Under the hood of the car sits a 2.0L turbocharged inline-4 engine, good for 255 hp (same as before) and 295 lb-ft of torque (up from 273 previously) working in tandem with a 9-speed automatic transmission. Note that it is supplemented by Mercedes’ EQ Boost 48-volt mild-hybrid system, the first time the company has done this with a 4-cylinder. To minimize turbo lag and optimize ride smoothness, there are 20 hp and 148 lb-ft of extra output available from the integrated starter-generator.
Official fuel consumption figures for the 2022 C-Class C300 are 9.9L/100 km (city), 7.1L/100 km (highway). Our average over two days spent mostly away from high-traffic areas came to 8.4L/100 km.
On the road
While the new C-Class is, in this formulation, not a rocket on the road – it’s happy to leave the pyrotechnics to the future AMG C43 and C63 models – it’s also more than a mini-executive sedan. Initial acceleration is dynamic, and the car allows for enthusiastic entries into curves. Turn-in is quite sharp and road grip is pretty sticky. A lot of the credit for all that goes to Mercedes’ 48-volt hybrid-assist system, as well as the 4Matic AWD system. The 9-speed transmission is faultless if not attention-grabbing, even in Sport or Sport+ mode (other modes are Eco, Comfort and Individual).
We found the steering a little light to the touch, even when Sport mode was engaged. And throughout, the braking was pretty spongy, inexplicably in fact. In Sport mode, you expect firmer response when applying pressure, but even then it took some digging deeper down in the recesses of the pedal travel to find the braking power. For the most part, the suspension system leans to the soft side but kept things nice and comfy inside, and sound insulation is impressive as well.
In real-world use the MBUX system, the latest version of which is found in the 2022 C-Class, proved easy to use and quick to respond. The navigation system is excellently designed and executed; note that the screen can show the map as a “background” image, over which are superimposed buttons for the audio, phone and comfort features, for example. The driver’s screen is pretty highly customizable to match drivers’ preferences, if you have a few hours to play around with it.
The last word
The outgoing generation of the C-Class dated back to 2015, so an update was overdue. And while you’re at it, why not deepen the ties that bind the compact sedan with the brand’s flagship S? It’s mission accomplished on that front, as the new C incorporates several of the S’s elements to create a premium experience, with only a few false notes – some plasticky elements, the spongy braking – marring the pretty symphony.
We like
Overall premium feel inside
Dynamic on-road performance
MBUX system
Very comfortable seating, easily adjustable
We like less
Spongy braking
No audio button, and precious few knobs or buttons of any kind in fact
Some features like leather seating and adaptive cruise are options
Entry might be a little less than snap-easy for older folks
The first dip into hybridity for the model is welcome but it’s timid, and we’d like to see more
The competition
Acura TLX
Alfa Romeo Giulia
Audi A4
BMW 3 Series
Cadillac CT5
Genesis G70
Infiniti Q50
Lexus IS
Volvo S60
