Instrumented Test
TESTED
Sandwiched between the rear-wheel-drive C250 and C350 in Mercedes’ C-class sedan range, the C300 4MATIC functions in a narrow bandwidth and didn’t receive as much attention as the others when the lineup was refreshed for 2012. That changed for 2013, with a larger, more-powerful V-6 engine now standard that gives the car a more energetic feel on the road. Being the middle child is never easy.
Pumped Up
Under the hood now lives a detuned version of the C350’s direct-injected 3.5-liter V-6 making 248 horsepower and 251 lb-ft of torque, gains of 20 and 30, respectively, over the previous C300’s 3.0-liter. Mercedes’ seven-speed, torque-converter automatic transmission is standard, as is 4MATIC all-wheel drive, the latter only offered on this trim and accounting for about 150 of our example’s 3803 pounds. With our testing equipment aboard, the extra grunt helped spur the car to 60 mph in a respectable 6.2 seconds and through the quarter-mile in 14.8 at 97 mph.
We’ve yet to test a new 302-hp C350 sedan, but a comparable C350 4MATIC coupe ran the quarter in 14 flat and a lighter, 201-hp C250 sedan needed 15.2 seconds. (A 211-hp Audi A4 2.0T Quattro with 140 fewer pounds can do it in 14.9.)
The added power is immediately noticeable, with the new engine’s twist peaking much earlier than the old V-6’s (2700 rpm versus 5000.) The C300’s gearbox feels more aggressive than before when in Sport mode, downshifting and holding gears when needed to keep the car ready to pounce. An Eco stop-start system is standard with the new engine and helps the C300 achieve EPA ratings of 20 mpg in the city and 28 on the highway. The technology is still somewhat intrusive day to day, so we deactivated it most of the time yet still managed a decent 24-mpg average.
With Red Seatbelts to Boot
Compared with the wood-trimmed $40,265 C300 Luxury model, our Sport version started at $39,855 and included aluminum interior bits, a firmer sport suspension that lowers the car about 0.5 inch, and AMG-themed bodywork. The optional Sport package ($2300) replaces the stock 17-inch wheels with AMG-branded 18s and also includes more-supportive seats up front with contrasting red stitching. Red seatbelts come with the package and add some boy-racer theater to the otherwise stately cabin, if that’s your thing. Traditional black ones are a no-cost option.
The new thrones aren’t quite AMG material, but their thick bolsters and grippy upholstery hold you firmly in place during cornering, a task that the C300 does surprisingly well. Steering response is quick off-center but lacks the desired effort increase as you push the chassis deeper into a bend. Body motions are well controlled without an overly firm ride, and the car has a light, agile feel with ample grip. Understeer kicks in at the limits of adhesion for safety, and the 4MATIC’s 45/55 front-to-rear torque split lends a stable rear-drive feel in most situations. Continental ContiSportContact 5 performance rubber helped the car cling to the skidpad at 0.87 g and stop from 70 mph to 0 in a solid 159 feet.
Middle of the Road
The C300 4MATIC’s standard features are many—from a power sunroof and dual-zone climate control to 11 airbags and active head restraints—and expected at this price point. In addition to the aforementioned Sport package, our car’s $45,375 as-tested figure included $720 for Steel Grey paint and $2500 for the Premium 1 package (a 10-way power driver’s seat, split-folding rear seats, heated front seats, and a Harman/Kardon audio system with satellite radio and iPod connectivity).
But the lack of navigation or reverse aids of any kind for 45 grand is a serious omission, especially considering the three-pointed star on the grille. Optioning both would add nearly $4000 to the car’s bottom line, at which point its charm begins to fade in light of better overall alternatives, such as the surprisingly good 2014 Lexus IS350. Mercedes’ new, smaller CLA-class arrives this fall, too, aiming for many of the C’s current buyers. But a full update of the C-class is on the horizon, with the larger and likely pricier fifth-gen model arriving next year as a 2015 model. If you want a C, you might want to wait, but pulling the trigger now will at least get you a livelier C300 than before.
