C-Class (W206) [Official] Mercedes Benz C-Class (W206)

[burana800]

Interior looks better than W223 but I'm also scared shitless how the basic trim interior looks.

 

[PINHEAD]

Classic grill?

 

[Deleted member 1071]

All the Mercedes-Benz that most folks will ever need. And it will surely be highly "configurable" with a plethora of packages, paints, interior materials and rims that will provide a high level of "personalization". A very nice automobile.

I may add that the W206 displays a form of kindred stylistic relationship to the C257 CLS that I can really appreciate. I love the C257 CLS.

 

[martinbo]

Powertrain: systematic electrification of the modern four-cylinder engines

Thanks to systematic electrification and intelligent downsizing, the new C-Class sets new standards in efficiency. The engine range has only four-cylinder units from the current modular FAME (Family of Modular Engines) Mercedes-Benz engine family. Accordingly, the engine range plays a major role in the flexibility of the international production network, with needs-based electrification.

In addition to turbocharging, both the diesel and the petrol engines now have an integrated starter-generator (ISG) for intelligent assistance at low engine speeds as a mild hybrid of the second generation. This ensures outstanding power delivery. The ISG uses a 48 volt on-board electrical system that ensures functions such as gliding, boosting or energy recovery, and makes significant fuel savings possible. The engines also start very rapidly and comfortably as a result, so that the start/stop function is almost as imperceptible to the driver as the transition from gliding with the engine switched off to strong acceleration under engine power. When idling, the intelligent interaction between the ISG and the combustion engine ensures outstandingly smooth running.

First diesel with an integrated starter-generator

Spearhead of the efficiency improvement measures is the new OM 654 M with an integrated second-generation starter-generator (ISG). It has a 48-volt partial on-board electrical system. An energy recovery function and the ability to "glide" with the engine switched off make the engine even more efficient. Along with electrification, which also includes the use of an electric refrigerant compressor for the air conditioning system, the most important modifications that make an output of up to 195 kW plus an additional 15 kW from the EQ Boost system possible are:

• A new crankshaft increases the stroke to 94.3 mm and the displacement to 1992 cc (previously: 92.3 and 1950).
• The injection pressure is increased to 2700 bar (previously 2500).
• Particularly fast response times and uniform power delivery thanks to two water-cooled turbochargers, both now featuring variable turbine geometry.
• A sodium-filled cooling duct in each of the steel pistons. This helps to dissipate temperature peaks in the combustion cavity of the pistons.

In terms of exhaust gas aftertreatment, this most powerful of the four-cylinder diesel engines also takes things one step further. Its components include:

• a close-coupled NOx storage catalytic converter for reducing nitrogen oxides
• a DPF (diesel particulate filter with special coating for reducing also the amount of nitrogen oxides)
• an SCR catalytic converter (selective catalytic reduction with metered injected quantity of AdBlue®) and
• an additional SCR catalytic converter in the vehicle's underbody, with a separately metered injected quantity of AdBlue®

Four-cylinder petrol engine also with a second-generation ISG

The four-cylinder M 254 petrol engine with a second-generation starter-generator with an additional output of up to 15 kW and 200 Nm more torque is also celebrating its première in the C-Class. Thanks to energy recovery and the ability to "glide" with the engine switched off, the petrol engine is highly efficient. In the M 254, Mercedes-Benz has for the first time combined all the innovations of the modular engine family of four and six-cylinder petrol and diesel units in a single engine. They include NANOSLIDE® cylinder coating, CONICSHAPE® cylinder honing (trumpet honing) and the exhaust aftertreatment system positioned directly at the engine.

A completely new feature is the segment charger with flow connection, an advancement of the twin-scroll technology for even more instantaneous response of the forced induction system. The completely newly developed segment turbocharger is a result of cooperation between Mercedes-Benz turbocharger developers and the Mercedes-AMG Petronas Formula 1 team. The technology transfer to series production sets new standards with respect to power combined with maximum efficiency. For short periods, the output of the C 300 (combined fuel consumption: 7.0-6.6 l/100 km, combined CO2 emissions: 159-150 g/km)2 can additionally be increased by up to 20 kW overboost.

Transmission: Automatic now standard across the board

The 9G-TRONIC transmission was developed further for adapting the ISG, and is installed in all C-Class models. The electric motor, power electronics and transmission cooler have now moved into or to the transmission. Previously required lines are eliminated, which offers advantages with regard to installation space and weight. In addition, the efficiency of the transmission has been increased. Amongst other things, the optimised interplay with the electric auxiliary oil pump reduces the delivery rate of the mechanical pump by 30 percent compared with the predecessor – good for efficiency. Furthermore, it uses a new generation of the fully integrated transmission control with multi-core processor and new design and connectivity technology. In addition to the increased computing power, the number of electric interfaces has been drastically reduced, and the weight of the transmission controls have been cut by 30 percent compared with the predecessor.

The 4MATIC drive system of the all-wheel drive models has been advanced. The new front-axle drive allows higher torque levels to be transferred with an ideal axle load distribution for driving dynamics. Moreover, this has a significant weight advantage compared to the corresponding component in the preceding series – a contribution to CO2 reduction. The technicians were also able to reduce the friction losses in the new transfer case. In addition, it also a closed oil circuit, and requires no additional cooling measures.

Overview of Saloon and Estate models[1] (petrol engines):

		C 180	C 200	C 200 4MATIC	C 300	C 300 4MATIC
Displacement	cc	1496	1496	1496	1999	1999
Output	kW/hp	125/170	150/204	150/204	190/258	190/258
at	rpm	5500-6100	5800-6100	5800-6100	5800	5800
Add. output (boost)	kW/hp	15/20	15/20	15/20	15/20	15/20
Peak torque	Nm	250	300	300	400	400
at	rpm	1800-4000	1800-4000	1800-4000	2000-3200	2000-3200
Add. torque (boost)	Nm	200	200	200	200	200
Combined fuel consumption[2]	l/100 km	6.5-6.2	6.6-6.2 (6.7-6.3)	6.9-6.5	7.0-6.6	7.3-7.0
Combined CO2 emissions2	g/km	149-141	150-141 (153-143)	157-149	159-150	168-161
Acceleration 0-100 km/h	s	8.6	7.3 (7.5)	7.1	6.0	6.0
Top speed	km/h	231	246 (240)	241	250	250

And here are the consumption values according to WLTP[3]

		C 180	C 200	C 200 4MATIC	C 300	C 300 4MATIC
Total fuel consumption WLTP	l/100 km	7.2-6.2	7.2-6.3 (7.4-6.5)	7.6-6.6	7.4-6.6	7.9-7.0
Total CO2 emissions WLTP	g/km	163-141	163-143 (168-149)	172-151	169-150	180-160

Overview of Saloon and Estate1 models (diesel engines):

		C 220 d	C 300 d
Displacement	cc	1992	1992
Output	kW/hp	147/200	195/265
at	rpm	4200	4200
Add. output (boost)	kW/hp	15/20	15/20
Peak torque	Nm	440	550
at	rpm	1800-2800	1800-2200
Add. torque (boost)	Nm	200	200
Combined fuel consumption1	l/100 km	5.2-5.0 (5.3-5.0)	5.3-5.0 (5.3-5.1)
Combined CO2 emissions1	g/km	138-131 (140-133)	139-132 (141-134)
Acceleration 0-100 km/h	s	7.3 (7.4)	5.7 (5.8)
Top speed	km/h	245 (242)	250 (250)

And here the consumption figures as per WLTP1[4]

		C 220 d	C 300 d
Total fuel consumption WLTP	l/100 km	5.6-4.9 (5.8-5.1)	5.6-5.0 (5.8-5.1)
Total CO2 emissions WLTP	g/km	148-130 (152-134)	148-131 (152-135)

Plug-in hybrids with an electric range of around 100 kilometres (WLTP)[5][6]

Fourth-generation plug-in hybrids will follow soon after the launch. Electrification is taking a great step forward while using the same base engines. With an electric output of 95 kW (129 hp) and an all-electric range of around 100 kilometres (WLTP), the plug-in hybrid C-Class will operate in all-electric mode in many cases - and on many days without using the combustion engine at all. This is the two-litre variant of the ultra-modern M 254 four-cylinder engine. The complete package is not only very efficient, but also decidedly sporty. Diesel plug-in hybrid Saloon and Estate models will follow.

The new high-voltage system is more compact and more powerful, while the number of high-voltage interfaces has been significantly reduced. The integration of the power electronics into the transmission housing reduces the installation space required, while also simplifying the assembly processes at the production plant. Increasing the system voltage also increases the output, without the need for larger cable cross-sections.

The high energy density of the hybrid traction head is achieved using a permanently excited synchronous motor with internal rotor. The 440 Nm peak torque of the electric motor is available right from the start, resulting in high agility when moving off, along with dynamic driving performance. The full electric power is available up to 140 km/h, at which point it is softly capped.

The high-voltage (HV) battery has been developed in-house by Mercedes-Benz AG. It is part of a fourth-generation family of batteries and represents a logical evolution of the previous generation. It consists of 96 cells in a so-called pouch configuration. The battery has a total capacity of 25.4 kWh, thereby bringing about a significant increase in electrical range to around 100 kilometres. To account for the high energy density, the HV battery has an internal cooling system. The thermal management system can therefore control the operating temperature irrespective of the climate control in the vehicle interior. In addition to continuous operation in hot and cold regions, this also allows quick charging with direct current. Even when the battery is completely discharged, it can be fully charged in around 30 minutes with the optional 55 kW DC charger. A standard-fit 11 kW charger (depending on the market) is available for three-phase charging at a Wallbox connected to the domestic AC mains.

The positioning of the battery in the vehicle brings advantages on a day-to-day basis compared with the previous model: there is no longer a step in the boot, and through-loading is now possible. This improvement is particularly noticeable in the Estate model: the length of the luggage compartment floor has increased by 63 mm to 1043 mm. Tall crates or cases of bottles can be loaded under the cassettes of the retractable luggage cover and dividing net without problems, as the height of the luggage compartment has increased by 150 mm to 732 mm. Compared to the previous model, the luggage capacity has increased by 45 litres to 360 litres, while with the rear seats folded down the Estate model can even accommodate 1375 litres (40 l more). Air suspension and level control at the rear are standard for both the Saloon and Estate models.

The driving experience: considerably more electric

All in all, the driving experience is significantly more electric. In view of the increase in electric range to around 100 kilometres, drivers will be able to cover most everyday journeys under electric power alone. The energy recovery function allows kinetic energy to be recuperated during deceleration or downhill driving, a process that has now also been improved in interaction with the hydraulic brake. The energy recovery output is now over 100 kW. The intelligent, route-based operating strategy activates the electric driving mode where this is most appropriate for the route. It takes into account such factors as navigation data, topography, speed limits and the traffic conditions for the entire planned route. A driver wishing to influence the energy recovery rate can do so directly in three stages controlled by rocker switches behind the steering wheel. This is possible in all driving modes except SPORT. In the driving mode D-, for example, the driver can experience the "one-pedal feeling": When the driver takes his foot off the accelerator the vehicle slows down, purely by electric means, to such an extent that the hydraulic foot brake is often not needed.

The operating strategy communicates with the sensors of the assistance systems and thus efficiently supports the driver in many driving situations. Over longer distances in urban areas, for instance, the car will prioritise electric driving. Two additional driving modes enable the driver to make particularly advantageous use of the plug-in powertrain:

• BATTERY HOLD: Maintaining the charge state of the high-voltage battery is given priority, e.g. when intending to drive in a city centre or green zone later on; selection of the most suitable drive configuration by the hybrid powertrain system, depending on the driving situation and route.
• ELECTRIC: Electric driving up to 140 km/h, adjustable energy recovery rate in overrun mode, adaptation of Active Distance Assist DISTRONIC for electric driving, activation of the combustion engine using a pressure point of the accelerator pedal (kick-down)

The plug-in hybrids in the new C-Class have a haptic accelerator pedal module with a pressure point at an accelerator pedal angle of 9.7°. In ELECTRIC mode, this power surge is activated and allows all-electric vehicle operation up to the additional pressure point. If the pressure point is overridden, the combustion engine starts and delivers additional torque. The Power Nap function of ENERGIZING COMFORT is likewise reserved for the plug-in hybrids.

[1] Figures for the Saloon model. Figures for the Estate model, if different, are shown in brackets
[2] The stated figures are the measured "NEDC CO2 figures in conformance with Article 2 No. 1 Implementing Regulation (EU) 2017/1153. The fuel consumption figures were calculated based on these figures. The WLTP figure is relevant for the assessment of the motor vehicle tax.
[3] The stated figures are the measured "WLTP CO2 figures" in accordance with Article 2 No. 3 Implementing Regulation (EU) 2017/1153. The fuel consumption figures were calculated based on these figures.
[4] Figures for the Saloon model. Figures for the Estate model, if different, are shown in brackets
[5] The stated figures are the measured "WLTP CO2 figures" in accordance with Article 2 No. 3 Implementing Regulation (EU) 2017/1153. The fuel consumption figures were calculated based on these figures. Power consumption and range were determined on the basis of Commission Regulation (EU) No. 2017/1151.
[6] All figures shown are provisional. The vehicle is not on sale yet.

 

[martinbo]

Suspension: comfort and agility

The key components of the new, dynamically configured suspension are a new four-link axle at the front and a multi-link axle at the rear mounted to a subframe. The new suspension provides the basis for a high level of suspension, ride and noise comfort, agile handling and driving fun. The new C-Class is optionally also available with continuously adjustable damping and a sport suspension. Air suspension at the rear is standard for both the Saloon and Estate models of the plug-in hybrids.

Rear-axle steering: more agile and dynamic

The new C-Class is especially agile and stable with the optional rear-axle steering and the accompanying, more direct steering ratio at the front axle. The steering angle at the rear axle is 2.5 degrees. This reduces the turning circle by 43 centimetres to 10.64 metres.

The driver also needs fewer turns of the steering wheel for full lock. With rear-axle steering, and depending on the drive concept, this requires 2.1 instead of 2.35 turns (rear-wheel drive with comfort steering) or 2.3 turns (4MATIC versions with comfort steering).

At speeds below 60 km/h, the rear wheels steer in the opposite direction to the front wheels – and by up to 2.5° opposite to the front-axle angle during parking. Depending on the situation, this virtually shortens the wheelbase, and the vehicle is more manoeuvrable, light-footed and agile as a result. At speeds above 60 km/h, the rear wheels steer up to 2.5° in the same direction as the front wheels. This virtual increase in wheelbase has noticeable advantages in the form of improved handling stability and safety at high speeds, during fast lane-changes or sudden evasive manoeuvres.

Moreover, considerably less steering input is required during dynamic manoeuvres, e.g. when driving on country roads – and the vehicle responds to steering movements in a more sporty manner. This is supported by the integrated dynamic control function of the ESP®.

Driving assistance systems: stress-relief and support in hazardous situations

Compared to the previous C-Class series, the latest generation of the Driving Assistance Package has additional and advanced functions. These reduce driver workload in day-to-day situations, for more comfortable and safe driving. When danger threatens, the assistance systems are able to respond to impending collisions as the situation demands. The operating principle of the systems is visualised on the driver display by a new display concept.

Advancement of the assistance systems: three examples

• On all types of roads – motorways, country roads or in town – Active Distance Assist DISTRONIC can automatically maintain a preset distance from vehicles ahead. One new feature is the response to stationary vehicles on the road at speeds up to 100 km/h (previously: 60 km/h).
• Active Steering Assist helps the driver to stay in lane at speeds up to 210 km/h. New features include additional lane recognition with the 360° camera, forming an emergency corridor especially at low speeds, significantly improved availability and performance in bends on country roads and improved lane centring on motorways.
• In addition to conventionally posted speed limits, Traffic Sign Assist recognises signs on overhead gantries and at roadworks. Even conditional instructions (e.g. "when wet") are recognised by evaluation of all on-board sensors. New are the stop sign and red light warning functions (as part of the Driving Assistance Package).

Intelligent parking systems support the driver when manoeuvring

Thanks to improved surround sensors, the parking systems give the driver even better support when manoeuvring at low speed. Operation is faster and more intuitive thanks to integration into MBUX. The optional rear-axle steering is integrated into the parking assistants, with the calculation of the trajectories adapted accordingly. Emergency braking functions also serve to protect other road users.

In addition to stabilising the combination when reversing, the optional trailer manoeuvring assistant for the Estate model can now also handle freely selectable cornering manoeuvres up to 90° for the first time. This allows precise and safe positioning of a trailer.

Crash safety: fit for all global requirements

Few models are sold in as many markets as the C-Class, which is currently available in over 100 countries. Around 1000 load stage variants are therefore examined during the course of development, as all engine and body variants, right and left-hand drive, hybrids or 4MATIC models meet the same requirements. Plus there are special equipment items to meet specific rating criteria – vehicles for Europe have a centre airbag, for example. During a severe side impact, it positions itself between the driver and front passenger seat, reducing the risk of their heads making contact. It is integrated into the driver's seat backrest in the middle of the vehicle.

Together with the familiar PRE-SAFE® protection concepts for frontal and rear collisions, PRE-SAFE® Impulse Side (available in conjunction with the Driving Assistance Package Plus) forms a kind of virtual crumple zone that extends all around the vehicle. As only a limited crumple zone is available in a side impact, PRE-SAFE® Impulse Side (availability depending on selected equipment) can move the affected driver or front passenger away from the danger even before the crash as soon as the system detects that a side collision is immediately imminent. For this purpose, air chambers in the side bolsters of the front seat backrest are inflated in fractions of a second.

All in all, the safety concept of the C-Class is based on an intelligently designed body shell with a particularly rigid passenger cell and crash structures that deform in a specific way acting together with seat belts and airbag systems. In an accident, systems such as belt tensioners and airbags can be activated to protect the occupants as the situation demands. With the help of numerous numerical simulations, the vehicle structure was configured to ensure particularly good occupant protection in the event of a crash. In all aspects of the vehicle configuration that are relevant in an accident, the legal requirements were further bolstered by internal testing requirements and test criteria derived from the findings from real-life accident scenarios.

 

[Keyonte]

The exterior is inevitably bland but the interior seems much more fitting for the C class and a lot more cohesive compared to the W223

 

[Sonder]

The interior is great, the exterior boring aka copy paste of the w223. The proportions are funny again, specially the long hood compared to the short rear doors, but that was allways the problem of the C-Class

 

[slicknick]

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[LaArtist]

I like it, i like it alot. Interior is baller, Rear is stunning. I wish they gave it a v shape grill though I don’t like the A shape, atleast in the amg package.

oh well the c63 will fix that.

also it will sell like hot cakes!

 

[martinbo]

Time for some passion wagon luvin'...

Overall, I think the new C-Class looks great. It's at the top of the heap along with the G20 (each to their own) and there's daylight between these two products and their next nearest rivals.
The interior turned out nicely (my judgement's still reserved around the aesthetics and usability of large touch screens) and I feel it flows better compared with the S-Class.
For many, this is the new class leader and I won't be one to argue. A very good effort from MB.

 

[martinbo]

The proportions are funny again, specially the long hood compared to the short rear doors, but that was allways the problem of the C-Class

But that's the whole point of a cab-backward design, no?

 

[Grosser]

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[Laurent T]

Looks great, both inside and out.

 

[Serpens]

They nailed it. Looks great inside and out and the tech improvements are intriguing.

But that's the whole point of a cab-backward design, no?

It is indeed.

 

[Grosser]

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@2:41
"This is not M Town, this is Sindelfingen"

He really knows how to do a good render

 

[HighestOfHigh]

Interior looks better than W223 but I'm also scared shitless how the basic trim interior looks.

Lol...How?

 

[CrunchSlaughtered]

Poor W213. I suppose only buyers who don't want a four cylinder engine will go for the bigger car.

 

[hoffmeister_fan]

Seats look super-comfy.

 

[Amat46]

Am I the only one not liking the inverted grill? Great car otherwise.

 

[Merc1]

It looks great inside and out. This design theme seems much more appropriate here on the C than it does on the old-man S-Class. It is just some of the pics are distorted or is the center console slightly angled towards the driver? If so that is a great for a Mercedes. The bitter-sweet part is that this car came out gorgeous just like I said it would, but we will never got an I6 or V8 to push down the road properly. It's very upsetting really. Imagine a 550hp V8 C63 version of this car? Would Have Been Heaven.

M