Mercedes-Benz E-Class VS Mercedes-Benz C-Class
- Numb steering
- Rear headroom in coupe/cabrio
- So-so warranty
- 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
To say Mercedes-AMG is popular in Australia is like saying the young people are fond of Drake, or that football fans seem to appreciate Ronaldo’s skills.
Per head of population we buy more of the three-pointed star’s go-fast specials than any other country on the globe. Typically, between 15 and 20 per cent of all Mercs sold here are of the AMG variety.
The ‘43’ suffix appeared on C and E Class variants, meaning a 3.0-litre, twin-turbo V6 had been slotted under the bonnet, providing enough grunt for day-to-day enjoyment without the hardcore edge of a big-banger V8.
But the boffins at AMG’s Affalterbach HQ can’t seem to help themselves because the E 43 has been replaced by, you guessed it, the gruntier E 53.
Powered by a 3.0-litre, in-line six-cylinder turbo engine, the 53-series delivers close to 15 per cent more power and a huge dollop of extra torque courtesy of its tricky ‘EQ Boost’ starter/alternator system.
So, has the civility and relative efficiency of Merc-AMG’s only slightly psycho E Class models been maintained, or has another beast been released?
|Engine Type||3.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
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 Mercedes-AMG E53 is a supremely refined and satisfying performance/luxury package. For those who want the practicality and style of a high-spec E-Class, with an extra performance boost (but not the full-fat V8 drama) it’s got to be an appealing option. Plus, the high-tech hybrid drivetrain is brilliantly executed and seamless in operation.
Does the E 53 AMG do enough to warrant the hallowed Affalterbach seal of approval? Tell us what you think in the comments section below.
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.
Keen car-spotters will pick the E 53 courtesy of its ‘twin-blade’ radiator grille (in silver chrome) with black mesh insert in place of the standard E-Class ‘diamond’ version, and a distinctive ‘A-wing’ front apron design.
AMG-specific side sill panels link the front fascia to a rear treatment including a high-set diffuser panel and quad exhaust tailpipes finished in high-gloss (black) chrome.
The interior doesn’t vary dramatically from other high-end E-Class variants, the biggest differences being grippier, leather-trimmed sports seats, dark ash wood trim on the dash, console and doors, plus an ‘AMG Performance’ steering wheel trimmed in nappa leather.
A twin (12.3-inch) screen ‘Widescreen Cockpit’ media and instrument array includes the ability to scroll through an AMG-specific digital display, scrollable through ‘Classic’, ‘Sporty’ and ‘Progressive’ configurations.
Via the AMG menu it’s also possible to call up read-outs including engine and transmission oil temp, acceleration (longitudinal and lateral), engine outputs, turbo boost pressure, tyre temps and pressures, as well the current vehicle set-up.
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.
Despite availability in sedan, coupe and cabriolet form, the E 53 launch drive program focused exclusively on the coupe and cabrio.
Like all E-Class models the E53 offers plenty of space up front, as well as a generous, lidded console box incorporating multiple USB ports.
A second flip-top section in front of the media controller houses a pair of cupholders, oddments space and a 12-volt power outlet, plus there’s a medium-size glove box, and the doors feature long bins including big bottle holders.
Rear room in the sedan is typically E-Class generous, with three adults across the back seat a genuine option on shorter journeys.
Adjustable air vents are welcome, and a fold-down armrest houses two cupholders and a lidded bin, with another two USB ports provided. Door pockets incorporate bottle holders and there are map pockets on the front seatbacks.
The sedan’s boot capacity is 540 litres, more than enough to swallow a pram and accompanying baby ‘stuff’, or our three-piece hard suitcase set (35, 68 and 105 litres). And the 40/20/40 split-folding seat back liberates yet more space.
Backseaters (two only) in the coupe and cabrio are well catered for. Legroom is surprisingly substantial, although with the roof up, at 183cm, headroom for me was just adequate. With the cabrio’s roof down however, that improved considerably. Worth noting that sensors in the front seats’ adjustment system stop them from hitting a rear passenger’s knees. Nice.
In terms of storage and convenience, there’s a pair of cupholders between the seats, adjustable air vents, map pockets, and some oddments space near the outside armrests.
Boot capacity in the coupe is 425L and 385L in the cabrio, with the rear seat splitting and folding to offer through-loading space. An electrically controlled, retractable separator in the soft-top’s boot defines the space filled by the roof when folded (which still leaves 310L).
Tyres are run-flat on all variants, so don’t bother looking for a spare of any description.
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.
Price and features
Pricing for the Mercedes-AMG E 53 ranges from $167,129 (plus on-road costs) for the sedan, through $172,729 for the coupe, and $181,329 for the cabriolet.
Then the cabrio is something of an outlier, with the BMW M4 Competition ($165,615) again a smaller but faster and cheaper option. In the hunt for other performance-focused 2+2 convertibles, you’re into the entry-point of Porsche’s 911 line-up with the Carrera Cabriolet ($248,350) representing a close to $70k premium.
All variants are suitably well equipped. On top of the standard performance and safety tech detailed in later sections, the E 53 is fitted with dual-zone climate control, 13-speaker Burmester audio (including digital radio and Apple CarPlay compatibility), keyless entry and start, nappa leather trim, sports seats, ‘AMG Performance’ (flat bottom) sports steering wheel (also trimmed in nappa leather), adaptive LED headlights (plus active high beam), and 20-inch alloy wheels.
Also included are the Widescreen Cockpit display (twin 12.3-inch screens covering multimedia and instruments as well as ‘Linguatronic’ voice control), sat nav, ambient interior lighting (64 colour options), active cruise, a configurable head-up display, electric front seats (heated with memory), wireless phone charging, wood grain interior trim, electric steering column adjust, rain-sensing wipers, and a panoramic sunroof.
All that stacks up well for a contender in this part of the market. You pay the big bucks, you get all the fruit.
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.
Engine & trans
Already used in other AMG models, including the entry-level version of the just-released flagship GT 4-Door, the E 53’s (M256) in-line six is a 3.0-litre all-alloy unit featuring direct-injection and a single turbo, supplemented by an electric compressor (turbo if you prefer) which builds up charge pressure prior to the main turbo coming on song. Turbo lag, be gone!
The EQ Boost starter-alternator is housed in an electric motor fitted between the engine and transmission, driving a 48-volt electrical system to support the additional compressor as well as the car’s traditional 12-volt functions (lights, cockpit, multimedia and other control units) through a DC/DC converter.
Maximum torque (520Nm) is available from just 1800rpm all the way to 5800rpm, with peak power (320kW) taking over at 6100rpm. But the EQ Boost’s hybrid party trick is the ability to drop in a brief full-throttle burst of 16kW/250Nm. Whoosh.
Drive goes to all four wheels via a nine-speed dual-clutch auto transmission and an AMG Performance turned version of Merc’s ‘4Matic’ all-wheel drive system, using an electro-mechanical clutch to distribute torque between the permanently driven rear axle and variably driven front axle.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is line-ball for sedan (8.7L/100km), coupe (8.8L/100km), and cabriolet (9.0L/100km) variants, emitting 199, 200, and 204g/km of CO2 respectively in the process.
Start-stop is standard, minimum fuel requirement is 95RON premium unleaded, and you’ll need 66 litres of it to fill the tank.
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.
It only takes a few kilometres behind the wheel of the Mercedes-AMG E 53 to recognise that it fulfils its job description pretty well.
With claimed 0-100km/h acceleration sitting in the mid-4.0sec zone (coupe 4.4sec, sedan/cabrio 4.5sec) it’s fast, but not brutal. It growls without rising to the full-blown roar that’s become the aural signature of the current 63-series AMG V8s.
But don’t take that to mean meek and mild. It’s properly rapid and the sports exhaust, particularly with the drivetrain mapped to the ‘Dynamic Select’ system’s ‘Sport+’ mode leaves you (and everyone in a 200-metre radius) in no doubt that you’re driving something special.
Dynamic Select allows individual calibration of the engine, transmission, suspension and steering. Around town with everything dialled in to ‘Comfort’ the E 53 is as refined and compliant as any other high-spec E-Class.
Despite the standard 20-inch rims shod with low-profile run-flat rubber (245/35 front, 275/30 rear) the ‘AMG Ride Control’ adaptive damping combines with the overall air suspension system to provide excellent ride comfort.
Find a twisting B-road and push into ‘Sport’ or Sport+’ mode and the car’s character changes distinctly. All 520Nm of maximum torque is available from just 1800rpm right up to 5800rpm. And while that’s plenty, pin the throttle and an additional 250Nm (and 16kW), courtesy of the EQ Boost hybrid system joins the party.
Press on and as peak power (320kW) takes over at 6100rpm you’ll notice the horizon is approaching rapidly. The additional electric compressor means power delivery is beautifully linear, and the hybrid boost is undetectable.
The nine-speed dual-clutch auto is as smooth at parking speeds as it is at maximum attack. Manual changes (up and down) are rapid and positive, accompanied by entertaining blips and bangs from the exhaust in the more aggressive drive modes.
The coupe is the lightweight of the trio, weighing in at 1895kg, with the sedan and cabrio sending the needle roughly 100kg further to the right. But despite that not insubstantial kerb weight, and the all-wheel drive set-up, all feel light and nimble for their size.
While the variable steering adjusts seamlessly as lateral forces increase, no matter which mode is selected, road feel is modest at best. But the AWD system shuffles drive to the right wheel without fuss and power down out of quick corners is satisfyingly solid.
With all this performance, on-tap braking is critical, and the standard set-up is perforated and internally ventilated discs all around (370mm front, 360mm rear) clamped by four piston calipers at the front and single piston floating calipers at the rear. After an ‘enthusiastic’ session on the launch drive they remained progressive and strong.
The multi-adjustable sports front seats are comfy when they need to be, and with the side bolsters adjusted inwards, secure and grippy as G-force builds. Top-notch ergonomics complement this satisfying and well resolved dynamic package.
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.
You’d expect any current passenger model wearing the three-pointed star to be on the leading edge in terms of active and passive safety, and the E Class range scored a maximum five ANCAP stars when it was assessed in late 2016.
The E 53’s crash avoidance tech includes ABS, EBD, brake assist, AEB, ESC, traction control, blind spot monitoring, lane keep assist, fatigue detection, a surround camera system, tyre pressure monitoring, and traffic sign recognition.
And if a crash is unavoidable all models feature dual front and dual front side airbags, a knee airbag for the driver, plus full-length curtain airbags… even a first-aid kit.
The sedan features three top tether points and two ISOFIX child restraint anchor positions across the back seat, with a two-and-two count in the coupe and cabrio.
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.
Mercedes-Benz offers a three-year/unlimited km warranty, with 24-hour roadside assist included for the duration. Not exactly leading edge when you think about Kia at seven years/unlimited km and Tesla’s eight-year/160,000km cover.
Scheduled maintenance for the E 53 is set at 12 months/25,000km, and service plans are offered at silver and platinum levels for up to five years/100,000km.
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.