Hybrid Synergy Drive, and fittingly, it still feels like the best execution of the technology on the market. That instantly available torque from the electric motor is sleek, quiet, and easy. It feels as though the Prius can make more extended use of purely electric drive than not only its rivals, but all other Toyota and Lexus hybrid products.

Despite its awkward exterior looks, the ride and handling of the Prius are excellent, thanks to its robust TNGA-C underpinnings (in fact, the Prius was the car to debut this platform for Toyota). It tilts into corners nicely, despite a frumpy ride height, and deals with bumps in its stride. This is a comfortable car, and the Lexus influence here is undeniable. The steering characteristics are also smooth and responsive. I wouldn’t go so far as to say the Prius is fun to drive, but it is certainly comfortable and compliant.

What the Prius lacks is the lower, firmer, and more aggressive ride and handling characteristics of its Hyundai Ioniq rival, perhaps a telling insight into the trajectory of each brand.

These characteristics add up to an around-town driving experience that really is a breeze. It’s quiet in the cabin and at times genuinely hard to tell whether the car is using its electric motors or the engine. When it comes to bursts of acceleration, the Prius might surprise you. Using both the motor and engine in tandem, I found that the Prius can sprint from the line with an alarming urgency, more so than its Corolla sibling. With the same tech behind the accelerator pedal, it’s hard to imagine why.

Once the electric motor has reached its strictly defined limit, though, the engine breaks in with a vengeance, and this car does have an anaemic follow-through when the electric components fall to the wayside. As in other applications of this drivetrain, the 1.8-litre Atkinson-cycle petrol engine can be thrashy and noisy when a lot is asked of it.

Of course, driving in such a sporty manner is hardly the point of the Prius, and where it really excels is in that day-to-day traffic grind, where the hybrid system works largely in the background to maximise the time spent with the engine off. The best part? While you can really fall into the hybrid system’s addictive fuel-saving displays, which really encourage hypermiling, this is a set-and-forget system. You can drive the Prius like any other car, and it will be trim on fuel consumption anyway. It’s not like I was trying awfully hard to attain my weekly figure of 4.0L/100km, so I’m sure it can do better over the long term.

The Prius wears a maximum five-star ANCAP safety rating to the 2016 standards, although even in today’s market it has a great active-safety suite.

Standard modern active features on all Prius models include freeway-speed auto emergency braking with pedestrian and daytime cyclist detection, lane-keep assist with lane-departure warning, adaptive cruise control, traffic-sign recognition, and auto-high beams. Our top-spec I-Tech adds blind-spot monitoring and rear cross traffic alert, for an overall excellent suite.

All Prius varaints are also equipped with seven airbags consisting of the standard front, side, and head, as well as a driver’s knee airbag, and the standard array of electronic stability and brake controls are also present.

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.

Toyota’s range-wide warranty currently stands at five years or unlimited kilometres, which is really the accepted industry standard and matches its key Ioniq rival.

Annoyingly, however, the Prius needs to adhere to six-monthly or 10,000km service intervals. Said intervals are capped to $165 per visit for the first six visits under Toyota’s “service advantage” program, after which time you fall back to Toyota genuine servicing with significant price hikes to $221.97, and $425.47 for the next two services covering four years or 80,000km.

A year of roadside assist is included, after which time you will need to subscribe to Toyota’s program, from $89 a year.

While Toyota’s offering is on par with many, it’s hardly the cheapest or most comprehensive we’ve seen.