2015 Mercedes-Benz C-Class Reviews and Ratings

Completely redesigned for the 2015 model year, the swoopy C-Class stands out in terms of design language and technology, and it is just sporty enough to find buyers among brand-and-style conscious women and upwardly mobile customers who want to own, for less than $40,000, a brand-new three-pointed star car that can carry five people comfortably.

Prodigious power is not the priority here: the C-Class doesn't belong in the sports car category by a long shot. But its fluid design, which owes a big-time debt to the larger, far more expensive S-Class, and its bulletproof on-road stability and wealth of technology lends it a personality all its own.

The new C-Class sedan is the brand's biggest-selling offering and the first Mercedes-Benz based on a newly developed aluminum/steel platform, which will be employed in a variety of future vehicles.

The 2015 C-Class offers buyers the choice of two power plants and rear-wheel drive or four-wheel-drive.

The C300 uses a turbocharged four-cylinder engine that outputs 241 horsepower and 273 foot-pounds of torque. The C300 is rear-wheel drive. The C300 4MATIC is all-wheel drive.

The higher-performance C400 4MATIC has a 3-liter bi-turbo V6 good for 329 horsepower and 354 foot-pounds of torque.

All C-Class models use a version of Mercedes-Benz's tried and true 7-speed 7G-Tronic automatic transmission; no manual transmissions are available for the U.S.

While the car is nicely equipped out of the factory box, there are scads of options and accessories: packages to enhance comfort, safety tech, navigation and upgraded sound offerings. We would pass on many to keep the price down, but we liked the Airmatic air suspension that fits to both axles. This technology makes for electronically controlled damper adjustment that compensates for heavy car loads and imperfect road surfaces. We found it quickened turn-in and improved steering feel in the Sport and Sport Plus modes.

Safety elements are front and center in the 2015 C-Class, including Collision Protection Assist, PreSafe and Attention Assist. Several others, including Distronic Plus, are options.

The C-Class has grown in size for 2015, which is welcome news for rear-seat passengers who were slightly cramped in the older model. The 2015 C-Class wheelbase is stretched three inches, and the overall length adds 3.7 inches. Width is up 1.6 inches.

The midsize luxury sedan faces established competition from Audi's A4 sedan (starting MSRP $41,475) and A5 coupe ($44,575), as well as the BMW 3 Series ($37,195) and Cadillac's recent entry in this segment, the ATS sedan ($37,145). There's the Lexus IS 250 sedan ($37,475), as well.

Fuel efficiency for the all-wheel-drive C400 4MATIC is an EPA-estimated 22/29/24 mpg City/Highway/Combined. The 2015 C300 4MATIC is EPA-rated at 24/31/27 mpg. Both require Premium gasoline.

Based on our auditions, BMW has nothing to worry about with its all-wheel-drive 3 Series when it comes to driving dynamics. And, while stunning in its own right, the C-Class does not have the drop-dead gorgeous lines of the Audi A5 coupe. The CLA250 warrants consideration from shoppers wanting Mercedes-Benz cache but wishing to spend less, although it is smaller, less powerful and more cramped.

The C300 ($38,400) is rear-wheel drive, while the C300 4MATIC ($40,400) is all-wheel drive. The C400 4MATIC ($48,590) only comes with all-wheel drive. (All prices are MSRP and do not include a $925 destination charge.)

Standard equipment across all 2015 C-Class models includes MB-Tex (vinyl) upholstery, dual-zone automatic climate control, power seats in front, power folding mirrors, the 7-inch color tablet display, keyless start, automatic headlamps, power tilt and telescoping leather steering wheel.

The optional C300 premium package ($2,700) adds LED headlights, Sirius XM radio, Burmester sound system, heated front seats and Keyless-Go. The C300 Luxury package ($650) adds interior trim and a comfort suspension. The lighting package ($800) includes LED headlamps and adaptive high beam assist.

The optional COMAND navigation system ($2,690) includes 8.4-inch high-resolution screen, 10-gigabyte music drive and other features. An optional leather package ($2,300) includes leather upholstery, ventilated front seats, ambient lighting and a power passenger seat. Other options include Airmatic air suspension ($1,190). Not to be confused with that is the Air Balance package ($350), which pumps a flowery perfume fragrance into the cabin. The Driver Assistance package ($2,800) bundles blind spot and lane-keeping sensors, steering assist, and Distronic Plus, a form of cruise control that employs advanced radar sensors to scan ahead for stopped or slowing traffic.

Safety features on all C-Class models are Attention Assist driver drowsiness monitor, Pre-Safe and Collision Prevention Assist Plus technologies, a full suite of airbags, and anti-theft alarm. Anti-lock brakes are standard. The available 4MATIC all-wheel drive can enhance handling stability in slippery conditions.

The view of the new C-Class is most pleasing from head-on, encompassing teardrop-shaped headlamps and the two-bar chrome grill enclosing the obligatory three-pointed star (buyers can also opt for the classic MB-look slat grill with the star placed atop the hood). The fins on the radiator grill can be closed to optimize aerodynamics. A handsome chrome strip stretches the width of the car under the bumper; the C-Class has a fairly low ground clearance; so don't expect to go off-roading with this one.

Large wheels emphasize the rear end and give the car a sense of forward thrust. The rear lamp and brake light is LED technology, while cars equipped with the Premium Package include full LED head and taillights.

Cabin materials are excellent. However, we think the multi-media display that sits atop the dash is tacky. Elements of the interior design mirror those of the S-class interior, such as the new center-console design, decorative touches on the dash and door panels. One interesting touch: the controls for the front seat heaters (on models so equipped) are on the right and left door panels, rather than grouped with the other heating/AC controls in the center.

The large, one-piece center console creates an elegant line from the round air-vents to the center armrest, There's wood decorating the dash, which is covered with MB-TEX, the company's term for vinyl, and the leather seats in the Premium package are skewed toward comfort rather than a bolstered feel.

Standard equipment on the C-Class is a touchpad, not to be confused with the 7-inch display screen. Essentially, the mouse-like controller, sitting on the center console, replicates most of the functions of the control dial, which is located directly in front of the pad. The pad allows one to navigate through the on-screen menus by moving a finger up and down, left and right, or swiping in various directions. Buttons on the lower part of the pad direct the system back, and allow instant access to media selections. Mercedes says the pad idea will find its way into other new models as well. We found the pad responsive, but it takes some getting used to, and we often defaulted to the more familiar round dial to adjust and control inputs.

A fifth S, for speed, enters the equation in the V6-powered C400 4MATIC model. The bump in power and torque over the base C300 arrives as soon as you step on the throttle. Lagless and boisterous, the boost comes on strong in the C400. On a straight section of two-lane blacktop with no oncoming traffic, and stuck behind four Sunday drivers, we goosed the motor and overtook the quartet without any drama.

Both the C300 and C400 showed admirable dexterity on gentle curves and great passing power. Tighter curves and bends were more of a challenge, as the C-Class models have a propensity to lean. Lack of steering feel, something of a Mercedes-Benz trademark, is a gremlin here as well. It's not that the C-Class steering is numb, but it's not particularly talkative to the driver.

The Airmatic air suspension, standard fit on the C400, keeps the car planted at speed but unnerves it in more demanding corners. Both cars, we found, have a slight tendency to dive on takeoff, surprising in view of all the work put into the suspension's geometry and technology. On a rough stretch on I-90 pavement, there was noticeable jiggle up front.

Under ideal conditions (in the dry weather we had) , the C tracked like a locomotive. Wind and tire noise were sufficiently calmed as well by the Benzes' aerodynamics.

Our C400 had paddle shifters, but the action of the 7-speed is responsive enough so that manual shifting is fun at first, but the novelty wears off. Manual transmissions have been exiled by Mercedes in all but one of their cars for 2015 (the SLK 250 roadster), and their customers don't seem to mind.

The brakes in the C300 were comfortably assured under dry conditions; the C400's grippers use four-piston fixed calipers rather than the single-piston on the lesser model, and brought the speeds down without any kvetching. The C300 is fitted with 17-inch all-season tires, the C400 has 18-inch wheels.

The suspension geometry was a huge part of the car's development. For those of you enamored with initials, Mercedes has its own code: MRA. It stands for Modular Rear-Drive Architecture, makes extensive use of aluminum in the underbody, and allows for a weight savings of about 200 pounds compared to the previous C, the company says. In the front, a four-link setup decouples the suspension from the spring strut, resulting in more comfort for passengers,, improved ride tuning and slightly more agility for the driver. We found some glitches with the ride, as noted above. The C-Class is not a sports car, even though it may look like one.

Fuel efficiency for the all-wheel-drive C400 4MATIC is an EPA-estimated 22/29/24 mpg City/Highway/Combined. The 2015 C300 4MATIC is EPA-rated at 24/31/27 mpg. All C-Class models require Premium gasoline.

Stephen Williams filed this report after test drives of the C300 and C400 near Seattle.