Mercedes-Benz C250 Video Reviews

Still a strong seller, the Mercedes-Benz C-Class has been completely redesigned for its sixth-generation outing. But there's been a philosophical change too, since the German brand wants the luxury midsized sedan to prioritise comfort, refinement, quality and technology over overt sportiness (that's the coming AMG models' job), which explains the mini S-Class design. Does it improve the breed?

What appears to be a pointless exercise in gratuitous drifts is actually a lesson learned in car physics and how under-prepared most Aussies would be for low-traction driving.

The C63 is a familiar fixture on our roads, it's the highest-selling AMG in Australia and Mercedes has given the 2019 model a mild refresh. We went on a road trip to the Bathurst 12 Hour to see what's new.

The C 63 is the most popular model in Mercedes-AMG's range globally, and the sedan is the most popular C 63 body style, ahead of coupe, cabriolet and wagon variants.

Tim Robson road tests and reviews the new Mercedes-AMG C63 S Cabriolet with specs, fuel consumption and verdict at its Australian launch in Bathurst, NSW.

Malcolm Flynn track tests and reviews the new Mercedes-AMG C63 S Coupe and C63 S Coupe Edition 1, with fuel consumption, specs and verdict at Sydney Motorsport Park.

The new C-Class takes more than a few cues from the S-Class. It's bigger, more luxurious, and more hi-tech than ever before.

Mercedes-Benz sells a greater proportion of full-house AMG performance models in Australia than in any other market

...and BMW 328i Sport Line.Two old enemies fight a perennial civil war on the Australian frontIt's almost tediously inevitable yet the comparison between the BMW 3 Series and Mercedes C-Class has also never been more pertinent nor so closely fought. Hitherto the BMW has embodied the compact sports sedan, the rear-drive, perfectly balanced corner carver - the driver's default choice. The Benz signified aspiration, entry to the prestige touring club, a step to the E-Class.In terms of performance and perception, the entry levels of both were pretty parsimonious. A bit try-hard. Overpriced and underdone. You needed to drop closer to $100,000 than $60,000 to get a decently kitted 3 or C, or one with an engine to keep a Corolla honest.In terms of go for your dough and fruit for your finance package, these longstanding adversaries have never been better value. That you can say “value'' in this context without dislocating an eyebrow says much in itself. The 320i and C200 CGI are not only nothing to sneer at, they're almost too good for you to spend more money.Yet people will and do, climbing to the mid-range 328i and C250. These have the full-cream versions of the turbocharged fours that fling along their respective entry level cars. The Bimmer and the Benz have coalesced in more ways than similar engines and newly non-extortionate options list.What was once the undisputed choice for those who fancied themselves behind the wheel now enjoys not so nearly clear cut an advantage. In this regard BMW has kicked some own goals, four of which are found at each corner.Value remains a pertinent formula at this end of the prestige equation. As tested the C250 Avantgarde's list price climbs some nine grand north. None of the contributing options are are necessary, perhaps only metallic paint (a fairly outrageous $1600) is desirable.The 328i starts and finishes significantly lower, but the $1692 Adaptive M-Suspension is crucial and $1538 Sport Line package includes smart 18-inch alloys. Previously M kits have, in concert with run-flats, ruined many a 3 Series. This one is of the essence. Without it, the 3 Series is shockingly poor at dealing with bumps and corners simultaneously.The smart suspension imbues the Comfort and Sport settings of the Driving Experience Control with real meaning, making the latter the one to select at every opportunity. Am I alone in thinking it’s not good enough that a BMW should need artificial enhancement to deliver on the drive that badge promises? The C-Class needs and is equipped with no such frippery. There's the default Eco setting or the Sport mode. The seven-speed auto is slower than BMW's eight, but kicks down emphatically and informatively. The Tristar car is simply less adulterated, something that extends to its cornering attitude. Its slightly greater mass is felt, but not negatively, even next to the Bimmer's more alert turn-in and adroit stance.Run-flat tyres have become more pliant than the first-generation shockers but their presence is still felt, though more in the ears than the spine. In contrast, the Benz is as aurally ambient as it is absorbent of the road's irregularities.The C-Class's cabin insulation is A-plus as are its material quality, fit and finish. It's sombre in there but this cabin is as sure a sign of the marque you've bought into as the Tristar emblem in the grille of this Avantgarde edition sedan.Having a wonderful time driving a 328i Sport Line in Spain last year at the model's international launch, I still expressed mild misgivings about the pre-production car's cabin quality. Nine months later in this identically specified South Africa-built example, I've made up my mind - it's pretty damn ordinary. As I write this a $31K Ford Focus (German-made as it happens) is parked by the 328i in my garage. The former's cabin is demonstrably superior.The Sport Line is the most popular 3 Series trim package but none are worthy of the sum asked. The accents and plastics are strikingly tacky and cheap. The 3 Series' sole advantage is its driver's position, which wraps you in a cockpit as opposed to the more upright and alert C-Class pew.But in the latter car you're not gripping an unpleasantly scratchy wheel. All the Merc's materials are more tactile and - crucially in a country where staring at the speedo is held to be more important than watching the road - the Bimmer lacks the Benz's digital readout. Nor, incredibly irritatingly, did the 328i accept the Apple lead for the iPhone.Neither has rear seats in which to spend interstate trips, though you've a slim hope of seating a human in the middle of the Merc. The BMW's Himalayan transmission tunnel renders it a four-seater. Better use of space extends to the C-Class's boot, which accommodates a temporary use spare. As ever, the 3 Series has none, although there's room for one. In Europe this matters not. Cop a serious rubber malfunction in this part of the planet, though, and it'll matter a whole lot.The 3 Series is the one that encourages you to seek out bendy stretches of bitumen where - at least when equipped to the optimum - it more readily conveys that sheer driving pleasure cliche. Some moan about the eight-speed auto, but they're wrong.This is a brilliantly adept transmission that's impossible to catch out, so much so that you might as well chuck out the paddle shifters. It slurs though the middle gears without the obvious shifting sensation of a box endowed with fewer gears but - as the speed dial tells you - with deceptive rapidity. The 3 is by far the quicker car.Mercedes steering remains lighter in all circumstances. Equally it is a little more linear that BMW's although the electronic set up with Servotronic imparts distinct and worthwhile feedback. Again though, why not simply have one setting that works? It’s passed the point where tech is unnecessary. Now it’s merely irritating.When equipped with its full optional panoply, the 3 Series remains the recreational device of choice. But its advantage is marginal. The Merc is vastly more than adequate on most roads most of the time and of discernibly higher quality within. The C-Class is, simply, a better prestige car.

Mercedes-Benz has bolted to the front of the mid-sized prestige field, helped by the recednt arrival of the new C-Class arrived a few months ago. And their position can only improved by adding the C-Coupe. This is a sweetheart of a car: stylish, lovely to drive, lavishly equipped and with some very frugal engines on offer.PRICE AND VARIANTSThe Coupe range arrives with one diesel and three economy-targeting ‘BlueEfficiency’ petrol engines -- all mated to an updated  seven-speed sequential automatic transmission – with a blistering V8 joining them in the C63 AMG next month.But for now the bidding opens with the $58,900 C180’s turbocharged 115kW/250Nm 1.8-litre, which delivers a 0-100km/h time of 8.9 seconds and fuel economy of 7.3 l/100km. That fuel figure puts it over the LCT bar, but with a penalty of just $331.The C250 petrol and C250 CDI diesel are both $69,900, and escape the LCT slug as their fuel consumption gives them a ‘home free’ card. The C250 carries a turbocharged 150kW/310Nm 1.8-litre, and gets to100km/h in 7.2 seconds with fuel consumption of 7L/100km.The C250 CDI gets a 150kW/500Nm 2.1-litre twin-turbo diesel that hits the 100km mark at a respectable 7.1 seconds, and delivers frugal economy at 5.1L/100km. It benefits from a stop-start system, and while similar technology is on petrol versions in Europe our petrol quality prevents them coming here.Topping the petrol coupes – at least until the $154,800 C63 AMG arrives shortly with its V8 – is the $99,900 C350’s 225kW/370Nm 3.5-litre V6, which slashes the 0-100km/h time to 6.0 seconds, with fuel economy of 8.3L/100km.DESIGN AND FITOUTThe newcomer works the coupe style well, with a short front overhang, sharply raked front and rear windscreens and a rising shoulder line towards the somewhat hefty tail. The optional panorama sunroof is shielded only by a blind, and while the glass is UV-shielding, you still notice the extra glare.Standard equipment levels are impressive, including a Comand control system with Suna traffic warnings in the C250 and C350, and the cabin is fitted with premium materials and finishes.It feels snug around the driver, but perhaps too snug in the rear seat where legroom is somewhat compromised. Perhaps the Merc engineers stole some of the space to donate to the boot, which is fantastic: deep, wide, easily accessible and just 50 litres less than the sedan.DRIVINGThe C250 we mainly tested feels taut and controlled on the road, and it’s easy to slip into the feeling of being part of the car. The engine sounded a little harsh on take-off, and there was some lag from low down, but once the turbo wakes up it streams along happily.Gears can be changed with the sequential shifter on the centre console. But it’s not needed in the face of the well-designed and positioned steering wheel paddles, with their tactile lip edge that almost urges you to keep tickling them from one cog to another. Changes are swift and smooth, and prompt you to wonder why anybody would need a twin-clutch transmission when a single can work this well.The diesel C250CDI on the other hand pulls strongly right from the start, and gives powerful response all through the rev range. The C-Coupe suspension is softer than you’ll find in the German rivals, but stops well short of wallowing. We hit some appalling rural bitumen that put extra bounce into its step, but didn’t ever cause it to step out of line.Would we buy one? Yes, and despite the better performance of the diesel, we’d probably go for the C250 petrol with its 110kg lighter weight and touch.