Mercedes-Benz C-Class C200 2018 review

Given that one in every five cars Mercedes sells is a C-Class, there will be further derivatives, not least a fully plug-in hybrid in the form of the petrol-engined C300e and its diesel equivalent, the C300de. Both will get an on-paper electric range of 31 miles, owing to a 13.8kWh battery pack, and an output of around 200bhp, although we have yet to receive any specifics.

As for what you can see, the bumpers have been tweaked and there’s a more interesting colour palette, but overall Mercedes’ junior saloon is as pretty as it ever was. In the UK, we’ll get SE, Sport and AMG Line trims that variously allow the C-Class to come across as everything from a particularly posh taxi to a shrunken S-Class — something that’s largely down to the different grilles fitted. The headlights are also new and you can option adaptive Multibeam LED headlights made up of 84 rotating LEDs.

The adoption of the electrical architecture from the S-Class allows the C-Class to benefit from its sibling's safety systems, too. It means the camera and radar systems responsible for detecting other vehicles have been upgraded; the camera, Mercedes says, can ‘see’ up to half a kilometre up the road and in 3D for the first 90 metres.

Elsewhere, the Distronic cruise control is now linked to the navigation system, so it’ll rein in speed as you approach bends, roundabouts and the like. Naturally, you’ll need to pay more for all this: £1695 for the Driving Assistance package.

It’s a decent engine in practice, too, even if its thrummy tone is a bit present for the three-pointed star. The electric element is succinctly integrated, and in Eco mode you’ll find the engine shutting down completely and seamlessly while you coast. If it could do so just a fraction sooner after throttle closes it’d be more effective — and that is something Mercedes will surely refine as time goes by. As it is, on motorway and dual carriageways, you’ll spend a decent proportion of time burning no fuel at all, although this driveline doesn’t have the ability to sustain momentum with bursts of purely electric power.

It’s not all about economy, though. The EQ Boost system also helps the engine and gearbox rev-match for quicker shifts and there is supposedly an element of torque-filling as the turbo spools up — not that it was particularly noticeable at any point during our test drive. That nine-speed automatic gearbox shuffles its glut of ratios with adequate dexterity if your only intention is to make relaxed progress; push on and, despite its respectable balance and accurate (but uneasily numb) steering, the C200 cuts a strained figure. There’s a great deal of noise but not much propulsion.

Those in a particular hurry should look first to the 2.0-litre C300, although neither is much of a driver’s car. The C300 boasts 254bhp but forgoes electrification for a combined economy of 41.5mpg to the 44.1mpg of the car driven here (we managed about 50mpg at a 70mph cruise). Not a great deal of difference, admittedly, but due to a crucial disparity in CO2 emissions the taxman gazes rather more favourably on the smaller-engined car — as long as you don’t go for 19in wheels, which push CO2 output above 150g/km.

As for ride, on the standard Comfort suspension the C-Class is suitably fluid, if dispassionate, and has good body control. The C-Class also remains the only car among its peers to be available with air springs. These should be optioned with care, particularly by anybody who frequently drives in built-up areas crammed with speed bumps and the like. Motorway drivers have greater justification in spending the additional £895.