2017 Mercedes-Benz C-Class Reviews, Pricing & Specs

Introduced for 2015, the W205-generation C-Class pushed Mercedes-Benz into a new era of expressive, bold design. Sleek, flowing curves replace the rectilinear profile of the previous C-Class, while the interior looks several years ahead of competitors. Check out the single-piece arched wood veneer on the centre stack, the circular swiveling air vents, those art-deco aluminum-plated speaker covers, and the mix of materials and colours on the door panels, and indeed, everywhere. Unlike the cheaper CLA, the C-Class never actually feels cheap despite starting in Canada at $40,000. It’s a soothing atmosphere of traditional luxury, high tech, and sporting pretensions.

Our Mercedes-Benz C-Class C300 4Matic tester wore the Sport package and a BMW-like mix of icy white leather seats over black vinyl upholstery with dark-stained ash wood. Every surface looks expensive and latches, clicks, and presses with a fine touch. On the outside, it almost looks like the 2017 CLA250 we recently reviewed, with attractive 18-inch wheels, bright chrome trim, and a deep, sparkling Lunar Blue Metallic paint job.

There are more C-Class body styles that boost this car’s natural swagger, like the all-new 2017 C-Class Coupe and upcoming Cabriolet. A spiffy wagon is reserved for Europe. But only the sedan—especially when viewed from the rear quarters—shares the profile of the flagship S-Class. A Luxury package replaces the double-bar grille with a thinner, upright chrome piece and a classy hood ornament. Any way you spec it, this entry-level Benz carries a lot of presence for a compact car.

At your local dealer, you’ll find heaps of C300 models. Really, it’s your only choice, unless you opt for one of two high-powered AMG models. A 2.0-litre turbocharged four-cylinder powertrain with 241 horsepower and 273 pound-feet of torque mates to a seven-speed automatic transmission, which in Canada powers all four wheels of the 4Matic sedan as all-wheel drive (AWD) is standard (a rear-wheel drive (RWD) drivetrain is offered in the US but not available in our market). This system splits power 45 percent to the front and 55 percent to the rear. The combination is perfect in a car this size. Even with four adults on board, there’s plenty of shove in any gear. The Dynamic Select feature lets you change the throttle, transmission, and steering responses to your desired taste. In Sport+ mode, the C300 keeps its turbo pumping and the revs high, including while under braking. Take it down to Comfort mode, and the C300 will loaf along like a proper Mercedes, quiet and calm.

But the C300 is never as quick or satisfying to wring out as the previous C350’s 302-horsepower V6. Mercedes has replaced this naturally aspirated 3.5-litre engine with the turbo four on all models—and all those models have gotten slower without the dramatic fuel-economy benefit you might expect of a smaller engine. Over 1,000 kilometres, we averaged a calculated 10.2 litres per 100 kilometres. That’s not at all impressive. Natural Resources Canada rates the C300 4Matic at 10.1 L/100 km city, 7.8 highway, and 9.1 combined. We were on the highway for most of those kilometres at normal speeds.

On curvy roads, the C300 is a delight. The steering is nicely balanced under cornering loads and never too heavy, with good off-centre feel. Our car’s sport suspension kept the C300 glued to the pavement, its nimble, stiff chassis piling loads of confidence (and grins) on our faces. The brakes are exceptional. But like the CLA250, the C300 rides a bit too stiffly—really, this is a better option where the roads are essentially flawless.

Thankfully, the C300 makes amends. The regular base version includes Agility Control, which are non-electronic, self-adjusting shock absorbers that respond to minute changes in the road. The Luxury version uses these same dampers tuned to a softer Comfort setting and smaller 17-inch tires. The best version, if you can stomach the price and the eventual repair bills, is the Airmatic air suspension. But let this be known: Driving on the C’s attractive 18- and 19-inch wheels with run-flat tires will never erase the occasional jolt and hard thwack over uneven surfaces. Choose your C-Class according to your local road conditions.

Want more excitement? The new-for-2017 Mercedes-AMG C43 (formerly the C450 AMG Sport) has a twin-turbo 3.0-litre V6 with 362 horsepower and 384 pound-feet of torque, paired exclusively with Benz’s new nine-speed automatic. The bro-tastic muscle version, the AMG C63, brings a loud 4.0-litre twin-turbo V8 with 469 horsepower (or in the C63 S, a stupendous 503). There is a C-Class for every budget and taste.

Unlike the CLA, The C-Class offers enough room for four real adults. Cutouts in the front seat backs allow decent knee room for the rear seats, and the roofline is raised enough for 6-foot passengers to relax without slouching. All seats are firm and supportive. The front seats, with their power-adjustable thigh supports, proved highly relaxing on the back and glutes during long drives. Switches and stalks are easy to reach and operate on the move, save for the stereo Volume dial that lies flat on the centre console. The analog gauges and central LCD on the instrument panel incorporate large typefaces and simple graphics to show a variety of functions, such as the exact following distance between you and the preceding car (very handy while using our car’s adaptive cruise control). One great Mercedes feature nobody ever mentions is the versatile ignition switch. Cars with Keyless-Go incorporate a proximity key and push-button start. But what if you don’t want to leave a big, lumpy key in your pocket? Just pop out the plastic button insert and twist the key, old-school, and leave it in the dash. Visibility and ingress/egress are no problem with the C-Class. For 2017, a clear, high-res rear-view camera is finally standard.

It’ll take a few night classes to master the available COMAND infotainment system. The central dial (which rotates and pushes in five axes) is now partially covered with a touchpad for more pushing and swiping gestures. A few hard buttons on the centre stack allow quick access to the navigation, radio, and other functions, but you’ll need to get used to the Star Trek-style controls. Only now, after driving about a half-dozen new Mercedes models with this latest system, have I become comfortable with it.

A 7-inch central screen is standard with Bluetooth connectivity, HD Radio, and two USB ports. The 8.4-inch central screen comes with the upgraded infotainment system and brings a navigation system. Once you master the COMAND system, you’ll revel in the integrated owner’s manual, the many animations depicting vehicle controls, and the simplified home screen with customized shortcuts. Voice recognition is much improved from earlier Mercedes models, with single-string inputs for addresses.

The available LED headlights and taillights are a must—not only because they look hot at night, but their actual performance is well above the standard halogens. The engraved Burmester sound system markings on those gorgeous speaker covers are legit. With 13 drivers and 590 watts, the stereo cancels ambient noise as well as pumping out our favourite tunes in Surround Sound. As for the “Air Balance cabin fragrance system,” do yourself a favour and take a shower. It’s fun to show off to your friends on the way to dinner, but the perfume holder takes up most of the glovebox and is non-removable. We better appreciated how we could swipe a foot under the rear bumper to open and close the power trunk. We also enjoyed how the adaptive cruise control and self-correcting steering worked to make our rush-hour commutes easier. In general, when it comes to Mercedes tech: If you can pay for it, you’ll find it in the C-Class.

Although it starts at $44,000 in Canada, a C300 4Matic with option can easily ascend to higher prices. But it’s also possible to enjoy a well-equipped C-Class as a new car for under $50,000—and that’s how most dealers will order these cars. In the luxury segment, the C-Class isn’t any more or less affordable than the Audi A4 or BMW 3 Series. The Cadillac ATS, Volvo S60, Jaguar XE, and Lexus IS are fine but less-polished alternatives. We wish there was a V6 C-Class that didn’t start at more than $55,000 because, after options, it becomes almost prohibitively expensive without stepping up to the larger E-Class. In any trim, however, the C-Class does so many things right it’s hard to choose a better compact luxury sedan.

Note: Images and video show a US model.