2022 Mercedes C-Class First Drive Review: Junior Suite Benz

John Brady has become the sedan automobile. These are overlooked and ignored because consumers pay first attention to SUVs, or coo on the latest electric kids.

So when the new 2022 Mercedes-Benz C-Class was announced, the news did not properly illuminate the world. But now that I’ve driven the Standard C300, I feel a little guilty for ignoring its significance, at least for those who reject SUVs, determined to keep their feet and seats close to the ground. In fact, this new C-Class is a remarkable addition to the sedan rank. It is tastefully styled, more richly employed than any competitor and is technically perfect and highly satisfying to drive. And its overall superiority indicates good for versions They include a 2023 AMG C 43 Sport later this year, with standard AWD and rear-wheel-steering; And 402 horse skin-fliers from a 2.0-liter four-cylinder with 48-volt hybrid assist and electric-boosted turbocharging.

Tile the full lifespan of the current generation, and the C-Class remains the most popular Mercedes; Whether here, in China or around the world, 2.5 million sedan-and-wagons have been sold worldwide since 2014. But a model that found more than 85,000 U.S. buyers per year in mid-2010 did not escape the industry’s sedan tailspin, including just under 31,000 sales last year. With 51,000 customers in 2021 – if you will – Mercedes Marcia, if you will – the GLC-class SUV is now added as the family sales star, but it’s time to take the franchise forward.

To do this, Mercedes climbed onto its top shelf to raid key S-Class features, including its dramatic 11.9-inch portrait-based touchscreen that is subtly tilted six degrees toward the driver for use in the C. It also gets the latest security and semi-autonomous technology, and options such as augmented-reality navigation and a color head-up display. Wrapped in a slightly spacious interior that compassionately nods towards the S-Class – including laser-cut Burmester speaker grills, ambient lighting, polished metal and flattering items like natural-grain wood – leaving almost nothing to the luxury of a medium-sized E. No. -Class. We’re not sure if the last C-Class ever relinquished its status as the king of the cabin in the compact sport sedan segment, but the possession of a new car on the throne is unquestionable. It now has the most rear legroom of the segment, 36 inches. It’s just 0.2 inches shy of the back seat of the larger E-Class.

To drive on point, the Mercedes C-Class accentuates the traditional cab-forward, long-hood sedan ratio, pushing the windshield and passenger seat further toward the rear axle. Mercedes’ A-shaped radiator grille and three-pointed star – fortunately, not large-sized or originally made statement – in front of a confident power-domed hood. A successful AMG line ($ 3,050) with the Night Package option completes that grill with the small chromed Mercedes Star (a nice touch), fixing the front and rear facies and exhaust outlets, and adding side rocker extensions. Other items include sports suspension and steering, a brushed aluminum pedal, a dashboard trimmed in MB-Tex Fox leather, and a perforated brake disc with a Mercedes-Benz logo caliper.

The body creases of the previous C-Class have been softened, the streamlined “catwalk” widening the shoulder line. And earlier, somewhat chunky butt and blobby taillamps have been reshaped with striking effects. The slender two-piece LED taillamp, the first for the C-Class, sweeps across the lid of the trunk and is sharpened at a sharp point. With the opening of our two-day drive back from Mount Catskills to New York, the C-Class seemed almost too weak. But this subtle proportionate sedan, and not proving its elegance, grew on me almost instantly. The more classic design of the C is much more successful to me than Mercedes’ dimheaded EQS.

Mercedes has expanded the new model from 2.5 inches to 187 inches (shyer than an Audi A4 or Cadillac CT4, and 1.3 longer than a BMW 3 Series), with a 1-inch-long wheelbase. It is about half an inch wide and less. The front and rear shoulder and elbow rooms have been added, with the rear legroom approximately one inch higher and the 0.4-inch more rear headroom added despite having a lower roof line. A standard, clamshell-style panoramic sunroof enhances the wide impression. Fold the rear seats, including the trunk switches, to open up more versatility.

As mentioned, that interior is a treat. The generously sturdy seats combine pivoting headrests into a single post, with a range of interior colors and treatments – a color red-black combo, or brick-like AMG Siena Brown natural wood with real aluminum pinstrips. Ambient lighting decorates doors, dashes and aircraft-inspired metal vents with a choice of 64 colors. Architects will excavate cantilever armrests and “floating,” light-rimmed door-control housings. As good as a three-spoke steering wheel looks, bright-metal paddle shifters cool and polish like river stones.

MBUX infotainment, despite improvements from the big screen, still requires a learning curve for the first time. But once your steering-wheel thumbs and brains are trained, the MBUX is truly a nifty – and undoubtedly eye-popping – way to navigate today’s data-heavy automated landscape. One exception is the control chiclet on the left-hand side of the wheel, which handles a graphically rich, freestanding driver’s display with a full-screen 3D map view: very often, it makes the mistake of swiping the left-right thumb for up-down. , And gets a thumbs-down for blowing a radio-station change or other operation. Yet the optional augmented reality nevis still amaze, super-imposing addresses in directional arrows, street signs, and even in a real-time camera environment. (Addresses that wander and disappear, Rollodex-style, a hard-to-find business or in the ultimate way of a rural driveway, a technical godsend).

The option to adopt the new “Zero Layer” home screen design, first seen on EQS, avoids digging into smartly confusing menus. It always has a map view in sight, controlled by the main “module” tiles and the personalized “magic module” which is controlled by machine learning of a driver’s history and behavior. In one instance, if the car turns out that a driver has a tendency to call a house partner on a daily route, it keeps the phone number ready onscreen. A biometric fingerprint reader can keep those behavioral predictions and other things private, unlocking MBUX for individual users, their calendars, e-mails, payment approvals, and more. Online music services are now integrated into the MBUX ecosystem. Apple CarPlay and Android Auto standard. With all of this, the C-Class adds the latest “Hey Mercedes” range of conversational, Siri-style voice commands.

Fortunately, when it comes time to grab the steering wheel of the finger, the C300 is equally capable. Sport-sedan number-crunchers can see the C3’s four cylinders, 255 horsepower and 295 lb-ft of torque and say “Where’s my AMG?” Peak horsepower is virtually unchanged from 2021, with a further 20 pound-feet of maximum torque. But the C 300’s secret weapon is the M 254 2.0-liter engine. The all-new powerplant is the first to combine the topline features of Mercedes’ modular four- and six-cylinder engine family. These include patented “nanoslide” cylinder coating, weight-saving, friction-busting technology that is also used in Mercedes’ F1 powerplants. The engine integrates a 48-volt light-hybrid system; And a new twin-scroll turbocharger whose technology was also built in conjunction with Mercedes’ Petronas F1 team – and a prelude to possibly record-setting four-cylinder power in the front AMG C-Class. The hybrid system delivers temporary-though-powerful blasts of up to 20 horsepower and 148 pound-feet of torque. Its starter / generator provides almost invisible start / stop engine function. Electric motors, cooling and power electronics are all packaged in a sleek non-speed transmission (or on) for weight and energy efficiency; Including gliding with power recovery and engine shutdown.

Mercedes estimates that a 5.9-second squirt to 60 miles per hour is not conservative, it sounds like sandbagging: 5.3 or 5.4 seconds more. When we flew in the Hudson Valley in the spring, if anyone told me that this benz has 300 horses, I would believe it. The motor is not an exciting reverb, the full-throttle upshift comes just before the 6,400-rpm redline. But electric waves and slick transmissions fill any gaps in the engine armor. The new engine also sounds good – surprisingly full of throttle, squeezing on the highway like a Benz like any other library.

Add a solemn dial-in suspension, and the C300 was ready for dirty dancing on catskills, especially in a Sport Plus mode that enhances the already-sharp throttle and gearbox response. The C300 is handsome, optional 19-inch, grips like crazy on multispoke AMG wheels with summer tires. Eighteen standard with all-season rubber. The journey is strong, but not punished. Like any base-model sport sedan there is a touch of body roll, but all part of the experience.

This C300 reminds me again that you don’t need 500 horsepower to have a good time. Somewhat like the Honda Civic vs. a Type R – yes, Mercedes, it’s a compliment – the C300’s four-banger and flexible, dial-in chassis made me wonder why I should spend more – the up AMG version. What if a touch takes more advance planning to pass, or is it to keep your feet longer?

Improved fuel economy is the green icing of the cake: the EPA C300 credits 23 mpg CT and 35 mpg highways, representing a 2-mpg gain over last year. EPA can underestimate things: By keeping the Speedo below 70 miles per hour, I can pull off an incredible 41 mpg on a 60-mile cruise. The nine-speed gearbox engines the engine at just 1,400 rpm at 70 mph and 1,700 rpm at 80 mph. Subsequently, after multiple romps of the Highway Dowder, the back-up still holds the C-Class around 37 mpg.

In terms of price, the 2022 simplified lineup strategy offers three distinct trim lines – Premium, Exclusive and Pinnacle – with much less à la carte options. So a C300 premium starts at $ 44,600, একটি 46,850 for an exclusive and প 48,500 for a Pinnacle. For all models, an advanced 4-matric AWD system, which can divert more torque to the front axle for improved dynamics, adds 2,000.

The C300 Pinnacle test car has reached $ 57,970, with add-ons and a 9 1,950 driver support package that adds more than a dozen security and semi-autonomous features. But a well-organized buyer can easily keep this C-Class close to $ 50,000, especially if your geography and perspective do not require 4Matic AWD.

Since Mercedes has assigned models such as the GLA-Class to work at the door and to welcome entry-level buyers, the C-Class, once called the “Baby Benz” in 190 disguises, has been allowed to grow, mature and achieve high status. Brand family. This new model indicates that Mercedes’ move was the right one, even when the SUVs hugged the limelight and the showroom floor. This C-Class is a truly ambitious sedan for adults of any age; A Junior-Suite S- or E-Class that is still compact, sporty, fuel efficient and not overcrowded. It’s not cheap, and really expensive, powerful things haven’t arrived yet. But drop $ 50,000 on this C300, and I guarantee you will feel like a million bucks.

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