India Cars

The M-class is a ideal of restrained aggression — no body armour, bulging muscle or overt SUV cues. The angled, wraparound rear windshield is an interesting design element; the styling is not especially striking, but the car has genuine presence.

The M-class was designed more for on-road refinement than off-road performance, and so, has all-round independent suspension, all wheels suspended by double wishbones. It also features plenty of typical Mercedes techno-wizardry, including ESP. However, it sticks to a traditional body-on-frame construction, to give it at least some measure of off-road capability.

The interior is again a study in restraint, a very clean, sober layout clad in leather and wood, with some of the heavy-handedness prevalent in late 1990s Merc styling. Legroom in the middle and third row isn’t terrific, but it’s comfy enough, and there’s plenty of storage space and a good air-con system.

The M-class is available as the diesel-powered ML270 CDI, and as the petrol ML 350. The 270 CDI uses the same engine as in the E270 CDI saloon, but weighing two tonnes, the M-class can’t quite match its brother’s searing performance.

This five-cylinder unit produces 163bhp and 37.7kgm of torque, and direct injection means this torque peaks very early in the power-band, making it a hoot to drive through traffic. It’s also extremely refined, but suffers from some turbo lag, and there is a distinct gap between mashing the throttle to the floor and the car skating off. However, when power and torque do join the party, there’s no stopping the ML, which goes to 100kph in 13.4sec, which is excellent for an SUV.

With an auto box, the ML tends to be a bit thirsty, despite the tall gearing, and will only return 6.5 and 8.3kpl. The ML 350 uses the 3.7-litre V6 that also propels the S350 and a creamier, refined unit is difficult to find. And with 234bhp and 47.8kgm on tap, it’s no slouch either, and can keep up with the best on the highway. It is extremely quiet and works seamlessly at all speeds, though driving through city traffic can be both a bit frustrating and really heavy on the wallet.

The ML’s ladder-frame chassis means that it isn’t as stiff as saloons or even some more advanced SUVs, and ride really suffers as a result. It is really too stiff for a luxury car, thumping its way through potholes, and even slaps noisily over expansion joints. The handling, though, is pretty good, and stability at high speeds is superb, gizmos like ESP and the ETS four-wheel-drive system working smoothly to keep you planted.

The M-Class is exactly how you’d expect from a Merc SUV to be – refined, comfortable, and capable on the road and off, with discreet-but-impressive styling, a pair of muscular, quiet engines and the cachet of the badge. However, it’s has some distinct flaws – the stiff-kneed ride for example, and the lack of rear seat space, and the general failing of this type of vehicle, that it always feels a bit too pricey for what you get.

The Mercedes S-class is one of the best luxury limousines, loaded with gadgetry and creature comforts. The S-class was originally offered as the S320, which was replaced mid-2003 by the S350 L, which had a larger engine and mildly updated styling. When Mercedes designed the S-class, its designers were told to make it look lighter and sleeker than the tank-like earlier car, and they came up with a lovely, elegant look that has now filtered down to all Mercedes models.

The changes made when the S350 was introduced are mostly under the skin, but there were some subtle, but effective, styling tweaks as well: the grille was made more prominent, the air intake widened, the lamps given clear lenses. The S-class is a superb example of technology-led engineering, with gizmos like ESP, ABS, Brake Assist and ASR making up for the natural dynamic drawbacks of a large, heavy car.

Passenger safety has been taken very seriously, and there are plenty of airbags, seatbelt pre-tensioners and sensors to increase crashworthiness. The interior has been freshened up as well: the big improvement is the replacement of the confusing cluster of switches on the centre console by the COMAND system. This involves a LCD screen, surrounded by more logically arranged buttons that are more accessible and easier to use. Apart from that, no changes were really needed in this large, sumptuous and superbly ergonomic interior.

Comfort levels are sky-high, and there are plenty of goodies to play with. The driving environment is excellent, with great clarity and a highly adjustable driving position; but the rear, where most owners will sit, is exceptional, with the best rear seat in India, loads of legroom and lots of creature comforts. Goodies include heating/ cooling/massaging seats, front and rear, which adjust in over 10 planes, TV/DVD, four-zone climate control and satellite navigation, which as yet is unusable in India.

Confusingly, although the car is called the S350, it actually has a 3.7-litre engine, petrol V6 with 230bhp, six more than the 320. The new engine gives only marginally better performance, but with 0-100kph in 9.56sec, and a top speed of 240kph, this is no slouch. And remember the car weighs over 1.8 tonnes.

Performance within the city remains effortless and creamy, and you hardly have to kick down on the superb five-speed automatic gearbox; the best bit is that the engine is virtually inaudible at almost all speeds, and the car shuts out most exterior noise. Fuel economy surprisingly is quite decent, at 6.2 and 7.1kpl.

Afloat on air suspension, the S350 L literally glides over all of India’s worst roads, and when on its softest setting, you may hear very large bumps, but you feel almost nothing at all. Adaptive dampers mean the S350 L is very agile at high speed and easy to hustle through corners — although it is very large, it’s steering and chassis are so accurate, one forgets the car’s size. The steering is very well weighted, the brakes are awesome, and the car requires surprisingly little effort to drive. There are also parking sensors, which will make urban living easier.

The S350 L is, without a doubt, one of the very best sedans in the world – and that’s because it makes no compromises anywhere. Everything you could ask for is there – as standard. It is supremely comfortable, powerful, refined and astonishingly easy to drive.

The Mercedes SL500 balances the engine’s horses with implausible chassis electronics, aggression in style with elegance, and driving pleasure with serious comfort.  It is perfectly proportioned and blending menace with silken class, the SL is one of the best looking cars. It has a folding metal roof similar like SLK. It also has adjustable air suspension, a super-stiff platform and chassis aids including ABS, traction control, electronic stability program or ESP, and Sensotronic Brake Control or SBC, which will adjust braking force on each side of the car to keep it stable under braking. The suspension has varying comfort/sport modes, and can also be raised by 30mm to aid ground clearance. The flip side of all this technology is that the SL, despite using aluminium and light metals extensively still weighs 1.8 tonnes.

The cabin is just as good as the exterior, with a swoopy dashboard, terrific hooded dials, and a futuristic central console. It’s very well designed and built, with great attention to detail. It’s only a two-seater, but comfort is excellent, the seats and steering wheel fully adjustable, and you can have hot or cold air blown out of the seats as well. However, some buttons look cheap, and boot space shrinks to a mere 235 litres when you stow away the hood.

With a 5.0-litre, 306bhp and 46.9kgm V8 under the hood, performance is astonishing, with massive amounts of torque throughout the rev-band and some serious horsepower — top speed is limited to 255kph, and we believe there’s easily another 20kph left to go. It’s also perfectly happy around town, with so much torque at hand, and the brilliant five-speed automatic adapts to your driving style. Power delivery is smooth, creamy and delivered with only a muted growl when you press on.

Fuel economy is unpleasant —it returns only 4.3kpl in the city and 7.3kpl on the highway. The electronics provide a superlative handling/ride balance: ride quality is excellent for a sports car, and the handling quite incredible for a car of this size and weight. Quick steering gives great accuracy, and it’s very agile through corners, the suspension firming up when it senses you want to drive hard. This means the car is immensely stable and grippy even at 190kph-plus, without the driver having to do anything but depress the throttle.

It’s so good; actually, that you have to keep an eye on the speedometer, or you won’t know how fast you’re going. The brakes are excellent too, giving you total confidence and prompting you to drive faster than ever before.

The SLK looked a bit like a German tank, especially with the top in place. The SLK’s design is the folding metal roof, which can convert it from a practical car to a sporty open-top in seconds. You sit low in the sporty, two-people-only cabin, looking at sexy hooded dials, holding a fat, sporty steering wheel. The seats are firm and very supportive, and the black-and-aluminium cabin is well finished and built. The headrests are similar to those found on the SL and legroom is generous even for tall passengers. And getting comfortable behind the wheel is no problem whatsoever, even if you’re above six feet tall. The central console is so well built it would seem at home in an E-class; the buttons and switches, excepting the window buttons on the door-pad, seem well built and the soft-feel buffalo-hide-like finish is really special.

The first time you floor the throttle on the 350, what strikes you is not so much how quick this car is, but how good it sounds. It emits a cultured snarl even while cruising around and flooring the throttle gives way to an angry high-pitched bark. Acceleration feels brisk rather than explosive, and keeping the throttle pinned to the carpet will bring up 100 kph on the Speedo 8.3 secs later. Compared to the SLK 200 K the 350 offers more than an extra 100 horses and the smooth warbling of a V6. While the 200 K did absolutely nothing to risk offence, the 350 feels like the engine that was meant for this chassis. The 3500cc V6 that develops 268 bhp at 6000 revs and a creamy 35.67 kgm of turning force from 2400 rpm onwards. It gives 80 to 120 kph takes just over 5 seconds, while the 100-140 kph dash comes up in 7 seconds flat.

The SLK chassis rides on a three-link front coil and five-link rear coil spring suspension that keeps it stable and planted in corners. Turn-in is crisp, and though you can carry huge amounts of speed through corners, it lacks the nimbleness of a small, light roadster, making it a more of a GT. Remarkably, despite the super low Continental 225/45R 17 fronts and 245/40 R17 rears and the suspension’s composure in bends, the SLK’s ride quality is excellent. It soaks up the bumps without pitching or jiggling, and yet it stays flat through corners with a taut, responsive feel – though the heavy steering wheel takes the involvement away somewhat.

Those looking for out-and-out performance in the current SLK line-up are not surprisingly going to want the 350 over the 200 K. The car comes with a lot of equipment in addition to the alphabet soup of electronic lifesavers like ESP with EBD, ABS, and the works.

It has highly polished, rich black leather, and a beautiful leather-clad four-spoke steering with a well-crafted Mercedes-Benz logo at the centre. The Speedo took centre-stage on the instrument binnacle, with the tacho on the right and the rest of the gauges on the left - the dials all ringed with chrome on an ivory background.

The supercharged four cylinder 2295 CC engine is silky, and delivers power smoothly, but at happy revolutions. You get almost 200 horses at 5500 rpm and over 28 kgm of torque from 2500 revs onwards.

The SLK looked a bit like a German tank, especially with the top in place. The SLK’s design is the folding metal roof, which can convert it from a practical car to a sporty open-top in seconds. You sit low in the sporty, two-people-only cabin, looking at sexy hooded dials, holding a fat, sporty steering wheel. The seats are firm and very supportive, and the black-and-aluminium cabin is well finished and built. The headrests are similar to those found on the SL and legroom is generous even for tall passengers. And getting comfortable behind the wheel is no problem whatsoever, even if you’re above six feet tall. The central console is so well built it would seem at home in an E-class; the buttons and switches, excepting the window buttons on the door-pad, seem well built and the soft-feel buffalo-hide-like finish is really special.

The SLK was initially only available with a responsive 1.8-litre four-cylinder, not especially dramatic but adequate for a good, brisk drive. This supercharged engine is the same as the one that powers the C200 K, with 163bhp. It’s not rev-happy, but works hard and can be kept on the boil, using the gearshift buttons mounted behind the steering wheel.

There is also a brilliant 3.5-litre V6, with 272bhp and 35.69kgm, a proper sports car’s motor. It sounds fabulous, and gives genuinely thrilling performance. It’s even faster than the SL500. With a better power-to-weight ratio and seven gears to exploit the 272bhp, 100kph comes up before the end of this sentence. The SLK shoves you back in the seat after a hard launch, and you’re pretty much pinned there for a good 10 seconds at least, top whack a limited 250kph. It’s complemented perfectly by the seven-speed 7G-Tronic automatic gearbox, in which you can change gears via buttons on the steering wheel. It works seamlessly, and has the unique ability to skip gears, which gives great performance and drivability. Despite its large engine, the seven-speed auto and modern mechanicals helped us achieve 5.7kpl in the city and 8.2 on the highway.

Unlike its stodgy predecessor, the SLK rides and handles really well. While the on-centre feel of the steering wheel is unimpressive, just like on the C-class, the car starts to respond superbly to the weighty wheel as you turn further away from dead-ahead. As a result, the SLK turns enthusiastically into corners and feels agile and willing to play like any self-respecting sporty convertible should. Body control is great: you can place the car accurately and the quick steering even allows you to make corrections when the suspension is loaded up in a corner. The brakes are well weighted, too.

The 1796cc, E200K motor is the same unit that powers the C200K compressor. This compact motor is a whole 800cc smaller than the larger 2.7-litre motor. Also down on cylinders, from six to four, the E200K seems to have its work cut out. Salvation, however, comes in the form of a supercharger or Kompressor in German, which bumps power up to 158bhp, not too far off the V6’s 167.

The strong low rpm response of the Kompressor engine is a pleasant contrast to the laziness of the V6-powered E. Power is available on demand even at low engine speeds, and the big E-class seems quite happy running around in city traffic. It excels in part-throttle responses, and as a result feels quite drivable in the real world.

Flat-out acceleration tests revealed that the E200K leaves much to be desired in a straight line, the 1.6-tonne kerb weight and the reduced power slowing it down by quite a margin. 100 kilometers an hour takes 13.16 seconds, almost three seconds more than the V6, with 150 needing a total of 33.13 seconds. By this time, the E240 has floated past and left the area entirely. The E200K however, like almost every Merc saloon on sale in India, proved it had no trouble cracking the 200kph mark.

The E200K also set no records as far as fuel efficiency in the class are concerned. It returned 6.2 kilometers in city conditions, the supercharged motor actually proved less fuel efficient in comparison with the V6 motor.

There is little doubt that the W211 package is a class act. The fresh exteriors look better and better as the days roll on. The brilliant chassis, with its aluminum suspension arms, ‘Sensotronic’ brake-by-wire system and very direct steering make the E-class a car to drive as well as be driven in. The fresh-faced interiors are still a joy to behold, and this is one of the best-looking sedans around.

There are a few new interesting bits too, on loan from the mighty S-class, seen first on the E200K, but which will certainly make their way into the other models in the range. Rear seat passengers now get digitally-adjustable air-con controls, and there are now air-con vents incorporated in the B-pillar. Lock the doors from the outside and the external mirrors now fold automatically.

The E200K comes in the top-of-the-line Elegance spec level, which means you get leather interiors and all the goodies you find in the more expensive diesel and V6. The smaller four-cylinder power plant simply doesn’t have that velvet feel or the effortless performance of the V6, which for a typical E-class buyer, we feel, is certainly worth the extra cash.

The E is a marvelously engineered car, one of the safest in the world, and with typical Merc electro-wizardry under the very tough but surprisingly light metal. It uses aluminium broadly, and is much more weight-effective than the old car, but is even safer. This uses the radical Sensotronic Brake Control system seen in the SL500, which breaks each wheel individually, to provide excellent braking and balance, as well as the usual ABS and ESP systems. The E-class is a clean, handsome design, with sleek, flowing lines. It has the old E’s four oval headlamps, but these are now sleeker and flattened, which look more sporty, the entire nose is smaller and lower, the rear very purposeful and muscular.

The cabin is very impressive — slightly tighter than the old car but far more charming and modern. It is superbly crafted, and quality standards are maintained. The rack and pinion steering delivers razor sharp turn-ins but it falls a bit short of the drive-by-brain feel that has made BMWs the ultimate driving machines. But do remember that the ride quality on offer and handling is already overlapping 5 Series territory, and that too, quite comfortably. Attention to detail and equipment lists are both outstanding, and it’s a clear, intuitive environment for the driver. The dials are excellent — with innovative, bar-like fuel and temperature gauges that save space.

The E-class is available with two petrol engines: the E200K and the new E280, and one new diesel, the E280 CDI. Power on the E280CDI is up to 190bhp from 173bhp on the E270 CDI, and its low-end torque is incredible. Being a V6, the engine is very refined, more so than the E270CDI. The diesel’s fuel economy is decent.

The E200 K petrol is the entry-level car, sharing an engine with the smaller C200 K. Performance is adequate, but overtaking takes some effort and even efficiency goes down because the engine has to strain so much. As a result, it only manages 6.2 and 9.9kpl.

The E280 is powered by a 3.0-litre V6, which puts out a enormous 231bhp — this engine is extremely refined, and is a relatively low-compression engine, which is better suited to Indian fuel. Large-bore pistons are used for quick responses to throttle inputs.

Standard 7G-TRONIC, the world first mass produced seven-speed automatic gearbox, also plays a big role in improving accelerative performance, reducing the time taken for the 100kmph sprint and also contributing to better roll-on figures. Kick downs are much quicker with the transmission going down two gears, if necessary, for instance from seventh to fifth and fifth to third to deliver better acceleration by skipping on two intermediate shifts. Shift quality, already of a very high order, improves still further with barely discernible shifts and it also incorporates a manual over-ride function where you can go through the six ratios by tapping the gear lever left or right. The gearbox uses a magnesium casing, again a first in volume production, to reduce weight.

The five-speed automatic works seamlessly in city traffic, but although it has more than enough power, it’s not a tarmac-ripper. Fuel economy is decent. Where the E truly excels is in its dynamics. This is one of the first Mercs truly designed for driving pleasure, and it is a huge leap over the old E. It is sharp, accurate and responds superbly, the steering well weighted and returning the right amount of feedback. It also feels unshakeable at high speeds, and rolls very little, even during spirited cornering.

The E-class rides somewhat stiffly, especially at low speeds, where the suspension will wiggle you softly; even rock the car from side to side. This harshness disappears at speed, and overall, road quality is perceptible, but comfort levels remain high. The E280 CDI has been given a stiffer suspension to handle all the power, which makes for a slightly harsher ride than in the other two, but even this is barely perceptible.

DaimlerChrysler India launched its new C- Class Mercedes. It is the replacement of earlier C180 Class. The front end is marginally tweaked with a redesigned bumper and grille, and the introduction of clear-lens headlamps and fog lamps. The seven-spoke alloys are new and the tyres are now bigger: 205/55 R 16 rubber vis-à-vis 195/65 R 15s in the earlier model. Which means they fill the wheel arches nicely. The tail lamps and the brake light are shinier, while the rear bumper too, has been slightly changed.

DaimlerChrysler launched more powerful diesel-engine C-Class car, the C220 CDI, which replaces the earlier C200 CDI. It’s the same 2148cc, common-rail turbo diesel that used to power the old C200 CDI and also the same which powers the bigger E220 CDI. Mercedes-Benz is offering different states of tune for the same engine.

The biggest changes are inside. The central console is more like the one you will see in the E-Class and is much more sophisticated with those push-push toggle controls. The instrument panel is sporty with a chronometer-like design and chrome rings around the gauges with a white backlit light. DaimlerChrysler have come out with an innovative material for their seat upholstery. It’s called Twin-leather, where some parts of the seat have faux leather, while other sections are padded with genuine leather. The external mirrors can now be folded at the touch of a button and a new generation ‘Audio 20 CD’ makes it to the new C. A Thematic automatic climate control is now standard, not to be confused with Thermotronic climate control. The interior is very well built and stuffed with equipment. Things are better in front, with fully adjustable seats and steering wheel, which help you find the perfect driving position.

For the C220, engine’s Electronic Control Unit has been modified – it pumps out 141 horsepower – an increase of 26 bhp over the old car and only 4.5 horses down on what it makes in the E220. Torque too, is significant – a mighty 33 kgm – barely a single notch below the E220’s number.

It has a comfortable the leather-clad seats, the control buttons on the steering wheel. The C220 goes from 0 to 60 kph in 4.5 seconds, which is quicker than the petrol-engine C200 Kompressor. The C220 does the 0-100 in 10.7 seconds, which is quicker than both the E240 and the E220. And the C220’s top speed is of 210 kph. Put your foot down and the car just surges ahead on a slab of chocolate cake torque – rich, thick, brown and very, very addictive. The ride is supple and comfortable, yet the handling is reasonably tight. 

DaimlerChrysler India Ltd (DCIL) replaced C180 by the new C200K. The earlier C200K that DCIL had been importing as a Completely Built Up unit, the new C200K is assembled from CKD kits in India.  The second generation of common rail technology which found its way into the E-class in the beginning now comes with the C-class, which touches new frontiers of performance and efficiency. DaimlerChrysler India started making the C200K in India to add the much required boost to the petrol engine. Built from high-strength aluminium alloy, the all-new head design utilises camshafts that adjust the timing of both the inlet and exhaust valves, thus delivering great performance at both low and high engine speeds.

The performance comes from the Kompressor or supercharger that basically is a pump that increases the volumetric efficiency — and therefore power — of an engine by force-feeding it more air and fuel. The American manufacturer Eaton had brought this system back from semi-retirement; Eaton reduced the supercharger’s characteristic whine and improved its efficiency. In its continuous process of technology development, the company came up with its second generation of common rail direct injection diesel technology which was first used in the E-class. The majority of these have been achieved by increasing the pressure in the common rail system from 145bar to 155bar resulting in a further optimisation of the charge cycle in the cylinders. The maximum injection pressure has also been increased from 1350 to 1600bar.

The car is also now being fitted with the aero-wipers which have already proved their worth in the other model series. The one most significant change in the equipment levels of the car is the provision of a new music system. The change is that now instead of a cassette, the system has a slot for a CD. This in addition to the CD changer that is fitted in the glove compartment of the car.

The basic engine remains the same. With each cylinder still having the same stroke dimensions of 88mm and 88.3mm respectively and the displacement of four cylinders adding up to 2148cc, there is not much physical change to the engines. That apart the figures tell a completely different story. As compared to the C200 CID there is 21 per cent more power and 36 per cent more torque. Maximum power is now 142PS coming in at 4200rpm while the maximum torque of 340Nm is available across a 500rpm band, from 1800rpm to 2300rpm, compared to the 115.6PS of maximum power and the 250Nm of maximum torque which was generated at a much higher 2300rpm and available for 500rpm until 2800rpm.Compared to the first generation common rail 220 engine that was available on the E-class, the second generation technology allows the engine to develop an extra 25Nm of torque while the power output remains nearly the same. The change in figures tells a very small part of the story of the move to the second generation of common rail technology.

The old six-hole injection nozzle has been replaced by a seven-hole one. The new injector enables a 20 per cent reduction in the size of the nozzle whole diameter. Consequently, the fuel is even more finely dispersed in the combustion chambers and the efficiency of combustion is further improved. Particulates thus account for a much lower percentage of the exhaust gases.

The V8 diesel engine in the S-class this four-cylinder engine is also fitted with a VNT turbocharger with electrically adjustable guide vanes. This enables more dynamic and precise supercharging than the previous vacuum controlled system. The effect is the ability to build up the charge pressure faster and therefore substantially more pulling power as shown by the reduction in rpm at which the maximum torque is generated. The C200 CDI was a quiet car and the company claims that the C220 CDI is even more refined.  The ratios are very well sorted to keep the car in the meaty part of the power band. The C220 CDI is also available with the five-speed automatic transmission that our long term C200 CDI came equipped with.

The car gets to the 100kmph mark in ten and a half seconds which is marginally quicker than even the E240 with the automatic gearbox. Top speed is close to the 220kmph mark.  From 60kmph up to 90kmph, every 10kmph speed increase is achieved in less than two seconds in 4th gear, around two seconds is what it takes to get to 100kmph from 90kmph in both 4th and 5th gears. In fifth gear the under two seconds required to reach 90kmph from 80kmph occurs as soon as the engine gets to the rpm band where the maximum torque is produced. Fual efficiency, the C200K returned a respectable 7kpl in the city and 10kpl on the highway. The C200 CDI had a good engine and the C220 CDI engine is better. It is quieter, it is more powerful, and it pollutes less and is more fuel efficient.

DaimlerChrysler India launched its new C- Class Mercedes. It is the replacement of earlier C180 Class. The front end is marginally tweaked with a redesigned bumper and grille, and the introduction of clear-lens headlamps and fog lamps. The seven-spoke alloys are new and the tyres are now bigger: 205/55 R 16 rubber vis-vis 195/65 R 15s in the earlier model. Which means they fill the wheel arches nicely. The tail lamps and the brake light are shinier, while the rear bumper too, has been slightly changed.

The biggest changes are inside. The central console is more like the one you will see in the E-Class and is much more sophisticated with those push-push toggle controls. The instrument panel is sporty with a chronometer-like design and chrome rings around the gauges with a white backlit light. DaimlerChrysler have come out with an innovative material for their seat upholstery. It’s called Twin-leather, where some parts of the seat have faux leather, while other sections are padded with genuine leather. The external mirrors can now be folded at the touch of a button and a new generation ‘Audio 20 CD’ makes it to the new C. A Thematic automatic climate control is now standard, not to be confused with Thermotronic climate control. The interior is very well built and stuffed with equipment. Things are better in front, with fully adjustable seats and steering wheel, which help you find the perfect driving position.

The new C does get the smashing Bosch wiper that’s on the E. This super wiper is a long piece of limp rubber that’s been attached to a wiper arm with rectangular holes in it. Conventional wipers lift when the car’s moving at speed, consequently, they don’t clean as well. Here, the wind is actually used to force the wiper down on the windshield and do a better job of removing those offending raindrops.

The C-class has an updated pair of engines, a 1.8-litre supercharged petrol, the C200 K, and a common-rail diesel, the C220 CDI. The C220 CDI is for those who do some highway traveling. The engine is actually much the same as the C200 CDI it replaces, but revised electronic mapping means it is more 28bhp more powerful, with 143bhp, and at 32.1kgm, has 7kgm more torque. The C220 can actually out-accelerate the V6-powered petrol E-class. The engine is extremely flexible, with huge amounts of torque available at all speeds, making it the perfect tool for quick highway passing. Fuel economy has also commendable 9.7 and 15.2kpl. This is 1796cc petrol, with advanced technology like variable valve-timing and a supercharger or Kompressor, which gives it 158bhp and 22.5kgm. This gives it far great performance than the C180 — it is 10 seconds faster from 0-160kph! This engine is also more refined and composed, and allows one to take advantage of the excellent chassis.

DaimlerChrysler has incorporated their Direct Control package in the new version. This means that the C is that much sportier to drive. The steering feels much more responsive and the ride, which is always brilliant, has been firmed up a little bit.

The C-class is extremely safe, with a host of electronic aids that prevent the driver from doing anything silly. These include a dozen airbags and chassis control devices like ABS and Electronic Brake Distribution. Its suspension is very sophisticated, with a three-link axle in front suspended by MacPherson struts and gas-filled dampers, along with a device that prevents the nose diving when you brake. At the rear, there is a multi-link set-up, with anti-dive and anti-squat devices.

Fuel economy is surprisingly good i.e. 6.9kpl and 10.8kpl; especially considering it is supercharged and uses an auto. Both engines come with an excellent five-speed automatic, which goes through the gears seamlessly.

The C220 CDI is basically a change in engine management system software to the earlier C200 CDI, but is a step-up in performance in the real sense. The C-Class is one of the best driver’s cars around: with two powerful engines, an excellent chassis, plenty of technology and that three-pointed star, it is easy to see why it is so popular, why many have chosen it as the first step into the Mercedes-Benz experience.