Mercedes Benz C 200 Kompressor Elegance
Content
And so it was for many years. But over time, the Audi became more expensive, and the Mercedes more sporty. And the new C-Class is a step in a completely new direction compared to its predecessor.
We can leave the shape aside here - you won't find any noticeable resemblance to its predecessor in the C. The rounded lines have been replaced by sharp edges and corners, and the seemingly low sporty silhouette by a less elegant, more bulging line on the side. The car looks tall, nothing sporty, the 16-inch wheels are a bit small, the nose is fuzzy. The last two facts are easy to correct: instead of the Elegance kit, as was the case in test C, you prefer Avantgarde equipment. You'll have to say goodbye to the protruding star on the hood, but you'll be better off with 17-inch wheels (which will give the car a nicer look), a nicer grille (instead of a fuzzy gray, you get three chrome bars and a recognizable car nose), and subdued taillights.
Better yet, choose the AMG package that is the most beautiful and order the car in white for that package only. ...
But back to test C. The plot is much (it would seem, of course) more beautiful inside than outside. The driver is pleased with the multifunctional leather steering wheel (which is also a consequence of the Elegance equipment package), which can control almost all functions of the car, except for the air conditioning.
Interestingly, though, Mercedes engineers managed to not only double but triple some of the teams. The radio, for example, can be controlled by buttons on the steering wheel, buttons on the radio itself, or a multi-function button between the seats. Not all features (and the most nerve-wracking is that some can only be installed in one place, and some in all three), but the driver has at least a choice. The only pity is that the system gives the impression of not being finalized.
The same is true for meters. There is enough information, counters are transparent, and space is misused. Inside the speedometer is a high-resolution monochrome display where most of the space is not used. If you decide to look at the range with the rest of the fuel, you will have to give up the daily meter, consumption data and everything else - only the data on the temperature and time of the outside air are constant. It's a pity, because there is enough space to display at least three data at the same time.
And the last minus: the on-board computer does not remember how it was configured when you turned off the car. So it's a very welcome option (which we at Mercedes have known for a long time) to set up some of the car's functions on your own, from locks to headlights (and, of course, the car remembers their settings).
For previous Class C owners, especially those who are accustomed to setting the seat in the lowest position, it will (probably) be an undesirable feature that it sits quite high. The seat is (of course) height adjustable, but even the lowest position can be too high. A tall driver (say, 190 centimeters) and a roof window (which makes the ceiling a few centimeters lower) is such an incompatible combination (fortunately, there was no roof window in test C). As a result of this seating position, the sideline looks low and visibility at traffic lights may be limited, and taller drivers may be bothered by the feeling of being cramped because the upper edge of the windshield is quite close. On the other hand, lower drivers will be very pleased as transparency is excellent for them.
There is not enough space in the back, but enough for four “average people” to drive. If there is length in the front, the children will also suffer in the back, but if someone from less "variety" sits in the front, there will be real luxury in the back, but anything more than a middle class C is not suitable. Here. The same goes for the trunk, which impresses with its opening (not only unlocking, but opening) at the push of a button on the remote, but disappointing with non-standard, varied wall shapes that can prevent you from loading items of luggage that you would otherwise expect they will easily fit into the trunk - especially since the size of the opening is more than enough, despite the classic rear of the sedan.
Back to the driver, if you subtract the seat height (for taller drivers), the driving position is almost perfect. Why almost? Simply because the clutch pedal takes (too) long to travel and a compromise needs to be made between positioning the seat close enough to be fully squeezable and far enough away that the transition between the pedals is comfortable (the solution is simple: think about an automatic transmission). The shift lever is ideally placed, its movements are quick and precise, so shifting gears is a pleasant experience.
The four-cylinder engine with a mechanical compressor makes a great powertrain partner, but somehow doesn't give the impression of being the perfect choice for this car. At low revs, it sometimes shakes and rumbles uncomfortably, from about 1.500 and above this is excellent, but when the needle on the meter hovers above four thousandths, it becomes out of breath in sound and not smooth enough in sensations. He hums rudely, he acts like he doesn't like driving a ton and a half of a heavy car and its driver. The performance is in line with the class and the price, the flexibility is sufficient, the final speed is more than satisfactory, but the sound is poor.
A big plus the engine started working at the gas station. If you're careful, consumption can drop to ten liters, which is an excellent figure for a ton and a half and 184 "horsepower". If you are driving moderately fast (and there will be a lot of city driving in between), the consumption will be about 11 liters, maybe a little more, and for sports drivers it will start to approach 13. Test C 200 Kompressor consumes about 11 liters on average. 4 liters per 100 kilometers, but there was a lot of city driving in between.
Chassis? Interestingly, it's built tougher and more athletic than you'd expect. It “catches” short bumps not very successfully, but it resists tilts in turns and nods on long waves quite well. Those who expect comfort from a Mercedes may be a little disappointed, and those who want a nimble car with enough comfort may be very pleased. Mercedes engineers managed to find a good compromise here, which sometimes leans a little towards sportiness and a little towards comfort. It's a pity that they didn't succeed behind the wheel either: it still lacks the will to return to center and feedback in the corner - but on the other hand, it's true that it's accurate, straightforward enough and just right 'heavy'. On the C motorway, it steers easily even on wheels, it almost reacts to crosswinds, and directional correction requires more attention than moving the steering wheel.
Location on the road? As long as the ESP is fully engaged, it underloads easily and reliably, and even rough steering wheel work and computer mind throttle cannot overcome this - but you will find ESP working very quickly, as its interventions are crucial. If it is “turned off” (the quotes here are completely justified, since you cannot completely turn it off), then the rear can also be lowered, and the car is electronically almost neutral, especially in fast corners. The electronics here let you slide a little, but the fun ends when it becomes fun. It's a pity, as they give the feeling of knowing that the chassis would have grown even for those with a more sporty soul to drive.
Although Mercedes has never been famous for its rich standard equipment, the new C can hardly be considered a negative in this area. Dual-zone air conditioning, multifunction steering wheel, on-board computer, start-off assistance, brake lights are standard equipment. ... The only thing seriously missing from the equipment list are parking assist devices (at least in the back). Nothing like that would be expected from a car worth almost 35 thousand.
So what is our first assessment of the new C-Class? Positive, but with reservations, you can write. Let's put it this way: treat yourself to one of the six-cylinder engines (a good two-thousandths difference) and Avantgarde equipment; but if you plan to take a little more luggage with you, wait T. If you only want a low price, you should choose one of the cheaper diesels. And at the same time, know that the new C is a step in a new, more adventurous direction for Mercedes.
Dusan Lukic, photo :? Aleš Pavletič
Mercedes-Benz C 200 Kompressor Elegance
Basic data
| Sales: | AC Interchange doo |
|---|---|
| Base model price: | 34.355 € |
| Test model cost: | 38.355 € |
| Power: | 135kW (184 KM) |
| Acceleration (0-100 km / h): | 8,6 with |
| Maximum speed: | 235 km / h |
| Mixed flow ECE: | 7,6l / 100km |
| Guarantee: | 3 years or 100.000 km general and mobile warranty, 12 years rust warranty |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 1.250 € |
|---|---|
| Fuel: | 12.095 € |
| Tires (1) | 1.156 € |
| Compulsory insurance: | 4.920 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 5.160 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 46.331 0,46 (km cost: XNUMX) €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - petrol - longitudinally mounted at the front - bore and stroke 82,0 × 85,0 mm - displacement 1.796 cm3 - compression 8,5:1 - maximum power 135 kW (184 hp) .) at 5.500 rpm - average piston speed at maximum power 15,6 m / s - specific power 75,2 kW / l (102,2 hp / l) - maximum torque 250 Nm at 2.800-5.000 rpm - 2 overhead camshafts (chain) - 4 valves per cylinder - multipoint injection - mechanical charger - aftercooler. |
|---|---|
| Energy transfer: | the engine drives the rear wheels - 6-speed manual transmission - gear ratio I. 4,46; II. 2,61; III. 1,72; IV. 1,25; V. 1,00; VI. 0,84; – differential 3,07 – wheels 7J × 16 – tires 205/55 R 16 V, rolling range 1,91 m – speed in 1000th gear 37,2 rpm XNUMX km / h. |
| Capacity: | top speed 235 km / h - acceleration 0-100 km / h 8,6 s - fuel consumption (ECE) 10,5 / 5,8 / 7,6 l / 100 km |
| Transportation and suspension: | sedan - 4 doors, 5 seats - self-supporting body - front single suspension, spring legs, triangular cross beams, stabilizer - rear multi-link axle, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear disc, mechanical mechanical on rear wheels (pedal to the left of the clutch pedal) - steering wheel with rack, electric power steering, 2,75 turns between extreme points. |
| Mass: | empty vehicle 1.490 kg - permissible total weight 1.975 kg - permissible trailer weight with brake: 1.800 kg, without brake: 745 kg - permissible roof load: 100 kg. |
| External dimensions: | vehicle width 1.770 mm - front track 1.541 mm - rear track 1.544 mm - ground clearance 10,8 m. |
| Inner dimensions: | front width 1.450 mm, rear 1.420 - front seat length 530 mm, rear seat 450 - steering wheel diameter 380 mm - fuel tank 66 l. |
| Box: | Trunk volume measured using AM standard set of 5 Samsonite suitcases (total volume 278,5 L): 1 backpack (20 L); 1 × aviation suitcase (36 l); 1 suitcase (85,5 l), 1 suitcase (68,5 l) |
Our measurements
| (T = 20 ° C / p = 1110 mbar / rel. Owner: 47% / Tires: Dunlop SP Sport 01 205/55 / R16 V / Meter reading: 2.784 km) | |
| Acceleration 0-100km: | 8,8s |
|---|---|
| 402m from the city: | 16,2 years ( 140 km / h) |
| 1000m from the city: | 29,5 years ( 182 km / h) |
| Flexibility 50-90km / h: | 10,0 / 15,4s |
| Flexibility 80-120km / h: | 12,1 / 19,5s |
| Maximum speed: | 235km / h (WE.) |
| Minimum consumption: | 10,4l / 100km |
| Maximum consumption: | 13,1l / 100km |
| test consumption: | 11,4 l / 100km |
| Braking distance at 130 km / h: | 66,2m |
| Braking distance at 100 km / h: | 38,9m |
| AM table: | 42m |
| Noise at 50 km / h in 3rd gear | 56dB |
| Noise at 50 km / h in 4rd gear | 55dB |
| Noise at 50 km / h in 5rd gear | 54dB |
| Noise at 50 km / h in 6rd gear | 54dB |
| Noise at 90 km / h in 3rd gear | 64dB |
| Noise at 90 km / h in 4rd gear | 63dB |
| Noise at 90 km / h in 5rd gear | 62dB |
| Noise at 90 km / h in 6rd gear | 62dB |
| Noise at 130 km / h in 4rd gear | 70dB |
| Noise at 130 km / h in 5rd gear | 68dB |
| Noise at 130 km / h in 6rd gear | 67dB |
| Idling noise: | 36dB |
| Test errors: | unmistakable |
Overall rating (347/420)
Neither Mercedes fans nor newcomers to the brand will be disappointed.
Exterior (14/15)
The fresh, more angular shape at the back sometimes resembles the S-class.
Interior (122/140)
The air conditioning in the rear seats is poor, the driver sits high.
Engine, transmission (32
/ 40)The four-cylinder compressor did not match the sound of the elegant sedan; the expense is favorable.
Driving performance (84
/ 95)The chassis can be rough on short bumps, but the C is good for cornering.
Performance (25/35)
Adequate torque at low revs makes the car comfortable.
Security (33/45)
A category that is never considered in class C.
Economy
Fuel consumption is affordable, but the price of the car is not the highest.
We praise and reproach
engine sound and smooth running
irregular barrel shape
too high for some
poor air conditioning in the rear seats
