2015 Mercedes-Benz C-Class

It ain't easy being the Mercedes-Benz C-Class. Up until now, the compact luxury sedan has had atough job description: offer sufficient driving dynamics to allow it to compete with the lauded BMW3 Series, while also serving as the lowest cost of entry into the coveted Mercedes-Benz portfolio.Daimler has had to make it good enough to steal people away from BMW, Audi, Cadillac, Infiniti andLexus, yet make it affordable and reasonable enough to win over first-time luxury shoppers. Talkabout a tall order.

But now Mercedes has the CLA-Class � a slick little front-drive sedan that creates a newbottom end for the brand here in the United States, effectively taking those entry-level duties off ofthe C-Class' plate. It's clearly working � as of this writing, Mercedes-Benz executives say thecompany has but a nine-day supply of CLAs and it recently had to add a third shift at its factory inorder to keep up with demand. So with fewer needs to fill, where does the C-Class go from here?

There's only one direction to go: Up. Autoblog contributor and Man About Town Jonathon Ramseygot an early taste of the C-Class in European spec this year, and to say he walked away impressedwouldn't do his First Drive justice. According to his initial drive report, the C-Class has transformedfrom a formidable German competitor in a fierce segment into a true juggernaut that makes aconvincing bid for the company's "The Best or Nothing" tagline. That heady praise in mind, Inaturally jumped at the chance to put the new US-market C through its paces on American soil.

You can't really appreciate how handsome this new C-Class is until you see it on the road.

If you're like us, you've been drooling over the new C-Class ever since it debuted at the 2014 DetroitAuto Show this past January. You're undoubtedly familiar with its miniature S-Class styling, proudlydisplaying sleek yet aggressive facial features (especially with those full-LED headlamps), classicallybeautiful proportions, a short rear deck with elegantly styled taillamps and an attractive family of17-, 18- and 19-inch wheels. Ramsey accurately described how it's all too easy for an automaker toslap some hallmark design cues on a vehicle to try and sell a family resemblance, but it's much,much harder "to make your near entry-level sedan feel like your marquee brougham." We couldn'tagree more, with the caveat that you can't really appreciate how handsome this new C-Class is untilyou see it on the road.

The long hood/short trunk proportions from the larger S-Class totally work here, and right away,they draw attention to the fact that C's mission is luxury first, sport second. The short frontoverhang, low stance and careful use of curves and angles really work to make a cohesive packagethat comes across as far more upscale than not only the CLA, but any previous C-Class.

Nowhere is that more apparent than inside the cabin. This isn't just best-in-class stuff � this isone of the nicest luxury car interiors you're likely to find, full stop. It bests everything currently onoffer in the entire Mercedes-Benz portfolio short of the S-Class, and offers a more premium,luxurious experience than a vast majority of more expensive offerings from German rivals.

This is one of the nicest luxury car interiors you're likely to find, full stop.

The design is a good chunk of the story, where flowing lines devoid of harsh edges or angles all worktogether to lend the interior a truly elegant feel. All of the leathers and woods and plastics cometogether in a very specific way that radiates attention to detail � this interior was notdesigned with individual pieces fitted together, it was crafted as one entity, and it shows. Theleathers are wonderful, the optional natural wood finishes are some of the best you'll touch, and thealuminum trim looks and feels as premium as it does in the larger S-Class. What's more, despite arelatively high beltline, visibility is good all around. The front seats are particularly comfy and theback seats aren't bad, though sitting back there reminds you that this is indeed a smaller car despiteits big luxury sedan aura.

Of course, to most of this segment's buyers, luxurious appointments are far more important thansporty cues in the cockpit, but if they buyer desires, a Sport Pack (optional on C300 models,standard on C400) includes things like a thick-rimmed, flat-bottom wheel, open-pore black ash trim,aluminum pedals and so on. We're likewise big fans of the neatly organized gauge cluster, whichoffers involving bits for the driver to focus on while leaving passengers to gaze upon the flowingcenter stack with its three prominent air vents and two rows of climate control and infotainmentswitchgear. The center stack sweeps down to the small control center that houses the COMANDknob and touchpad, as well as the drive mode toggle ("Agility Select" in Mercedes-speak) and stereovolume control.

From admittedly short experience with the C-Class, we are not yet fully on board with the touchpadtechnology.

A word about COMAND here: Not everyone will like the tablet-like floating mount of the seven-inchdisplay (we've heard you readers grouse about similar installations in other cars), but we think it'sgorgeous, plus it packs excellent graphics and a really modern design. Unfortunately, controlling itisn't quite as fluid as we'd like. The rotary knob to manage everything remains intact, underneaththe touchpad, and it's a familiar interface to anyone who has used previous generations of thesystem before. But the touchpad lacks any sort of haptic feedback, and its scroll and swipe gestures(said to mimic those of smartphones) aren't quite as responsive as we'd like. After several hours oftrying to warm to the touchpad, we just couldn't do it, eventually relying solely on the knob below.An extended test of the car may warrant more positive impressions, but from our short experiencewith the C-Class on this press drive, we are not yet fully on board with the Benz's implementation ofthe technology.

Mercedes will initially offer two engine choices in the US when the C-Class launches this September.On the low end, there's a 2.0-liter turbocharged inline-four in the rear- and all-wheel-drive C300models (the RWD C300 arrives early next year), and the C400, which is only available with all-wheeldrive, uses a new, twin-turbo 3.0-liter V6 � an engine that will quickly spread to other modelsin the company's portfolio. Diesel and hybrid variants are forthcoming, so we're told, as is the next-generation AMG model, which is expected to use the new 4.0-liter twin-turbo V8 heading into theAMG-GT Coupe. Merc's execs remained a bit mum on details for the upcoming C63 successor, butevery time we mentioned it, their eyes got really, really wide. Expect good things when it debutsearly next year.

We can honestly say we prefer the less-powerful C300.

The C300's engine is essentially a boosted version of the 2.0T used in the CLA, rated here at 241horsepower and 273 pound-feet of torque � gains of 33 hp and 15 lb-ft versus its home in theCLA250, but decreases of 114(!) hp and 59 lb-ft versus the more focused and costlier CLA45 AMG.The only available transmission is the company's fine-and-dandy 7G-Tronic Plus seven-speedautomatic. The C400's more powerful twin-turbo V6 produces a healthy 329 hp and 354 lb-ft, matedto the same gearbox.

After packing on the miles in and around Seattle, WA, we can honestly say we prefer the less-powerful C300. This isn't really a shock � when the F30 BMW 3 Series launched a couple ofyears ago, several reviewers (us included) admitted to preferring the four-cylinder 328i to the six-cylinder 335i. With the Mercedes, the 2.0T is really nicely tuned for the C300 application, withplenty of get up and go without turbo lag and a meaty torque curve to aid with passing situations.Plus, the C300 is lighter � at 3,417 pounds (or 3,737 here in C400 4Matic guise), it weighsabout 200 pounds less than the outgoing model. We also found the seven-speed automatic to bebetter matched with the less-powerful engine, as shifts often felt surprisingly harsh and oddly timedin the more powerful C400, no matter if the car's Agility Selector was in Eco, Comfort, Sport, orSport+ modes.

The C has some of the crispest, most rewarding steering in the class.

All C-Class models come standard with an all-independent suspension employing four-link geometryup front and a five-link setup out back. The aforementioned Sport Package lowers the suspension bysix-tenths of an inch and adds 18-inch wheels on the C300, and while the ride was firm yetcomfortable, once again you'll find a greater focus here on luxury than sport. Mercedes also offersan optional Airmatic suspension ($1,190) on both the 300 and 400, with continuously variabledamping at the front and rear, as well as automatic self-leveling for when the car is loaded or whencruising on the freeway to reduce drag. The differences between the standard steel and airsuspensions weren't especially apparent during our time in Seattle, despite deliberate efforts toexpose both setups to a variety of harsh and smooth surfaces. Honestly, the C300 Sport with thestandard steel suspension really felt like the total champion of the available setups.

One commendable part of the C-Class experience is its Direct Steer system, a speed-sensitive assistdesign that incorporates a variable ratio depending on steering input. Unlike some other adaptivesystems, the C-Class' setup never feels overly synthetic or lacking in feedback. Sure, you can tellthat there's something sort of mechanical and unnatural happening, but it's not intrusive. In fact,we'd go so far to say that the C has some of the crispest, most rewarding steering in the class.Anyone who came away disappointed by the electronic power-assisted helm in the BMW 3 Serieswould do well to try this setup.

Mercedes has finally allowed the C-Class to be the midsize luxury/sport sedan it has always strivedto be.

In the more powerful C400, everything is largely the same, there's just a greater rush of poweravailable, something we put to great use on while passing slow-moving, tourist-filled minivans on thepretty roads around the base of Washington's Mt. Rainier. This is an exceptionally powerful sedan,but the added cost ($8,190 compared to the C300 4Matic) doesn't necessarily feel completely worthit, especially since the C300 can be had with all the same amenities and luxurious appointments(save 19-inch wheels, which look rad, by the way). That added power also means lower fuel economy� Mercedes-Benz hasn't yet released numbers for the C300 models, but we have to believe it'sbetter than the albeit respectable 22 miles per gallon city and 29 mpg highway of the C400 4Matic.

As Ramsey wrote, "The new C-Class is not a sport sedan but it is an exceptionally sporty luxurysedan when it bares its teeth." Even subtly retuned for US audiences, he speaks the truth. We'll addthat as a whole, the 3 Series probably does the sport thing a little better on those rare occasionswhere it's really hustled, but the C-Class is still plenty of fun on a good road, and it's easilypreferable in daily driving. The C-Class' demeanor is closer to something like a Cadillac ATS, butmore refined, not to mention far more luxurious. It truly is a step above the rest.

Mercedes has finally allowed the C-Class to be the midsize luxury/sport sedan it has always strivedto be but never quite accomplished. Pricing is set at $38,400 for the rear-drive C300, $40,400 for theC300 4Matic, and $48,950 for the C400 4Matic, not including $925 for destination. And while that'son the higher end of the pricing spectrum compared to competitors from Audi, BMW and Cadillac,what you're getting with the C-Class is something extra � something that's genuinely morepremium. It's one of the best all-around luxury cars you can buy at any price. It's not just the best C-Class ever, it's one of Stuttgart's most fantastically conceived products yet.

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