PREVIEW ROAD TEST MERCEDES-BENZ C-CLASS

What does a car company get when it spends nearly $2 billion to design, engineer and fully develop a new model? 

In the case of Mercedes-Benz, you get the all-new 2001 C-class. And you should most definitely gauge the importance of the C-class by the measure of that huge, $2-billion investment. No vehicle short of the ML sport-utilities is as important to Mercedes, the luxury division of DaimlerChrysler AG. 

The C-class plays in the volume segment of the luxury market, the so-called entry part that accounts for more than 70 per cent of all luxury cars sales in North America. We're talking about cars that start in the mid- to high-$30,000s and range up to the high-$40,000s and low $50,000s. And we're talking about a model that worldwide accounts for more than a third of all Mercedes' passenger car sales.

No surprise, then, that the base C240 Classic stickers at $37,450, with the range of C-cars priced up to $54,450 for the wonderful C320 Sport. In between there are three others - C240 Elegance ($42,850), C240 Sport ($47,350) and C320 ($49,950). The three C240s all come standard with a six-speed manual (a five-speed automatic is a $1,500 option). The two C320 models are available in Canada only with the automatic.

Now you know how much, the next question is, what do you get for the money? 

You get a beautifully styled four-door with a front end marked by blended headlights similar to those on the much bigger S-class. And the similarities to the Mercedes flagship continue rearwards along the car's shoulders, to the C-pillars, and all the way behind to the wrap-around taillights. 

This design is as scientifically sleek as it is aesthetically pleasing. How so? The drag coefficient, a measure of how cleanly the car knifes through the air, is 0.27 -- a number which translates into a 16 per cent improvement over the outgoing C-class. 

What did the designers do to reach those numbers? Well, note the slick shapes both where you see them (the overall car, as well as at the A-pillars, windshield wipers and side mirrors) and where you don't (under the body, for instance). 

The engineers call is "airflow management" and you can see that science taken to extremes in Formula One racing cars. For everyday cars like the C-class, good airflow management also improves handling by reducing lift (a 70 per cent up front in the C-class, 38 per cent at the rear). Another benefit, of course, is less wind noise. Finally, sleek cars usually look better than boxy ones. And the C-class is a very attractive car.

It's also a bigger one, though not by much - just 2 cm. or .8 in. longer, with a wheelbase increased by 2.54 cm. or 1 in. But the new car feels larger and more substantial than the previous one in ways that defy raw figures. 

Sure, there is more rear head and knee room and it's welcome. But just as important, the Benz engineers beefed up the car's structure by 26 per cent in twisting (torsional rigidity) and 50 per cent in bending. Those numbers tell the story of why the car feels solid as a rock. In fact, it is. 

Of course, the cabin also boasts an all-new dashboard with a generous gauge cluster that is easy to read. The steering wheel has the full range of remote-control buttons and the centre console is very tidy. Mercedes has been going very high-tech in its new models, so it's no surprise occupants have direct control over such things as the climate control and audio systems. 

I will confess, however, that my first one-day test drive was not long enough to master the COMMAND system via the multifunction steering wheel. Believe me, from a gizmos and gadgets perspective, this car can do and tell you a lot. For instance, all the car's systems can be monitored by scrolling through data readouts controlled by two rocker switches on the steering wheel. But it's a lot to master in a short time.

Perhaps no manufacturer short of Volvo is as keen as Mercedes to highlight safety features and technology. The C-class, then, has standard anti-lock braking (ABS), two-stage smart airbags with built-in transponders that detect compatible child seats (the BabySmart system), side airbags, an inflatable head curtain, an available electronic stability system and a very strong body structure to protect against injury in a collision. And did I mention the force limiters of the seatbelts? We'll just call it one very safe car.

Fun to drive, too. The two engine choices are both V6s: the base C240 has a 2.6-liter V6 rated at 168 horsepower and 177 foot-pounds of torque; the C320 has the familiar 3.2-liter V6 (215 hp./229 ft.-lbs torque) that is the starter engine in the E-class.
 
The six-speed manual is the first one offered by Mercedes on these shores in some time, although manual Benz cars are not unusual in Europe. The stick has good feel to it, the shifts are quite clean and sharp, and dividing up the power in six steps makes the most out of that 168 hp. 

The five-speed autobox would, however, be my choice with this car. The Touch Shift allows some measure of manual control by the driver, but the driver-adaptive automatic is intelligent enough to adapt to whatever the driver is doing on whatever roadways are being driven. Whether you're a heavy- or light-footed driver, regardless of the shape of the roads, this autobox seems to have no trouble finding - and when appropriate - staying in the right gear.

As for the suspension, it's been re-done. The front now has two separate links instead of a control arm and the rear multilink has been re-engineered for better stability and control. Most important, the old recirculating ball steering has been replaced with a very tight, precise rack-and-pinion unit. All this adds up to good road feel, responsive steering and sure handling in a smaller sedan that delivers a comforting ride.

The C-class competes in what has become a fantastically crowded field of near-luxury or executive sedans. Among its rivals are, of course, BMW's 3-series, the Cadillac Catera, the Lexus IS300 and ES300, the Lincoln LS, the Infiniti I30, Acura's 3.2TL and 3.5RL and Volvo all-new S60 sedan. If I missed any others, my apologies. Mercedes, in my view, has done all the updating required to hold on to its large chunk of that market, and maybe grab a piece or two from its rivals. 

2001 MERCEDES-BENZ C240 Classic

Engine: (front engine/rear-wheel drive) 2.6-litre I4 (DOHC); electronic engine management/sequential fuel injection; 170 HP. @ 5,500 rpm; torque rated @ 170 ft-lbs @ 4,500 rpm.
Transmission: six-speed manual or optional five-speed automatic w/overdrive ($1,500).
Steering: power-assisted rack and pinion.
Brakes: front disc/rear disc w/anti-lock and traction control.
Tires: front: 205/55R16.
Fuel economy(litres/100 km): NA.
Wheelbase: 2,715 mm. or 106.8 in. 
Curb weight: 1,535 kg. (3,384 lbs.).
Price (MSRP base): $37,450; freight: $445.
Key standard features: automatic climate control, power windows/door locks/side mirrors, front fog lamps, multifunction steering wheel, cruise control, cloth seating surfaces, wood trim, AM/FM stereo cassette. 
Key options: NA.
Mercedes-Benz vehicle line: 134 (industry average 154) 
C-class: 143.
Consumer Reports Predicted Reliability: New.
Performance in 0-100 km/h: 9.2 sec. (est.)
Safety/security: dual front and side airbags; side airbag curtain; anti-lock braking; no available rating for driver/passenger crash test rating; no available rating for front/rear side impacts; no rating for insurance claims; theft-deterrent system.
Warranty):
Basic: 4 years/80,000 km.
Major components: 5 yrs./120,000 km.
Rust perforation: 5 yrs./unl. km.
Roadside assistance: 4 yrs./80,000 km.

Pros
* Much tighter handling than the previous C-class
* The Mercedes three-point star has loads of cachet
* Tremendous safety features

Cons
* Better knee and head room in the rear, but total leg room still a bit tight in the back
* Some high-tech features take a while to master - the multi-function steering wheel