No, your eyes aren't deceiving you. The revamped 2012 Mercedes-Benz C-Class bears a striking resemblance to last year's car. But of course looks can be deceiving, and despite what its familiar exterior may suggest, the C has been significantly revised for 2012. More specifically, some 2000-plus components have been replaced or changed. But the most significant update by far was the addition of a sleek new two-door model to the C-Class range, and thankfully it isn't yet another confused four-door "coupe" wannabe (we're looking at you, CLS).
For the 2012 model year, the C-Class gets two new engines (not counting AMG models): a 201-horsepower 1.8-liter turbocharged four-cylinder found in the base C250, and a heavily revised, direct-injected 302-horse 3.5-liter V-6 used by the C350. The brand's 228-horse, 221 lb-ft 3.0-liter V-6 still lives on, but only in the C300 4MATIC. (That model's six-speed manual gearbox has been axed for 2012).
While not significantly updated, the C's sheetmetal remains attractive, with chiseled, recessed character lines and angular edges. The aluminum hood, doors, and front fenders have been slightly tweaked to accentuate width and athleticism. The restyled, sweeping C-shaped head- and taillamps with LED elements distinguish the model from everything else in the Benz range. Sport models equipped with the optional Dynamic Handling packaged sit 0.6 inch lower and receive stiffened dampers and higher spring rates for improved lateral performance. Distinct twin-spoke 17-inch alloys and AMG-styled cladding also separate the model from its Luxury edition sibling.
Designers also did their due diligence inside, crafting a new dash to house either a standard-issue 5.8-inch infotainment screen or an optional 7-inch unit with the COMAND operating system. Updated trapezoidal-shaped central console vents add to the already modern space, particularly when swathed in supple MB Tex black materials like our test car. Revised grains and colored gauges add freshness. Behind the Sport model's handsome three-spoke wheel is a new glass instrument cover.
With valve-timing, direct-injection, and Lanchester balanced shafts (ones that run faster than the engine to counteract movement), the 1.8-liter turbocharged four-cylinder fitted provides a peppy, relatively fuel-efficient (21/31 city/highway mpg) means of propulsion. Sixty mph from nil comes up in 7.2 seconds, while a quarter mile gets slowly defeated in 15.4 seconds at 89.5 mph.
As with most small displacement mills, usable thrust is eked out near its 6450 rpm limit, so stomping on the rightmost pedal to make a pass is always a must-do in the 250. All 229 of its lb-ft can be summoned from a lowly 2200 rpm, but when you do mash it, you'll have to wait a few ticks for any response from the turbo. An updated seven-speed automatic gearbox mates to the powerplant and provides quiet, jar-free shifts, thanks to a new torque converter and slipperier internal fluids.
In the esses, the 250's smooth and communicative hydraulically boosted rack-and-pinion steering feels weighty throughout rotation, which, together with an engine screaming for mercy and the optional Sport suspension shouldering the 3515-pound mass, makes cornering a surprisingly entertaining -- albeit not super-sticky -- proposition. Around our figure-eight course, it manages a 27.2 second run at an average 0.63 g.
While the C250 sedan is competent enough, if you're looking for a slicker, more potent, better-handling C-Class, look no further than the C350 Coupe, although you'll sacrifice a few mpgs (EPA rated at 19/28 city/highway) and have to pony up nearly $6000 more to get one.
The C350 Coupe is nearly identical dimensionally to its four-door brethren, but sits 1.5 inches squatter thanks to a vastly raked A-pillar. Interior shoulder- and headroom suffer slightly (front kneeroom actually grows 0.3 inch to 42 inches), but not many staffers complained, especially with the standard-issue panorama roof expanding the perceived space. Testing mastermind Kim Reynolds did smack his head upon entry, however. Engineers eased rear seat ingress and egress with an easy one-push front seat fold/return. To the delight of rear passenger knees, the front seatbacks are generously scalloped.
Much as it is with the sedan, the most interesting aspect of the coupe is what motivates it. The new 3.5-liter V-6 uses a bevy of innovative tech, and offers additional power and efficiency compared to its predecessor. It is direct-injected, uses a multi-spark ignition system, and has better balanced 60-degree cylinder angles (with 12:1 compression ratio) in place of the outgoing V-6's 90-degree configuration (with 10.7:1 compression). Its revised cam chain drive allows for smoother operation and lower noise levels. The redone cooling system dissipates heat soak during hard driving via a two-stage flow, and warms up the powertrain more efficiently in the coldest of climates. Benz's familiar seven-speed automatic gearbox with dinky plastic Touch Shift paddles delegates power to the rear 18-inch rubber.
Spec sheet data aside, the real world impressions are just what you'd expect from the 350. While 161 pounds portlier than the C250 sedan we tested, the coupe is faster, whether aimed down a straight highway or twisty back road. Sixty mph from a stop comes in 5.5 seconds; a quarter-mile creeps by in 14.1 seconds at 100 mph. The Coupe feels easier to toss compared to the sedan, and plows some when charging quick into corners, making it a decent player on our figure-eight (26.2 seconds at an average 0.69 g). Its 273 lb-ft of torque arrive linearly at 3500 rpm rather than in a sudden turbocharged surge, allowing for short bursts of speed to be easily beckoned. The suspension isn't jarring during highway cruising and city street perusing, but it isn't S550 cushy, either.
While Mercedes-Benz has beaten arch nemesis BMW to the next-gen-turbo-four-in-a-small-sedan punch, you have to remember that Audi and its A4 have been there, done that. Until we get the trio together next spring, we'll reserve judgment as to who is the legitimate king of the ever-popular small luxury sedan segment. Nonetheless, the C-Class, be it two- or four-door, four- or six-cylinder, remains one cool, classy contender.
