For 2008, the Mercedes-Benz C-Class is available in Sport and Luxury (above) trim.

The 2008 Mercedes-Benz C-Class Sport (above) has a bolder looking star and grille than its Luxury counterpart.

­Inside, Luxury interiors are done in two-tone black/gray or exclusive "cashmere beige" with walnut trim and a four-spoke steering wheel. Sports are cloaked in black with aluminum or dark (almost black) bird's-eye maple trim, a three-spoke wheel, silver instrument surround, and rubber-studded aluminum pedals. On both, the standard upholstery is leather-look vinyl, with real leather optional. Interior materials befit the price and pedigree, though the monotone Sport models--particularly with the dark maple trim--might look bland to some.

Size Matters
For the next generation of its luxury compact, Mercedes returned to a familiar formula: add inches. Wheelbase grows by nearly two, length by nearly four. Oddly, neither results in much more rear-seat legroom; statistically it's up by less than half an inch, hardly enough to quiet current complaints of a shortage. In fact, at 33.4 inches, it's statistically the tightest of any sedan in the class save for the Lexus IS.

While front-seat placement of an average-size driver won't pinch the knees of an average-size person behind, it might be a problem for two six-footers sitting in tandem--and a six-footer is about the limit in back for headroom. There's scant toe space for rear-seaters, and a low-mounted seat cushion puts most adults in a knees-up position. Upon egress, smallish doorways force larger feet to adopt an unnatural angle to thread through the lower opening, and backsides will likely catch the wheelwell arch upon exit. But then, this is Mercedes' smallest sedan, and there has to be some justification for spending around 20-grand more for an E-Class.

The 2008 Mercedes-Benz C-Class Luxury's interior is done in "cashmere beige" with walnut trim and a four-spoke steering wheel.

While back-seaters may feel shortchanged, those in front won't. Mercedes' traditional comfortable seats come with eight-way power adjustment, and combined with a tilt/telescoping steering wheel, help tailor an accommodating driving position for almost any physique. Tall front headrests can't be seen over when backing, but they're narrow enough to easily be seen around, and only the side roof pillars block a significant amount of visibility, mostly over the left shoulder. Interior storage could be better. Aside from the normal door map pockets and glove and console boxes, there's only a pair of open console cup holders for small items.

With the stretched wheelbase and longer overall length comes an increase in trunk capacity; it's up by 0.7 cu ft to 16.8 in total, making it the largest of any sedan in the premium compact car class. Ordering the optional split-folding rear seat will add more space. (A bit odd, as it's commonly standard on sedans costing a third as much.)

Sports are cloaked in black with aluminum or dark (almost black) bird's-eye maple trim, a three-spoke wheel, silver instrument surround, and rubber-studded aluminum pedals.

Control Issues

The most common complaint of navigation systems is that many absorb some everyday audio functions, making simple adjustments that used to be done with the push of a button or twist of a knob into a more complex, often multi-step process.

As the world of electronic gadgetry grows, interior designers are faced with the challenge of making all the necessary adjustments easy and intuitive. At first the answer was a daunting array of buttons, but as the electronic wizards kept coming up with new features, available dash space ran out. One of the biggest problems was posed by the now-common navigation system. The required screen--if big enough to be readable--gobbled up a huge chunk of dashboard real estate.

Several years ago, BMW answered the challenge with its joystick-controlled iDrive system, introduced to almost universal disdain from journalists and owners alike. Yet amazingly, other luxury brands quickly picked up on the concept, and whether carried by momentum or just the lack of a better option, it soon became almost universal. Mercedes-Benz introduced such a system on the most recent editions of its top-line S-Class sedans and CL-Class coupes. It has now made its way to the C-Class.

While most newer joystick systems improved upon the initial iDrive configuration (including BMW's own subsequent iDrive iterations), they continue to baffle and annoy. The most common complaint is that many absorb some everyday audio functions, making simple adjustments that used to be done with the push of a button or twist of a knob into a more complex, often multi-step process.

Mercedes managed to simplify some actions, but not all. The audio-volume knob and station-select buttons are thankfully separate, though the latter are questionably positioned to the right of center, making them a stretch to reach. Some actions are duplicated on steering-wheel controls, but tuning in stations not assigned to buttons requires interaction with the joystick knob--as do some other audio functions--making this a system you want to learn and set while stationary. Adding in the optional navigation system and integrated phone (Bluetooth connectivity is standard), increases the importance of a training exercise.

One other advantage of a system study is to learn the language of the voice recognition system included with the navigation package, which seemed quite intuitive and worked well in our brief tests. And on another positive note, the screen rises to an upright position near the top of the dash when in use (and folds down beneath a flip-up cover when it's not) so it leaves more room on the center stack and is closer to the driver's line of sight. In the center of the speedometer is a screen that displays a variety of trip computer, phone, and audio functions, selected by either the joystick knob or buttons on the steering wheel. Add the optional navigation system, and the screen can display turn-by-turn directions.

The 2008 Mercedes-Benz C-Class' navigation screen absorbs some audio functions, but the audio-volume knob and station-select buttons are separate.

On the audio front, the standard system pushes 100 watts of power through eight speakers, fed by the radio tuner, a single CD slot in the dash, or an MP3 jack inconveniently located in the glovebox. An optional Multimedia Package adds a 450-watt harmon/kardon system with 12 speakers and a six-disc in-dash CD changer, along with the ability to play music from a PC memory card or rip it to a 4-gig hard drive. Another option is a glove box-mounted jack that allows iPods to be controlled through the car's audio system.

Climate controls are well designed, with convenient rotary knobs and clearly marked buttons mounted just a short reach away, though they're situated a bit low for easy, at-a-glance adjustment. Though it would seem simple enough to get all this right, not every manufacturer does, so kudos to the climate-control folks.

Beneath the Bonnet

Differences between the models run more than skin deep. The Luxury version is offered with only one powertrain: a 228-horsepower 3.0-liter V6 and 7-speed automatic transmission. Called the C300 Luxury, it comes standard with rear-wheel drive; Mercedes' 4Matic all-wheel drive is an option. The same goes for the C300 Sport, but it adds an available 6-speed manual transmission, though only in rear-drive form. When mated to the automatic, the 3.0-liter V6 is E85-capable, so it can run on premium fuel, E85 (a mix of 85-percent ethanol and 15-percent gasoline), or any combination of the two. Topping the line is the C350 Sport, which comes only with a 268-horsepower 3.5-liter V6 (premium fuel only), 7-speed automatic, and rear-wheel drive.

The Luxury version is powered by a 228-hp 3.0-liter V6 and 7-speed automatic. Sports gets its go from the 3.0-liter V6 and optional 6-speed manual or a 268-hp 3.5-liter V6 paired with a 7-speed automatic.

If horsepower ratings on both engines look a bit tame compared to those of similar-size sixes in top rivals, their torque ratings aren't. Not only are their respective 221- and 258-lb-ft figures competitive, they come at only 2400-2700 rpm; most rival engines either can't match those numbers, or don't see peak torque until about 5000 rpm. For instance, the 3.0-liter six in the BMW 328i produces 230-horsepower--nearly the same as the C300--but torque is just 200 lb-ft at 2750 rpm. The high-output 3.5-liter V6 in the Infiniti G35 puts out an impressive 306-horsepower and 268 lb-ft of torque, but the latter doesn't arrive until 5200 rpm. Mercedes used variable valve timing, a two-stage intake manifold, and special turbulence-inducing intake "flaps" to fatten the torque curve and make the C-Class models feel spirited without having to wait for revs to build. And the strategy worked: both models leap away from a stop and are commendably spunky in around-town driving.

Mercedes estimates 0-60-mph times of 7.1 seconds for the C300 models, 6.1 for the C350. We haven't had an opportunity to confirm those figures, but both seem plausible based on our preview test drive. However, the C350's power advantage over the C300 is noticed mostly in highway passing sprints, where the smooth 7-speed automatic sometimes hesitates a beat longer than most before choosing a kickdown gear. Fortunately, the transmission's manual-shift feature is very easy to use, as from the "Drive" position it requires only that the lever be tilted to the right or left to manually shift up or down one gear. In many competitors, the lever must first be placed in a separate gate, making gear changes a slower, less-convenient, two-step process.

Classy Chassis
Traditional coil-spring struts, gas shock absorbers, and a stabilizer bar team with two separate lower links on each side to form the C-Class's front suspension. The twin links are claimed to be of lighter weight than a traditional one-piece arm, allowing better wheel control over bumps. Mercedes' proven five-link suspension holds up the rear, though it's been updated for '08. The combination results in a commendable degree of ride comfort, with tar strips and lateral pavement heaves--often a challenge to smother--generating little disturbance. Handling is equally impressive, the only deficit being Mercedes' typical weighty, slightly dull steering, which lends a (probably intentional) beefy feel at the expense of crisp, road-reading response. Sport models come with a marginally stiffer suspension than do Luxury versions, but it seemed to make little difference in ride or handling. Ditto for the Sport's optional 18-inch tires, though their stiffer sidewalls increased steering response a bit. One problem that's been corrected is the former generation's tendency to bob its tail slightly after bumps, and the overall effect while driving down the road is one of solidity and control. Aiding in the latter are standard ABS, traction control, and antiskid system, while the available 4Matic all-wheel drive takes it a notch further, especially in inclement weather.

An Impressive Effort
Overall, the new C-Class represents a step forward in the evolution of the premium compact sedan, at least for those comfortable with the burgeoning electronic age. Sport models--even the bigger-engine C350 versions--can't match the overall performance of top rivals, but project the proper air despite a slightly softer demeanor. However, it's the Luxury model that seems to best exemplify what the three-pointed star has come to portray. Particularly in 4Matic form, it's a comfortable, confidence-inspiring car that should give Mercedes a boost--in both image and sales.

2008 Mercedes-Benz C350 Sport