2012 mercedes-benz b-class
When the first Mercedes-Benz A- and B-class appeared on the market, the tall compacts offered great practicality but little in terms of material quality or driving enjoyment. Welcome, then, to the second-generation B-class. It's another high-roof hatchback, but this time it looks far less awkward, is larger, and rides on a new platform for which Mercedes has big plans.
The architecture beneath the new B will underpin a plethora of new models, including the next A-class, a crossover, a sedan and station wagon—the latter two four-doors likely will be mislabeled "coupe" and "shooting brake," categorizations once reserved for vehicles with two passenger ports. While the appearance of the B-class in the U.S. is uncertain, at least a couple of its siblings are a sure thing for our shores. If the B-class stays behind, that might be okay with us—it’s the least attractive of the group. But after two days in this four-wheeled shopping bag, we were impressed by the improvements over the last generation and hopeful for its future derivatives.
The Following Political References Are Only Jokes
The suspension errs on the side of comfort, but the electric power steering is precise. It’s still an understeerer, but the B-class seems to enjoy cornering. It’s enabled by a stability-control system that has morphed from rigid totalitarianism to slightly authoritarian rule, allowing a bit more leeway before intervention. Libertarians will be appeased by the Sports package, which firms up the suspension and results in a B-class that is almost tossable. The optional variable-ratio steering is an unusual and welcome feature in this class, with response that is noticeably more direct and a natural weight. This is one of the best steering setups we've experienced in a Mercedes.
Hope You Wanted Four Cylinders
If only the various nanny systems were less vocal. In the B-class, it is painfully obvious that the driver is constantly being monitored. Warning and alert lights abound and illuminate when the car thinks you’re too close to the car ahead of you, cutting corners, or exceeding the speed limit, to name a few. We hope that we never see the day when this kind of data is transmitted to authorities, although we will begrudgingly admit that we see the point of these systems. Distracted drivers are a fact, and some are likely to occupy a high-roof family car. Some people need all the assistance they can get.
Power comes from a selection of turbocharged, direct-injection, four-cylinder engines. The gas choices both displace 1.6 liters. In the B180, the 1.6 makes 121 hp and 148 lb-ft of torque; with a few software tweaks, the B200’s four puts out 154 hp and 184 lb-ft. For what little grunt they have, both are pleasant units. The turbocharger spools up rapidly in both versions, and both hit their torque peak at just 1250 rpm. They emit a pleasant, smooth sound up to redline, but the dearth of power with either tune reminds the driver of the B-class’s pedestrian positioning.
Sharing a 1.8-liter turbo-diesel four, the CDI models aren’t any more fun. Mercedes kept the model designations consistent with those of the gas models, with the base diesel wearing the B180 CDI moniker and its powered-up stablemate getting the B200 CDI badge. The B180’s four manages 107 hp and 184 lb-ft, while the B200 sees those figures grow to 134 hp and 221 lb-ft. In addition to their lower power, the diesel models carry a surprising amount of extra weight. The difference is around 175 pounds, most of which rests on the front wheels. Consequently, the handling of the diesel B-classes is far clumsier than that of the gas-powered versions. But performance will be an afterthought for most B-class buyers, and the diesels will win fans with their subdued purr—not to mention fantastic fuel economy that betters the gas cars by about 33 percent.
Reinforcements Inbound
Mercedes executives freely admit that the U.S. market demands more-powerful engines than these—fortunately, they also admit that whatever variations of this platform we end up with will pack more muscle. Hopefully the six-speed manual also will make it to the U.S. While we found the gates awfully narrow, we enjoyed the smooth shifts. The other transmission is a seven-speed dual-clutch automatic, which is smooth and unobtrusive. A super-short first gear makes up for the lack of a torque converter and helps off-the-line acceleration.
The B-class corrects many of its predecessor’s mistakes. It’s roomy and cleverly laid out, performs daily chores well, is much more dynamic than its predecessor, and is reasonably priced in the context of the European market, where competition for a car like this actually exists. Given that they’ll have a little more horsepower—there’s even going to be an A-class AMG—and we’re looking forward to the arrival of the new Mercedes-Benz small-car family in the U.S.
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