Test drive BMW 320d, Mercedes C 220 d: the first duel of diesel versions
The latest episode of the eternal battle in the elite of the German middle class
It's good that there are still things we can count on! For example, a rivalry that has endured generations and many decades. The kind that exist between the Mercedes C-Class and BMW's recently released new 3 Series. The Bavarian will now compete for the first time in a 320d diesel version against a C 220 d. So - let's get started!
As a specialist magazine for automobiles, motorcycles and significant events in the field of motorsport over the past 73 years, we avoid referring to statistics of fields, forests and pastures. But now let's make an exception. At least out of respect for those who believed (if they really did): 90 billion trees grow in the forests of Germany. Many of them today are running around the test drive section at unusually high speeds. Isn't the road faster than ever? It seems to you that the short straight ends faster than usual and turns into an even faster left turn, the hill after it dives faster into the depth of the depression, from which the route rises even more strongly for the last time. ... We experienced this phenomenon another time. But not in a midsize sedan with a four-cylinder diesel.
Here, however, the 320d floats through the woods and shows that at BMW, big promises follow big deals. Last year, as we marveled at how spectacularly the F30 triplet captivates the corners, BMW told us that the next model would put an end to drivability. In the G20 generation, the "troika" will return that sporty character that we did not even feel lost. That the Bavarians did so was proven by the first test on the C-Class. Then the two models competed in petrol versions with 258 hp, and now they will measure the two most important variants with diesel engines and automatic transmission.
Twin already means two turbochargers
The BMW 3 Series received a two-liter diesel engine with the melodic names B47TÜ1 (“TÜ1” stands for technische Überarbeitung 1 – “technical processing 1”) and Twin Turbo. Until now, this was the name given to the Twin Scroll turbocharger in the B47 320d engine, in which the exhaust gases of the two pairs of cylinders are directed into separate pipes. The new engine now actually has two turbochargers: a small one for high pressure that responds quickly, and a large one for low pressure with variable geometry for long traction.
Because the boost technology delivers higher injection pressures than a common rail system, primary emissions are reduced, making exhaust gas cleaning easier. As before, the BMW 320d uses a combination of urea injection and a NOx storage catalyst. In the test car, the engine is mated to an eight-speed automatic transmission. Wider overall gear ratio range and intelligent control improve efficiency, speed and comfort. Thus, the BMW model accelerates more spontaneously and evenly, picking up speed up to 4000 rpm. The automatic shifts gears perfectly - just in time, quickly and smoothly - both with a calm and with a more forced ride.
Biturbo? The Mercedes C 220 d already had this in the latest generation of the OM 651 engine. The new 654 is powered by a Honeywell GTD 1449 variable geometry water-cooled turbocharger. Two Lanchester balance shafts soothe the engine and the environmental awareness calms down. Urea injection – like the BMW B47, the OM 654 engine is one of the diesel engines with especially clean exhaust gases.
The BMW 320d and Mercedes C 220 d have almost the same weight, and the power and torque figures are almost identical. BMW's minimal lead in the zero to 30 sprint could be due to the shorter low gears. Or maybe not. In any case, both cars achieve such a high pace, which 3 years ago was not available only to the top versions of their predecessors - the M190 and the Mercedes 2.5 E 16-XNUMX. Much more important than the minimal differences in dynamic performance is the way they are implemented.
The Mercedes C 220 d relies on the fact that after a small turbo lag, there is always enough early torque power. Even at 3000 rpm, the engine reaches its maximum power, which brings some logic to its reluctance to go to higher rpm. In such cases, his gait becomes a little rough. Almost immediately, however, the nine-speed automatic transmission intervenes, which harmonizes with the diesels and their high torque even better than with the gasoline engines. Part of her understanding of autonomy is the fact that she chooses ideal gears perfectly, but sometimes she simply ignores inappropriate driver intervention through the gear levers.
This further enhances the driving experience of the C-Class. In a Mercedes, you never worry about the car. On the contrary, the car takes care of it, most often at an additional cost, providing perfect lighting with LED headlights (halogen as standard), and when driving on the highway, follow the lane, observe speed limits, distance and warnings for the car in an invisible place. zone. But above all, the rest of the 220 d stands out for its comfort. With air suspension (1666 euros), it “smoothes out” the bumps in the road and even in hard Sport mode rides more carefully than the “troika” in Comfort.
It turns out that "good aunt C" has become a little senile? No, not Aunt Xi, but a real forest fairy who floats along a winding road! In the C-Class, dynamics are not decoration, but the essence. This is primarily due to the excellent steering system, which responds precisely, directly and smoothly. To this end, the development engineers have given the chassis a particularly agile demeanor, with a wide traction limit where the ESP system responds to the wishes of the driver to some extent without even noticing it. This ensures fast, stress-free driving. In the Mercedes C 220 d, you can easily discuss new navigation destinations with a clear voice control system. Or look away from time to time to make sure that ten percent of the trees in the forest are oaks.
Leipzig before Hanover
And can we do anything in the BMW 320 d besides drive? Dear friends, you are on the wrong track here. And on a side road with lots of twists and turns, where you don't want to turn around and drive through a well-structured, feature-packed infotainment system or seek more sophisticated understanding of voice command control. Therefore, we will immediately clarify: in terms of the proposed place, the “troika” is slightly superior to the C-class, and in terms of the quality of materials it is closer to it. In addition, BMW offers an equally rich arsenal of assistants, but above all, exceptional driving talent. By the way, the Troika is not a driving car. It requires that you fully commit yourself to it.
To this end, the designers of the model have completely adjusted it for greater dynamics - especially in the M-Sport version with reduced ground clearance, sports brakes, adaptive dampers and a variable ratio sports steering system. It reacts instantly from the middle position, even at higher speeds, a small movement of the steering wheel is enough to change direction. If you pull a little harder, you can leave the right lane instead of returning to your lane after overtaking. But while the steering system requires a bit more concentration on the highway, the off-road driving experience becomes much more concentrated.
The torsion-rod front axle (an anti-deformation version of the MacPherson strut) and the triple-link rear axle use typical BMW components such as the Z4. That's why he moves almost as sportily. Even in the "Comfort" mode of the adaptive dampers, the suspension reacts with almost extreme stiffness to short bumps and only absorbs long ones properly. But overall, the hard setting is well-suited for particularly direct, active-feedback steering and a slightly playful rear end that lags but returns the ESP quite decisively to its desired trajectory. For all the thrilling spectacle that the trio puts on, it appears to be faster than the C-Class, but it really isn't. Exudes peace of mind, a Mercedes model often moves faster than you feel.
The Mercedes C 220 d ended up scoring eight points lower due to a less feature-rich infotainment system, leaner standard equipment and marginally higher fuel consumption (6,7 vs. 6,5 liters). / 100 km test average) means two things. For starters, its infotainment system isn't that feature-packed, that it's low on equipment, and that it costs a bit more. And secondly, the two models are fighting at a very high level. In that situation, everything is clear, right? - they could defeat any opponent hiding among the trees in their class.
Text: Sebastian Renz
Photo: Hans-Dieter Zeifert
