BMW 330i vs Mercedes-Benz C250

What's the difference?

I thoroughly enjoyed my time in the BMW 320i M Sport. It’s fun to drive and I felt connected to what the car was doing on the road. The harder ride may not appeal to some but I didn’t mind it. The cosy back seat and boot mean it will probably suit a smaller family best and one which doesn’t have to worry about carrying a lot of gear around regularly, but it suited my needs just fine.

I reckon this is a car for those drivers who don’t want to compromise on performance but still have a kid or two. If you’re after the cushioned comfort of a Merc, this won’t appeal but I didn't want to give this one back and happily give it a firm 8/10.

My son liked the sports car looks and enjoyed the amenities in his row. He gives it a 10/10.

Baby steps these might be, but they're important ones for Benz. The new in-cabin tech and clever engine in the cheapest models only strengthen the C-Class proposition, without taking anything away from the drive experience, cabin ambiance and utterly sublime ride.

In short, Mercedes' reign at the top of the premium mid-size segment is unlikely to be toppled anytime soon.

Sharper than its predecessor, the new 320i has LED everything with the rear lights being longer and curving around to the sides of the car.

The classic 'kidney' grille is darkened and more pronounced, with the black panelling extending to the rear to create an unapologetically sporty presence. A presence that’s accentuated by the twin exhausts.

The batcave interior with its black headliner, black seats… black everything, looks smart and stylish.

You do have a fair bit of harder touchpoints throughout but the customisable ambient lighting helps to soften the overall effect.

With its 2068mm width, 4709mm length and 1435mm height, the sedan makes its presence known without feeling cumbersome to manoeuvre. Urban dwellers need not fear their local car park!

Perhaps not quite blink and you’ll miss them, but we're not talking radical changes either, folks. Benz tells us as much as 50 per cent of the C-Class components are new or changed, but it has clearly subscribed to the 'if it ain’t broke' philosophy in the design department.

Yes, there are new bumpers front and rear, new LED light configurations and new colours and wheel designs, but we’re not talking huge changes outside. Still, the C-Class cuts a fine figure on the road, what with its intricate alloys, bonnet-defining grille and simple, understated body contours. Australia will take every available body style, too, including sedan, coupe, cabriolet and - our personal favourite - the 'estate' station wagon.

The C 43 AMG now gets the twin-blade grille design used on the V8-powered models, as well as a two pairs of rounded exhaust tips at the rear.

Inside, though, the changes are more substantial. For one, the new-generation Mercedes Touch Control steering wheel arrives as standard, as does a new and very effective 12.3-inch screen that replaces the traditional dials in the instrument cluster (standard on every model). 

The cabin remains a peaceful and premium-feeling space, with a fine use of materials (including quilted leather on the door panels, polished silver or faux-wood for the centre console and leather for the steering wheel), and Benz deserves credit for ensuring that sense of luxury extends to backseat riders. 

For such a sleek looking sedan, it’s generous up front with plenty of head and legroom.

You can adjust the seat to sit quite low and both front seats have extendable under-thigh supports, which should excite taller drivers. 

My 189cm (6’2”) brother has the 328i and is very comfortable but taller front passengers will encroach on back seat passenger comfort.

The front seats are quite firm on the backside, they also lack adjustable lumbar support, so expect to stretch the kinks out on a longer trip.

The amenities and tech feel well thought out and easy enough to use. The 12.3-inch touchscreen multimedia system looks great and has the best-looking graphics I’ve sampled.

The BMW system is intuitive to use once you get used to it. If you’re not interested in using the touchscreen, you can also utilise the rotary-wheel for menu selections.

There’s also Bluetooth connectivity, wireless Apple CarPlay and Android Auto plus built-in satellite navigation.

The 12.3-inch digital instrument panel is customisable and the information displayed simply but you won’t really look at it because of the head-up display.

Front occupants enjoy a wireless charging pad for their smart phone, a USB-A and USB-C port plus a 12-volt socket. Rear passengers get a couple of USB-C ports, too.

The storage is good for this size sedan but overall passenger room takes priority, but the glove box and middle console will suffice for everyday use.

While it may not excite others, I love the big bottle holders in the doors. They’re large enough for my big 1.5L bottle and angled for easy access. These are found in the rear doors as well.

Back seat passengers enjoy climate control, directional air vents, two cupholders, netted map pockets and reading lights.

My six-year old was happy with the amenities and lower ground clearance because he felt comfortable and had his independence.

The boot offers a good capacity of 480L and the aperture isn’t too narrow, so you can comfortably access items if they roll to the back.

I had plenty of room for my little family’s needs but if you’re a larger family, you may need to get strategic with gear storage.

Being a base model, you do miss out on a powered tailgate, which is a shame but not too much of an issue given this is a sedan and the lid isn’t heavy.

There’s also no spare tyre or even a puncture repair kit but you have run-flats, so you should be able to limp to a service centre if need be.

It all depends, really. All C-Class variants sit on the same 2840mm wheelbase, and stretch 1810mm in width. The sedan, coupe and cabriolet versions measure 4686mm in length, while the Estate’s bigger cargo area increases its size to 4702mm.

Predictably, then, the estate offers the most useable (VDA) boot space, with 490 litres with the rear seats in place, swelling to 1510 litres with the rear seats folded flat. The sedan version is next on the cargo-carrying list, with 455 litres, followed by the 380 litres of the coupe and 285 litres of the cabriolet.

We spent our entire time in the four-door sedan models, and we can report a spacious and comfortable space for driver and passenger (you could play ping pong on the wide centre console) with two cupholders and room in each of the front doors for bottles. There’s all the USB and power connections you might need (most housed in a deep storage bin that separates the front seats) and the more expensive models offer wireless charging for compatible phones, too.

Climb into the sedan’s back seat, and you’ll find impressive legroom (behind my own 176cm driving position), but headroom - especially in sunroof-equipped cars - feels a little tighter. The rear seat is actually wide enough to fit three adults at a pinch, but the tall and bulky tunnel absolutely obliterates leg room for the middle-seat rider.

There are two cupholders in the pulldown divider that separates the backseat, as well two ISOFIX attachment points. Rear occupants also get there own air vents, as well as a 12-volt power source.

Mercedes is so far keeping mum on the details, ahead of the updated car’s arrival in August, but you can expect to see prices climb a little from their current levels ($61,900 - $100,611, and $120,642 for the C 43 cabriolet).

The C200 will retain 18-inch alloy wheels, artificial leather (and electric in the front) seats, nav, ambient interior lighting and keyless entry and push-button start, but critically adds a new 12.3-inch screen in the driver’s binnacle that replaces the traditional dials. It joins a landscape-oriented 10.25-inch centre screen - both now standard across the C-Class range - which propels the cabin into a clean and modern-feeling future.

The C220d and C300 features list will likely change little, but all get Mercedes’ new 'Touch Control' steering wheel, as well as new LED head and tail-lights, while the C 43 AMG 4Matic gets the best of Merc's autonomous driving technology. 

Expect more information to arrive around July.  The C 63 AMG is also due for updating, with a new model scheduled to arrive around December. 

The 320i M Sport has the ‘baby’ engine in the 3 Series line-up but the 2.0-litre, four-cylinder turbo-petrol powertrain still delivers on power with a maximum output of 135kW/300Nm. 

This is a rear-wheel drive and has an eight-speed auto-transmission which delivers very smooth gear changes.

Despite having the smaller engine, it can still go from 0-100km/h in just 7.4 seconds.

It’s here where the C-Class is at its most updated, serving up a new turbocharged 1.5-litre hybrid engine in the entry-level C200. Alone, it’s good for 135kW/280Nm, but it’s combined with a clever 48-volt system that adds up to 11kW of bonus power low in the rev range, happily plugging the power void usually left by turbo lag when taking off, or if you plant your foot when overtaking.

The C300 is powered by a more conventional 2.0-litre, four-cylinder good for 190kW/370Nm, while the sole diesel (in the C220d) is a four-cylinder unit that produces 143kW/400Nm. All are paired with a nine-speed automatic transmission.

The C 43 4Matic's engine remains a fabulous thing, only now tweaked for a little bit more power. It's good for 287kW/520Nm, and is paired with a nine-speed transmission that sends the power to all four wheels, albeit with a bias toward the rear tyres.

In a world with rising fuel prices, the efficiency of this decently powered sedan should excite you.

The official combined fuel cycle is 6.5L/100km. Real world testing saw my figure at 7.4L/100km after a mix of open-road and urban driving this week.

I thought that was great for how hard I drove it and for the power, you won’t be wincing when you put your foot down. I would expect it to be higher in an urban setting.

The 320i has a 59L fuel tank and based on the official combined cycle figure, you should get just over 900km of driving range, which is great, especially if you do 'roadies' like me!

Let’s start with the C200, where the addition of the clever hybrid system has helped drop fuel use to a claimed 6.0-6.3 litres per hundred kilometres. The old car delivered 6.5 per hundred, but was slightly quicker from 0-100km/h (7.2sec- 7.7sec). 

The C300 will sip a claimed 6.5-6.9L/100km on the same cycle, while the diesel requires a miserly 4.7 litres. The C 43 is the thirstiest, of course, needing 9.1-9.3L/100km on the same cycle. 

The C200 makes do with a 41-litre tank (as does the diesel) while the C300 steps that up to a 66-litre tank. And all those numbers related to the sedan body shape, so expect some slight variations if you’re shopping for a coupe cabriolet or estate.

There's a lot that I like about how this performs but a highlight is how eagerly the car responds when you accelerate.

However, it’s not unbridled power. There’s no bucking at the front or shuddering through the steering wheel. It’s controlled but still very fun.

The lower centre of gravity and coupe-like height of this does mean it handles corners well and the bolstered seats hold you firmly into place, meaning you can be free to drive this a little harder than you might normally. Which I did and can confirm it handles itself well.

This has the M Sport suspension, which means it’s stiff, but you feel very connected to the road.

You do get a lot of talk-back from bumps in the road but unless you hit a big pothole, you never feel rattled by them.

But it is a harder ride than other luxury models, which doesn’t bother me as I like the handling, but if you want limo-like comfort, look elsewhere.

The cabin is very nice to spend a lot of time in and relatively quiet, even at higher speeds.

The 11.4m turning circle and sleek dimensions makes it very handy to park, even in tight car parks. The nose is long but the front and rear parking sensors take out any ‘will I make it’ moments and the super clear reversing camera is great. 

Keen to sample the new hybrid tech in the C200, we made a beeline for the cheapest C-Class. And if you’d told me, even a handful of years ago, that a piddly 1.5-litre engine would be enough to drag the 1555kg Benz around, I’d have labelled you crazier than Donald Trump's Twitter account. 

The C200’s system is a unique hybrid set-up, in the sense that it only delivers extra power in the tiniest of circumstances, but they’re the areas that it really needs it. From a standstill, the electric motor delivers its extra 11kW of oomph at just the right moment need to help get you moving (the same when overtaking) and it does genuinely make a difference. 

It can’t completely overrule the concrete laws of physics, though. Plant your foot on anything that even looks like a hill and you can definitely hear that 1.5-litre engine working hard - interrupting the ambience of the cabin - but keep it in the sweet-spot of the rev range and it’s a quiet, capable-feeling engine that delivers more punch than its size might suggest.

On Germany’s epic autobahns, the needle even sailed past 215km/h without too much encouragement (even if I could have knitted a sweater in time it took to to close the last 10-or-so-kilometres). Is that relevant for Australia? Sadly not, but it does suggest the engine is more capable than we will ever need it to be.

Elsewhere, the not-too-different C-Class rides an absolute dream, smooth-sailing over bumps and road imperfections, and the cabin is serene and comfortable - though there was more wind noise at times than I was expecting.

Downsides? Well, the cheapest C-Class doesn’t feel the most dynamic offering, with the light steering serving up a slight disconnect between the steering wheel and the road below in its most comfortable settings. Switching to Sport improves matters, but if you’re life is mostly city and suburbs, it will matter little.

The nine-speed transmission can behave oddly at times, too; smooth and lightning fast as it climbs the gears, and mostly perfect on the way back down. But I noticed a definite thump occasionally as it shifted down from second to first gear, which stripped a little refinement from the drive experience.

It's more noticeable in the C 43 4Matic AMG, but it's vastly overshadowed by the thick and meaty power delivery from that stonking turbocharged engine. It's a rocket, and while it's not as fast or as loud as its C 63 big brother, I honestly think the tweaked C 43 is all the AMG I'd ever need.

Detailed specifications for Australia are still being finalised for the C-Class, but we don’t think the standard safety equipment will change much.

So expect a comprehensive suite of airbags (including front, front-side, head for the first and second rows and a driver knee bag), joined by the usual kit of traction and braking aids on the C200. Blind-spot assist, tyre-pressure monitoring and AEB - part of the Collision Prevention Assist Plus package - also arrive as standard. 

Higher trim levels will nab active cruise, with stop and go, rear cross-traffic alert, active blind-spot monitoring system and active lane keep assist, while the C 43 scores Mercedes' most advanced auto-driving tech.

The 320i comes with a five-year/unlimited km warranty, which is standard for this class.

You can choose between a three- or five-year capped-priced servicing plan. The five-year plan costs just $2150, or $430 a year, which is competitive for this class.

Like other BMWs, servicing intervals are condition-based, with the car letting you know when it needs to be serviced.

While specific maintenance pricing is yet to be confirmed, each of these models is covered by three-year warranty, with service intervals pegged at 25,000km or 12 months.