While most Mercedes items have softened in the long run, we accept that the new 2022 C-Class has worked on both sharpness and looks. It’s slightly wider and longer than before, but also has a tapered outline that gives it a more developed look. The rear does a lot to remind us of the Alfa Romeo Giulia, and because of the hunched, pointed nose, we’ve spoiled the front of the four-door CLS roadster. With puzzling little accents like the swirl of chrome stars implanted in the front grill, it also looks extraordinary in the dark. We believe it’s the most attractive C-Class yet.
The interior also gets tons of praise. It may have a lot of screens, but despite the fact that this reduces some of its usefulness and ease of use, the Alfa Romeo Giulia and Audi A4 seem exposed and unequipped when examined. Additionally, we love the amazing way new innovations generally follow the lead. On this occasion, all the goodies of the S-Class have been compacted into a more modest and less opulent package.
The 11.9-inch focus screen, which is mounted in display mode comparable to the Tesla Model S, complements the driver’s huge 12.3-inch screen and is more perfectly coordinated into the central control area than the Tesla. Also, the meaning of the camera view is ridiculously sharp and clear. Despite the fact that it actually has a retractable cover and is ergonomically unsightly, the central storage area currently has usable interior space. All things considered, we hardly closed the cover at any point because nothing fit inside.
The control wheel is tempting to check and use. It has haptic touch pads for each of the buttons which work properly but don’t feel as normal as the original buttons. We often press these buttons unintentionally when turning the steering wheel quickly and briskly. What’s more, a lot of the protests and gripes we raised with the S-Class have unfortunately crept into this model. Like the memory saddle, those shiny dark plastic button plates need grooves, making them difficult to press precisely. Accordingly, we cannot determine what we have pressed until it has been activated. It’s somewhat of a mistake on the grounds that Mercedes generally gets these ergonomic quirks right. All things being equal, the cowhide is fantastic and the cabinetry feels incredibly luxurious – as usual for a shiny item costing twice as much.
The C 300 4MATIC is the main detail of the currently advertised C-Class. It uses a 48-volt mild crossover frame with a 2.0-liter turbocharged four-chamber space that enables rapid material changes, satin starts and engine-less drifting for low power requirements. With a 9-speed programmed transmission, it produces a good 255 horsepower and 295 lb-ft of power, so it will take you from 0 to 100 km/h in just six seconds.
In general, the super four is clean and smooth, yet doesn’t feel quite as strong as one might think. At cruising speed, there is a certain amount of backlash and the transmission can be quickly pulled out of gear, but when left in the programmed position, the transmission normally keeps pace and shifts clearly. The super four feels impressive when you step on it harder, but it’s still not particularly great. The moment the engine pulls away, it may not sound all that extraordinary; it has some rough acoustic edges and fizzes regularly when cold. With the use of super four engines in the more notable BMW 330i and Alfa Romeo Giulia, we have a really interesting time. In addition, they try to adjust the brakes, which encourages a not-so-smooth stop. They have a bit of no-man’s land in the first 10% of pedaling, but the power regions are non-linear. It’s noticeable enough that we don’t notice the hard drive in general.
Be that as it may, something other than the powertrain favors a more relaxed approach. The C 300 still rides like a boat with body roll and minimal front-end hold as you take it through corners at speed in light of the finely tuned dampers and frame. While it can undoubtedly go the other way, it lacks the energy and confirmation it requires when tackling a country road. He clearly wasn’t cut out for this kind of commitment and generally opts for comfort over the elements, enjoying pampering the tenants over the highs. We would choose other vehicles in the gorge, but for a longer drive or when driving after a hard day’s work, the Mercedes is the main choice.
Before we finish this survey, we should discuss the key dandy, one of the most overlooked highlights of the automotive industry. Many automakers don’t take this trim seriously because it’s only a small part of vehicle ownership, but as we’d like to think, investing in an expensive, style-satisfying key accessory is essential, especially when making way for a vehicle’s extravagance. It is always the first time you work with another purchase, so you believe it should reflect the qualities of the vehicle. Mercedes key plans are reliably among the nicest. Past key cycles have been amazing; they gave owners dazzlingly crafted objects made of metal and plastic that they could happily carry in their pockets to show their responsibility for vehicle brands. The pillar on the BMW is molded like a blade, and the equivalent applies to the Audi and Ferrari. Nissan? Maybe not. Check out the critical coxcomb for the R-35 GT-R, a $130,000 gaming vehicle made of the equivalent humble plastic as a $20,000 Micra. Step-by-step instructions to feel a little better about your six-figure spending.
However, we should go back to the C-Class on the basis that Mercedes seems to have pulled a stunt from Maserati by giving their key dandy a metallic look that makes it feel substantial and heavy. It uses hard plastic as opposed to the shiny kind found on the E and S-Class in dark areas, but that hardly detracts from the sense of event it conveys. We like it. Any reasonable person would agree that the C-Class currently represents the new C-standard for minimal-extravagance vehicles when you combine dazzling cool looks with a luxurious interior that gets S-Class benefits and a viable powertrain.
- Model: 2022 Mercedes-Benz C 300 4MATIC Car
- Paint type: Dark
- Base price: $56,700
- Price to try: $68,750
- Wheelbase (mm): 2,865
- Length/Width/Level (mm): 4,751/1,890/1,438
- Engine: 2.0-liter turbocharged four-chamber with a fine crossover frame
- Drive: 255 hp @ 5800 rpm
- Power: 295 lb-ft @ 2,000 – 3,200 rpm
- Gearbox: 9-speed programmed
- Engine and drivetrain design: Front engine, AWD
- Fuel consumption (city/highway) L/100 km: 9.9/7.1
- Observed Fuel Consumption (L/100km): 9.6
- Tires: Continental ProContact GX SSR; 245/40R18