There was a time in SA motoring history when the Audi A4, BMW 3-Series and Mercedes-Benz C-Class were produced locally. Now that honour is held exclusively by the three-pointed star contender.
Only a decade ago the medium-sized, premium sedan genre accounted for notable volumes among the big German three.
In 2012 Audi had updated its A4 (B8), BMW had just launched the F30 generation of the 3-Series, while a year prior, Mercedes-Benz released a refreshed version of the W204 C-Class. Then there were fewer representatives of the sport-utility vehicle and compact crossover genres in these respective stables.
Today, aside from the rising popularity of these formats, the traditional three-box Teutonic trio faces internal competition from a more compact, affordable saloon set: think A3 sedan, BMW 2-Series Gran Coupé and Mercedes-Benz A-Class sedan.
Mercedes-Benz recently introduced its W206 C-Class to the country. We took the opportunity to reacquaint ourselves with the segment that was a former mainstay, and arranged a showdown with the BMW G20 3-Series, credited by most as the category benchmark. We opted to leave the Audi A4 B9 behind, keeping this duel between the rear-wheel drive tools.
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Sporting appearances
The BMW cuts a spiffy profile, but seems a little demure next to the edgy W206. Maybe we have been conditioned to pay less attention to products donning kidney grilles that are normal in size. In fairness, the manufacturer released details of the life-cycle improvement (LCI) version in the same week we conducted this comparison. There will be aesthetic and under-skin revisions – but thankfully no cartoonish grilles.
The 3-Series has always had more than an inkling of athleticism about it, right from the shark-like, lean-forward appearance of the E21. The Mercedes-Benz, on the other hand, was born with sober lines: look back to the restrained, tasteful shape of its W201 190-series genesis. Even as it morphed through the years, the C-Class was a conservative looker, perhaps right up until the last W205, which we grew accustomed to seeing most in AMG Line regalia.
With the former car, buyers were able to have the classical hood ornament and slatted grille. That is no longer the case in the W206, which is a full-on stylistic rebel. Its scowling mouth and furrowing gaze are anything but friendly or subdued. Matching the M Sport tier of the 3-Series, our C-Class wore an AMG Line styling package, replete with a grille featuring tiny three-pointed star motifs and stunning multi-spoke wheels.
The oily bits
This comparison is likely one of the last occasions on which we will sample diesel derivatives of the BMW 3-Series and Mercedes-Benz C-Class. Diesel is a dirty word in first-world markets that dictate supply for the rest of the world. Smaller turbocharged-petrol engines, hybridisation and full-on electrification are the prevailing agendas, so best get used to it. The C220d tested here is a hybrid – a “mild” one.
It uses an integrated starter-generator combined into an electric motor between the engine and gearbox. A 48-volt battery powers the motor, capable of providing a temporary 15kW and 200Nm boost, in addition to powering on-board electronics. The benefit is noticed on take off, bridging inevitable lag, but it also comes into effect under coasting.
The displacement of the turbocharged C220d is 1,993cc and output is 147kW and 440Nm. This translates into a claimed 0-100km/h sprint time of 7.3 seconds. Grunt is in plentiful supply, certainly enough to alert the tyres on a lively send-off from the traffic lights, while in-gear acceleration is stout. A nine-speed automatic transmission is on duty and it goes about its job imperceptibly. Best achieved consumption was 4.3l/100km.
While the motor in the C220d is by no means what you would describe as unrefined, the 320d pipped it with an additional layer of smoothness and quietness. It may lack the mild hybrid technology of the Mercedes-Benz, but it counters with a creamy, tractable nature.
Displacement is 1,995cc; output is 140kW and 400Nm, with a claimed sprint time of 6.8 seconds. The eight-speed automatic is faultless. Sprightlier performance could be attributed to a lighter weight versus the Mercedes-Benz. The BMW tips the scales at 1,410kg compared to the 1,655kg shown on the licence disc of the C-Class. Best consumption achieved was 4.5l/100km.
Ride and handling
From the moment you plant your cheeks into the main seat of the G20, there is a sense of familiarity. Finding a spot-on seating position takes a little time. The layout is still largely traditional, but the LCI will incorporate larger screens and fewer buttons.
That thick-rimmed steering wheel offers a satisfyingly meaty grip. Back-to-back with the C-Class, the agility and deft reflexes of the BMW shine clearly. For extra money you can have four-wheel steering in the Mercedes-Benz – but for genuine, inherent dynamic ability, the 3-Series remains unbeatable.
Do not infer that to mean a trade-off in comfort. Ride quality struck us as far better polished than the level offered by the Mercedes-Benz, which can err on the coarse side, even in its most comfortable setting. Interestingly, both vehicles employ identical tyre-and-wheel sizes: 255/35/19 at the rear, 225/40/19 at the front.
The BMW rode on Bridgestone Turanza T005 rubber, the Mercedes-Benz employed a set of Goodyear Eagle F1 tyres. We also noticed a tendency for the front end underside to make contact with even the most innocuous of speedbumps or inclines, something that never plagued the BMW.
It is clear the engineers at Mercedes-Benz sought to imbue the C-Class with a rigid, firm character, pursuing a sporty flavour. The 3-Series dials in a sense of fluidity and pliancy, while offering that planted, sturdy assured feel.
The BMW uses a five-link rear suspension, with a double-joint, spring-strut axle at the front, as well as hydraulically-damped torque strut bearings. The Mercedes-Benz also uses a five-link rear axle, with a four-link front axle. Both vehicles rely on electric power steering systems.
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A tale of two cabins
Glamour factor abounds in the C-Class, thanks to its ambient lighting system, fascia with vents inspired by jet aircraft engines and simulated carbon fibre trimmings. The steering wheel is clad in perforated leather, with a contoured shape and touch-sensitive surfaces instead of individual buttons. Front seat design looks straight out of a motor show concept car.
The large central screen through which the MBUX system is operated works entirely by touch. A lower strip houses audio volume, hazard lights and driving mode functions. You press one section of it and the entire panel moves – which feels cheap. Keen ears will notice squeaks and groans coming from trim-on-trim friction. A left knee making contact with the central tunnel prompts a creak. The plastics used on certain sections are not at all what you would expect in a premium vehicle.
Visual pizzazz is lacking in the BMW, but corners have not been cut when it comes to the substance of overall fit and finish. Run a hand past lower touchpoints – they clearly have not skimped on the quality of materials used. The buttons for the electric windows do not move in their sockets, like they do in the Mercedes-Benz. Switchgear gives a durable impression overall. More “screenery” can be expected in the LCI.
Dimensions and safety
The 3-Series has a wheelbase of 2,851mm. It is 4,709mm long, 1,827mm wide and 1,442mm tall, with a luggage compartment rated at 480l. Wheelbase of the Mercedes-Benz is slightly larger (2,865mm). Its length is greater too, at 4,751mm. Width is 1,820mm, height is 1,440mm and the boot has a 455l capacity. When EuroNCAP tested the 3-Series in 2019, it scored five stars. The organisation tested the C-Class in 2022 and it also earned five stars.
Pricing and last word
Pricing for the BMW 3-Series range kicks off at R725,000 (318i). A standard 320d comes in at R835,000. You’ll pay R772,038 to get into a C200 and R813,814 for the C220d. Of course, nobody buys a base model premium sedan in 2022. Our test vehicles were spruced-up with the M Sport and AMG Line packages, in addition to options including sunroofs, extended exterior light systems, electric seat adjustment and more. You could very easily end up exceeding the R1m threshold when ticking boxes on the options list.
Make no mistake, the new C-Class is a desirable offering. It looks the part and its future-forward interior concept is one that will resonate with modern, connected buyers. While the BMW might be dialled-down on the glamour and tech front, its polish in the handling, performance and tactile quality departments set it apart, marking the difference between a car that is rather good on the surface and one that is truly great from the inside out.
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