Saturday, March 28, 2015
2015 Mercedes Benz C400 4Matic Review An Actual Luxury Car
No matter how many E-Class Benzes ply their trade as German taxicabs, we still allow the S-Class’s high-class image to rub off on the CLA in order to call the entry-level Mercedes sedan an “entry-luxury” car. A 3-Series without leather, lacking a six-cylinder, can still be called a luxury sports sedan. Lexus’s CT200h uses a Prius powertrain, but hey, it’s a Lexus, so it must be “premium” right?
| THE GOOD • Good ol fashioned luxury • Its very fast • Its very quiet • Stunning exterior • Beautiful cabin | THE BAD • 7-speed not perfected • Steering is too relaxed • E-Class-like money • Bigger - still small - rear seat • Convoluted cabin |
Upscale. High-end. Executive. Premium. Luxury. The words, commandeered by the manufacturers themselves, have lost so much of their meaning because we have lost our ability to place any faith in words which too often turn out to be nothing more than marketing catch-phrases.
But words don’t matter. Forget the words. Ignore the words. Discard the words. Do whatever you have to render the traditional classifying terms null and void.
• 2014 Mercedes-Benz CLA250 4Matic Driven Review
• 2015 Porsche Macan S Driven Review
Doing so will help you accept the idea that the new W205 2015 Mercedes-Benz C-Class, tested here in C400 4Matic form, is an honest-to-goodness, legitimate luxury car. Not because it wears a three-pointed star on its key fob, steering wheel, trunk lid, grille, and bonnet, but because it positions you in “the state of great comfort and extravagant living.”
It starts with bank vault-like door closures, but it’s the high-quality interior that truly positions the new C-Class as a cut above its traditional rivals. If not for its size, power output, and pricing scheme, the C-Class wouldn’t really come across as a 3-Series rival in 2015.
2015 MERCEDES-BENZ C400 4MATIC Base Price * (CAD): $53,475 As-Tested Price * (CAD): $57,975 Engine: 3.0L DOHC 24-valve twin-turbo V6 Transmission: 7-speed automatic Horsepower: 329 @ 5250 rpm Torque: 354 lb-ft @ 1600 rpm Curb Weight: 3693 pounds Drive Type: all-wheel-drive Length: 184.5 inches Width: 71.3 inches Height: 56.8 inches Wheelbase: 111.8 inches Tires: Continental ProContact GX SSR Tire Size (Front): 225/45R18 Tire Size (Rear): 245/40R18 Cargo Volume: 357 litres EPA City: 21 mpg EPA Highway: 29 mpg NRCAN OEE City: 11.1 L/100km NRCAN OEE Hwy: 8.4 L/100km Observed: 22.6 mpg Observed: 10.4 L/100km * includes $2075 destination charge C300 4Matic base price: $45,075 MPG fuel economy ratings from the Environmental Protection Agency. L/100km ratings from the Canadian Office of Energy Efficiencys new 5-cycle testing for MY2015 vehicles. |
Piano black finishes across the central part of the cabin are a big mistake, but not a mistake an actual C-Class buyer must live with – there are choices. The perched central screen is a big no-no from a stylistic perspective, as well. Yet it looks better here than in the CLA250 4Matic we reviewed recently, in part because of its size; in part because of the spectacular cabin in which it resides. Tacked on the dash, the C-Class’s screen does keep your eyes closer to the road, but there’s plenty of convoluted interior mechanics to distract and disturb a driver.
Besides speech recognition, theoretically a wonderful solution but comically ineffective in this C400, many controls can be operated with conventional buttons mounted below the touch screen, or a touchpad, or Mercedes-Benz’s better-known control knob, which is partially hidden by the touchpad. Seat controls, in typical Mercedes-Benz fashion, are located up on the door. The cruise control stalk is hidden away behind the steering wheel, mounted too close to the power tilt and telescoping wand. Wiper options, which are surprisingly limited, are on the same stalk one uses to operate signals. Then on the other side of the wheel, the shifter is a column-mounted unit but not a straightforward column shifter in the manner of nearly all column mounted shifters in the history of column mounted shifters.
But the C-Class is a luxury car, both nominally and in reality, and thus a little complication goes a long way to convincing us that this isn’t an intuitive Hyundai Genesis. Goodness no, that would be a crying shame. No, go and accidentally swipe that touch pad when you meant to pres it, fly past Pop2K and The Pulse and The Blend and Love and Elvis in your attempts to access SiriusXM’s 90s on 9. Because Steal My Sunshine.
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| All Photo Credits: Timothy Cain ©www.GoodCarBadCar.net Click Any Of These Images For A Larger Slideshow View |
Although it’s a bigger car than the old C-Class, it’s also marginally lighter. This C400, lacking any extra performance options, feels decidedly compact to drive and park (not that you’d want to use Active Park Assist, which is prone to mistakes and is slower at parking than you are) and would feel rather tossable if not for the slow-to-react steering. Brake feel and performance is top-notch stuff for a non-performance-branded German sedan, perhaps even for an AMG car.
• 2014 Audi S4 Driven Review
• Historical Monthly & Yearly Mercedes-Benz C-Class Sales Figures
The new C may be a return to form for a brand that didn’t use to perpetually chase BMW-like sporting credentials. Yet while the C400 4Matic isn’t a sports sedan in the sense that Audi’s S4 or a BMW 335i Sport is a sports sedan, it’s a very athletic car with hugely impressive engine specs. The artificially aspirated V6 sends none of its vibrations into the cabin, but it can come across a bit gruff for, say, lovers of inline-sixes.
Switch the C400’s Agility selector into Sport+ and those horses behave more like a pack of large, untrained, on-leash puppies furiously pulling their way to the dog park. Eco, Comfort, and Sport are all better options unless you plan to aggressively drive down a great road.
And again, though the C400 4Matic is poised and balanced through corners, though it accelerates like a supercar of 15 or 20 years ago, and though it brakes remarkably well, this isn’t necessarily the keen driver’s choice. Its 7-speed automatic transmission doesn’t shift swiftly enough and its intelligence is countered by a reluctance to play. It’s a lot like the guy who says he likes 90s music, but when Waterfalls comes on, he won’t turn up the C400’s optional Burmester sound system, a sound system which deserves to be jacked for all manner of music, whether it’s TLC or CCR.
Regardless of which supplements its owner ingests, which sport they play, and how they dress, the new C-Class will nevertheless be a true luxury car, in an authentic use of the phrase. And with an as-tested Canadian price of $57,975, it better be.
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