Tried & Tested: Mercedes-Benz C250 CGI

In the blink of an eye it has been 3 years since the W204 C-Class debuted. While the mid-cycle facelift isn't due yet, Mercedes-Benz has chosen to go the way of turbocharging their C-Class along with the introduction of their new W212 E-Class with Charged Gasoline Injection (CGI). In Daimler speak, that's direct fuel injection + turbocharging.

Read all about the test drive of seemingly Golf GTI's power output vehicle with rear-wheel drive plus a boot. Or is it not so? The new C250 CGI after all punches out a maximum of 204hp/310Nm. Scroll down below for a review by someone dubbed recently as "Mr Stuttgart" (think: M-B/Porsche) of the motoring circle :)





Browsing through the Press Information supplied by Mercedes-Benz Malaysia (MBM) along with the tester you see above, the new C250 CGI BlueEFFICIENCY is touted as "the most efficient C-Class ever". With claimed fuel consumption of just 7.2 - 7.9 litres/100km in combined cycle.

As you all know and have experienced before, in the real world these figures are as good as striking it rich in the lottery. However and rather unexpectedly so, the best figure I got from the C250 was 8.2 l/100km while getting boxed-in during northbound traffic of the North-South highway - compulsorily doing speeds of 80 - 90km/h constantly. On the upper end of the scale, the computer was reading out 12.3 l/100km on other occasions of getting 'high' behind the wheel.
In retrospect, my last E200 Kompressor (W211) was returning rather similar range of fuel consumption figures in my 4 years of usage.



So I guess you could call it BlueEFFICIENCY after all, since 204hp/310Nm versus 163hp/240Nm with the same amount of fuel in indeed efficiency at work. That's the beauty of having a triple alphabets "DEH" suffix to M271 (engine code) I guess! But I don't see the need of getting the all 'Blue' over this. There is no AdBlue (ammonia consuming catalyst system) here for this petrol combusting 1.8-litre 4-pot. Hmmm...






Further into the Press Info, M-B claims a sprint timing of 7.4 seconds for their latest C250 CGI. Which is entirely believable, since 310 Nm is at your disposal from a low 2,000 rpm through to 4,000 rpm. It feels especially quick more so in 'SPORT' mode but not that manically rapid as say the 211 ps/280 Nm Mk6 Golf GTI because of its rear-drive configuration and probably 5A/T torque converter 'refining and filtering' things out a tad more. Typical of Mercedes-Benz, there is no lurch even as you slam the throttle aggressively at take-off. One of my "co-tester" even claimed the Toyota Vios is 'more powerful' due to its persistent lunging-forward kick of (initial) acceleration. Gosh! Must be a diehard Toyota fan despite the throttle-gate fiasco which seemed to have evaded Malaysia.




High speed stability wise, the new C250 is indeed better than the outgoing C230 2.5 V6. In 'normal' suspension setting, there is indeed less mushiness of the dampers resulting in less roll around corners. Even in 'Sport' the suspension isn't as hard or jarring as the last 6-potted C230. This is noticeable when I contrasted another C230 back-to-back. M-B engineers along with the Bilstein folks must have done some suspension tweaking over black coffee and some serious test track time.

Having said that, the new C250 is still a tad floaty at speed above 180 km/h despite having adaptive dampers. The steering while being weightier in Sport mode (the older C230's rack doesn't respond to Sport setting at all before) is still a tad numb at speed beyond 200 km/h. With a wee bit more choppiness than desired on poor undulating surfaces of certain highway stretches the C250's chassis can come across as jittery approaching its claimed Vmax of 240 km/h.
I guess M-B might still want to relegate such lofty task to the W212 which is way calmer and felt sturdier - possibly due a longer wheelbase and wider tracks.

Yet above it all, on B-roads the new C250 CGI is nicely agile and tracks corner like a dream with the steering ratio reduced from 14.5 in the C200 versus 13.5 in the C250. I would have preferred the 'Sport' button to be split into two separate level of actuation where the throttle 'Sportier' mapping is decided at the gear lever while the chassis/suspension tautness and steering weight/feel is activated by the regular switch on the centre console. Much like the Mk6 GTI where you can dial in a combo of 'Sport, Normal or Auto' suspension mode with either regular 'D' auto or 'S' auto drive mode.

Priced at RM287,888 the new C250 CGI is indeed a very promising Mercedes that is solid in performance yet retains M-B hallmark of comfort, albeit in a smaller package. The turbocharged C-Class (E-Class in a broader perspective) will be the range that will answer to MBM's profitability for their current financial year since the C250 CGI definitely cost less to make versus the C230 V6 of yore. The C250 CGI (as well as the C200 CGI) also address succinctly to the downsizing-cum-efficiency trend of current times, complying with EU5 emissions standard while being fun to point-and-shoot should you want more zippiness at a moment's notice. The Munich camp meanwhile has no emphatic answer to this with their aging E90 especially in regards to their asthmatic 320i and pricey, yet detuned 323i. However, the E90 320d makes a very compelling case and this shall be the closest competitor to this C250 CGI - in my books at least. Watch out for its review coming up next.




Related posts:

Mercedes-Benz C200 Kompressor (W204) tested in 2007
Parting shots of the W203 C200K Final Edition

Spied: Mercedes-Benz W212 E-Class

By Dr Long

The successor to the current W211 E-Class isn't expected to make its official public appearance until the 2009 Frankfurt Motor Show. Codenamed unsurprisingly - in an ascending numerical tag - as W212, right hand drive units are predicted to roll off production line only by early 2010. Yet, DaimlerChrysler AG has been caught busy with its development work of late.

In trend with current developments seen in the new C-Class (W204) and the facelifted E-Class (W211), Mercedes is expected to standard-fit a more conventional braking system (Adaptive Brake), as the electro-hydraulic SBC set-up has proved expensive to make and maintain (costly recalls and upgrade). Electronic driver aids - ala the W221 S-Class – like advanced stability control, night vision assist and lane departure warnings will be standard in the higher end line up.

Styling is expected to take leads from the latest S-Class plus the just-premiered C-Class, with more sculpted bumpers, bulging wheel arches and more sharp-edge lines. Design cues like decked-on bonnet (as seen in the B, C and R-Class), chromed window frames and distinct rising flank lines are probably omnipresent too.

Engine range is expected to be topped by the same V8 found in the E63 AMG, being normally aspirated. However, it is still too early to predict whether the supercharged M271 all-aluminium engine will soldier on for the ‘entry-level’ models come 2010. Predictions are abound that Mercedes-Benz will likely introduce direct injection - for its petrol engines – with turbocharging as well for the smaller capacity blocks. For the European market mainly, diesel CDI variants will carry over Merc’s greener BLUETEC technology.

Pictures from channel4.com

Brabus CLS B7 Test Drive

By Dr Long

Mention the word coupe, a two-door sedan comes to mind. That is…until 2004 when DaimlerChrysler threw a spanner in the works by introducing a 4-door coupe in the form of Mercedes-Benz CLS-Class. Come to think of it, they had actually done this before – blurring the lines of distinction of a body form – when they tagged their C-Class hatchback a coupe!

Well, so much for nomenclature. Imagine the enthusiasm when Naza-Brabus invited me to review their tuned and kitted version: the CLS B7. Brabus is after all a respectable tuning house with a good 29 years of expertise re-working on numerous 3-pointed stars and counting...

This stunning Mercedes-Benz C219 shares the same 2854mm E-Class’ wheelbase, albeit with longer overhangs - especially at the front – making it longer by about 105mm. The CLS is also wider, for both tracks and body making it visually larger than the W211.
Looking sleek and menacing in black, the B7’s flared front wheel arches runs backwards into a distinctive band just below the beltline, culminating in a very shapely arc to the rear. Within the wheel arches lurks massive Brabus Monoblock VI dual-spoke design alloys: 8.5J x 19”. Chromed window surrounds – making a comeback in most new MB models – lends a highlight of classy elegance to the roof-window arch and beltline. Interiorly, the dashboard looks more British than Teutonic, with a big chunk of ‘wood’ splashed across it. Instruments panel looks like they come right off the E-Class production line save for the bulging pods layout with distinctive chrome rings. Similarly, parts like the Thermotronic A/C controls, power windows’ switches, column stalks, dash buttons, radio-CD, door handles and ashtrays are very familiar looking too. Conversely, the new-design four spoke steering wheel goes into the E-Class facelift.

Window sills are higher than the ‘normal’ Mercedes saloons, but it’s nowhere claustrophobic inside, even with the lower ceiling. Seating position is low, snug and comfortable. My burly frame also fitted in the rear rather well, despite being less spacious than the E-Class. Ingress and egress to the rear – which sits only two – may be hindered by the sloping door aperture. Boot is also less capacious than the W211 Brabus K4 (500 vs. 530litres); obviously style dictating form over function.

Popping up the shapely bonnet revealed a very neat engine cover, highlighted by a racing-red V-shape border with a central ‘B’ insignia and Brabus B7 inscriptions bilaterally. Nestled underneath is Mercedes’ M272 engine in V6 configuration with a displacement of 3498cc, churning out 287bhp and 360Nm (as opposed to the standard 272bhp/350Nm). The same motor can be found in the SLK350, S350, R350 as well as the new ML350. One notable ‘relic’ in this new generation Merc is the SBC brake module plus its paraphernalia. Surprisingly still standard equipment here, despite some patchy reliability issues associated with this electro-hydraulic brake system in the W211s.

Firing up the ignition button on the gear knob, the normally aspirated quad-cam 24-valves motor comes alive with a purr. Run this V6 along with the superbly smooth 7-G Tronic auto ‘box, the engine’s sporty note – almost guttural but somewhat muted – is simply lovely as it stretches past the 6000 rpm mark. The Brabus Sports exhaust sounded quite Porsche-like with its deep-bassy growls. But after a long drive, it’s decidedly better NOT to have this ‘show-off’ quad exhaust ports in place of the OE bi-ovals, as these mufflers can boomingly tired out your eardrums!

The engine is responsive and willing. It pushes meaningfully from 2000rpm onwards, not due any inherent lag from the powerplant but likely due to the inertia of this 1.75 tonne beast. Gun it past 2500rpm (and that’s no sweat) you get dollops of big V6 torque, resulting in a broad band of effortless acceleration. Power delivery is delightfully smooth with the ever affable RWD dynamics a plus point. I call this power-refinement-comfort combo. As such, speed just creeps up on you – before you know it, the speedometer is about the only thing that tells you’re doing high three digits speed.

Despite its misleading size, the car handles well in quick lane-changes, not as nimble as say a C-Class but still quite agile. It is well planted tackling sweeping bends and also very composed doing high speed highway exits. The ‘Comfort’ and ‘Sport’ settings of the Airmatic DC semi-active air suspension works beautifully. In ‘C’ mode there are more suspension travel, hence the ride is suppler and better damped. Switching over to ‘S’ mode, I could feel the steering weigh-up as well as a lowering of ride height plus the dampers becoming tauter.
In whichever drive mode, the CLS’ steering always feedback as noticeably more precise and sharper than the E-Class’ rack. Could this be the ‘Direct Control’ steering in the facelift W211? Braking performance is of course no issue here - as the SBC has always been – with this 4-door coupe always stable, even under hard braking.

The carpet-ride and quiet comfort is typically Benz – with maybe just a tad more firmness than the E-Class. Even running on sizeable 255/40 ZR19 Continentals at all corners, the ride is still unmistakably Mercedes – good for smooth and supple wafting over road surface irregularities, even over some nasty lumps and bumps.

To sum it up, the Brabus CLS B7 is a glamourised E350 in wolf’s clothing. It is pretty exclusive, looks dynamic and very sporty. For those who yearns for something different - mixing the sleek silhouette of the CL or a CLK coupe plus the practicality of four doors - look no further…only if you have closed to a million ringgit! Then again, any potential buyer may be looking at the new S-Class at this level. One definite thing that would likely tip the balance in CLS’ favour would be that often heard owner’s statement: “People always thought that I am the chauffeur whenever I drive my S-Class…”
Now, that wouldn’t happen if you were piloting the Brabus CLS B7, would it?


A sincere word of thanks is due to Mr.Danny Dato Nordin of Naza-Brabus Prai. He has since moved on to Porsche Centre Penang, Malaysia.

W204 C-Class vs E90 3-series - External Views

Take your pick...and post your comments here! :)

Photos courtesy of Auto Bild

Mercedes-Benz All-New C-Class (W204) in Malaysia

By Dr Long

Having just had its world premiere recently, it would be now commonly asked among the many Mercedes-Benz owners and fans alike: When will this new replacement model come to our shores?

Sources close to DaimlerChrysler Malaysia (DCM) and Cycle & Carriage Bintang (CCB) have hinted towards a Q4 local launch, possibly as early as October 2007. Sales and deliveries are likely to begin in CKD form too – for obvious competitive pricing advantage.

This fourth generation baby-Mercedes sedan (if the 190-series is to be considered 1st gen) is wider and longer – with a useful increase of 45mm in wheelbase dimension to 2760mm. Interior space and legroom, especially for the rear passengers, are likely more generous in tandem.

Petrol engines are largely carried over from the W203, somewhat a surprise (disappointing even! - for some Merc enthusiasts) considering that DC AG and its AMG division have expressed in a media statement of their plans to abandon the trusty Kompressor (supercharger) for a more-advanced turbocharger. It isn’t that the supercharged M271 is coarse or rough, a lot of W203 and W211 (even a BMW E90 325i owner) owners agree that it’s pretty smooth for a 4-pot. Well, maybe just a bit hoarse (vocally) at higher revs/high speed cruising compared to the 2.5 and 3.0V6, found respectively in the C230 and E280 - and that's to be expected.

What’s desired for this complete makeover are probably crispier/quicker throttle response and lower end-flatter-higher torque afforded by the new generation low-inertia turbocharger (read: quick spooling, lag-free). An added bonus if coupled with direct gasoline injection! Never mind the camless electronic valve gears so much boasted-about and rumoured before to be found in this new W204 C-Class. DC AG better gets serious about turbocharging in the wake of BMW-Peugeot tie up (an engineering extension from the new New Mini - R56 - project) in direct injection-turbocharged small capacity four-cylinders, with high output. Unconfirmed reports are that these 1.8 and 2.0L engines will find their way into the BMW 1 and 3 series facelifts in the near future. The new Audi A4 (B8) due in 2008 will surely continue its ‘tradition’ of forced-feeding by TFSI.

Having said that, DCM will likely introduce the ‘entry-level’ C180K first with 156bhp and 230Nm. Likely available too will be a higher-trim C200K capable of pushing out 184bhp and 250Nm. The top-of-the-line W204 in Malaysia will probably be the C230 V6. Similar to its predecessor, its 2.5L (M272) normally aspirated motor churns out 204bhp and 245Nm driving the rear wheels, through Merc’s superb 7G-Tronic ‘box.

CDI variants of the all new C-Class have improved engine specs too – mirroring the output figures found in the facelifted E-Class. But these oil burners are unlikely to see the light of day locally, unless and until public perception of diesel Mercs and/or the Euro-1 diesel grade at pumps gets up rated.

Pricing indications are at best sketchy at time of writing. Barring any sudden changes in automotive policy (tariff structures), starting price is expected circa RM260k but it may be slightly 'cheaper' if DCM gets it CKD pricing-trim combo right. Thereafter, it would be a nice showdown in this much-watched and keenly fought junior-executive segment.