Mercedes-Benz C Series 2007 Review

At the same time, it wouldn't do to alienate the more mature market that's been the mainstay of the brand.

So Stuttgart is offering a split-personality C-Class range, with an each-way bet of a sporty trim to lure young turks and the conventional type for traditional buyers.

The blatant clue is the nose badging: trads get the customary, discreetly-small gun-sight logo mounted on the bonnet, turks get a dinner-plate sized version embedded in the grille and usually seen only on the coupes.

The C-Class is the crucial, key-entry point into the badge. Of the six million sold globally since 1982, about 40 per cent were to first-time Merc buyers. That's close to 250,000 new disciples a year who might gaduate into the E-Class and S-Class.

So to attract newbies and foster their loyalty, the C-Class has been given an equipment and visual taste of the top shelf, with echoes of S-Class styling most noticeable around the nose.

Toss in swelling wheel arches, a strong line rising along the flanks into sharp new tail-lights and functional rear vents that suck air through the arches, removing the need for a spoiler lip and you have a vastly better-looking body.

Cabin cues for the generation gap mean the turk's Avantgarde spec gets a sparkling emphasis on the exotic; black birdseye maple, chrome and aluminium (think Prada shoes and high-end Nordic jewelry). But of the two traditional fit-outs, the cheaper Classic spec's piano-black trim is the more understatedly stylish (Bally loafers and jeans), while the higher Elegance level tends towards burr walnut and an unfortunate choice of beige with more beige (Hush Puppies and button cardigans).

But colour preference aside, the cabin is comfortable, apart from wind rush around the larger door mirrors, politely hushed.

The more angled dashboard seems further away from the front seats, and there's plenty of front leg and shoulder room, although no noticeable increase, despite the car having sprouted a bit more length and width.

Front-seat passengers get plenty of headroom, too, but the rear is compromised by the sloping C-pillar. The longer-legged will still find their knees grazing the seat backs.

But the pay-off is that the boot holds a full-sized alloy spare, where others have space savers (or nothing at all in the run-flat obsessed marques).

There's a substantial amount of standard loot, including a multi-function steering wheel, Bluetooth and MP3 interfaces, an automatic two-zone, climate-control airconditioning and a six-stacker CD audio system with a 4.5 inch colour monitor.

Options include Merc's central knob COMAND satnav/DVD/info control system and goodies like Harmon/Kardon audio, panoramic sunroof and other lust-haves.

Sadly, buyers here will have to wait on government approval for Europe's intelligent headlight system that adjusts in response to oncoming traffic and pulsing emergency brakelights.

But the new C-class gets for the first time and the only standard in our market; the Mercedes Pre-Safe system that detects a crash risk and prepares the car, tightening seatbelts, adjusting seats, closing windows and sunroof.

Of course, the rest of the safety list is impressive, with a stronger body and improved crumple zones bolstered by an arsenal of airbags, electronic stability and ABS with brake assist.

The car is expected to easily win a five-star rating in official crash tests.

Upgraded and boosted engines mean the new entry level is the supercharged C200 (the C180 having been axed) in-line 1.8-litre petrol four-cylinder. An extra 15kW raises it to 135kW/250Nm that gets to the rear wheels via a five-speed automatic with sequential mode.

The same transmission delivers the 125kW and 400Nm of the four-cylinder 2.1-litre turbodiesel in the C220. Despite the force-fed help those engines get, on the road they're confident and refined, but never really sporty.

The five-speed box is staid in fully automatic mode and inclined to change up too early and down too late.

Pushing it into sequential mode stirs things up a bit but changes are delayed by a couple of seconds, unless you bury your foot in the carpet to convince the system you mean 'now.'

The manual, a no-cost option, might be a bit more persuasive for those who want to shift for themselves. But fire up the C280's 3.0-litre petrol V6, with 170kW and 300Nm channelled through a seven-speed automatic and you'll find a whole new world of fun.

With plenty of urge on tap, this is the combination that throws the best spotlight on all the work Mercedes has done to improve the driving experience.

All the new variants benefit from a wider track and sharper steering, but it is the C280 that makes the most of the more direct ratio, flicking in and out of corners and lanes with joy.

And these more energetic stints emphasise the flexibility of the new suspension, which adapts to the driver's style and road conditions with a system of variable shock absorbers.

Cruise around sedately and it is solid, but compliant. Get a bit more athletic and it firms up to give tauter handling and fantastic road-holding. The 17-inch alloys bearing mixed-width tyres (the rears larger than the fronts) help it claw into the road.

A wagon and coupe won't arrive until 2008, but Merc hopes to sell close to 4000 C-Class sedans this year, including the run-out model. They would eventually like to capture 30 per cent of the segment, a slice they achieved in 2002. They expect the volume seller to be the $56,900 C200 (which slips in under the luxury car tax bar), followed by the $60,300 C220 CDI and then the $85,000 C280, which gets the $5700 turk's trim added at no cost.

Snapshot

Mercedes C200K

Price: $56,990

Economy: 8.4L/100km

Engine: 1.8-litre supercharged 4-cylinder

0-100kmh 8.8 secs

The rivals

BMW 320i Executive

Price $58,500

Economy 7.9L/100km

Engine 2.0-litre in-line 4-cylinder

0-100kmh 9.7 secs

Audi A4 1.8T

Price $56,150

Economy 8.6L/100km

Engine 1.8-litre turbo in-line 4-cylinder

0-100kmh 8.6 secs

Lexus IS250

Price $56,490

Economy 9.1L/100km

Engine 2.5-litre quad cam V6

0-100km 8.4 secs