Mercedes C-Class Review (2022-present)

The Mercedes C-Class is now in its fifth generation and the model history stretches back to 1993. It’s come a long way in that time, and with this Mk5 model, you can now choose between mild-hybrid petrol and diesel engines, and also a plug-in hybrid with an official WLTP pure-electric range of 68 miles, which is the longest electric range in this class by a significant margin, compared with rivals such as the BMW 330e and the Volvo S60 T8, which do more like 35 miles to a charge.

You can’t get a four-wheel drive Mercedes C-Class – known as 4Matic – unless you go for one of the high-performance AMG models. All the other variants are currently rear-wheel drive, so if you want all-wheel drive and a non-performance model, then the Audi A4 quattro or BMW 3-Series xDrive would be a better bet.

Engines include an efficient 2.0-litre diesel with a couple of different outputs, known as the C220d and C300d, as well as 1.5-litre three-cylinder or 2.0-litre four-cylinder petrols in the C200 or the C300. The C300e plug-in hybrid is fitted with the 2.0-litre petrol engine and an electric motor, which is powered by a 25.4kWh lithium-ion battery. All have a nine-speed automatic gearbox as standard.

The Mercedes-Benz C-Class looks very slick, regardless of how you spec it. Perhaps its greatest sin is the rather bland styling, and it's too easy to confuse with the bigger Mercedes E-Class, but there’s no doubting that it has the understated classiness that most buyers look for in a premium saloon or estate. Plus, there are always the Mercedes-AMG models if you want storming performance and razor-sharp looks.

It’s practical enough, but there are better options if interior space is a priority. There's enough room for two six-footers in the back, even if they’re sat behind tall front occupants, but their knees may be brushing the seats in front and headroom is a little tight compared to the Audi A4.

The standard C-Class saloons have decent 455-litre boots, but you lose 140 litres of underfloor space to the batteries if you go for the PHEV, which has a 315-litre boot. That's actually less luggage capacity than your average family hatchback, but the rear seats do at least fold flat. The C-Class Estate is roomier, and has a boot capacity of between 360 and 490 litres for the PHEV and non-plug-in models. You also get more rear headroom than in the saloon. However, there’s no doubt that bigger – albeit non-premium – options such as the Volkswagen Passat and the Skoda Superb offer far more space for similar or less money.

Really very good. We’ve only driven the plug-in hybrid C300e model, which is exactly the composed, fast, refined executive all-rounder it needs to be. In pure electric mode, it’s supremely quiet, with very little motor whine and well-suppressed wind- and tyre noise. There is a noticeable thrum and vibration when the petrol engine kicks in, but it’s subtle enough that it won’t disturb your thoughts of corporate takeovers and company incentives. The nine-speed auto' is slick and makes it very easy to ignore what the engine and electric motor are doing.

Stick it in Sport mode and the throttle response sharpens and steering beefs up; it feels more alert in this mode, and the C-Class proves to be a swift and composed car on a decent country road. It’s short of the steering feel and precision that make the BMW 3-Series the best driver’s car in this class, and you can feel that this is a heavy car in the way it leans noticeably through fast direction changes. But, by any standards, the C-Class is satisfying on the right road and it will ease you through a torturous commute the rest of the time, aided by the standard rear air suspension that you get on the C300 e PHEV. We’re yet to drive the other variants, which are available with optional adaptive suspension.

Every electric car has a regenerative braking system, which effectively brakes when you lift off the throttle to harvest excess energy, top-up the battery and improve the driving range. In the Mercedes, this can be toggled through a few different settings ranging from off to fairly heavy, or with an adaptive mode that means the car will automatically adjust the severity in relation to other vehicles or junctions that it senses coming up ahead. It will feel intrusive if you’re unfamiliar, but it can become a real benefit when you get used to it, especially in busy town traffic.

The Mercedes C-Class is full of technology and is well equipped as standard. Entry-level Sport models get 17-inch alloys, LED headlights with automatic high beam, a reversing camera, cruise control, dual-zone climate control, wireless phone charging, leatherette upholstery, heated seats and four-way adjustable lumbar support for the driver. AMG Line adds 18-inch alloys and an AMG styling pack, while AMG Line Premium gets further styling tweaks, fully adaptive ‘digital light’ LED lights, ambient interior lighting, keyless entry, a 360-degree parking camera and electric front seat adjustment with memory function.

Step up again to the AMG Line Premium Plus, and you get a panoromic sunroof, head-up display and climate control for those in the back seats. The C-Class has autonomous emergency braking, lane-keep assist, blind-spot warning, tiredness warning and more in its standard suite of safety equipment, but only the pricey AMG Line Premium Plus trim is available with the optional Driving Assistance Package Plus, which costs around £1,700. This introduces a semi-autonomous drive mode, cross-traffic alert, and will even warn you if you attempt to open the door of your stationary C-Class when another car or bike is about to pass. The only big frustration is that you have to add this pack to the pricey top-spec C-Class in order to get adaptive cruise control, which many would expect to be standard or at least a reasonably affordable option across the range on a premium car such as the C-Class.

Infotainment is extremely good, thanks to Mercedes’ latest ‘MBUX’ system. An 11.9-inch digital driver’s display with variable layouts and information prioritising is standard, along with a 12-inch touchscreen perched on the dash. It's clear and quick to respond, and can also be controlled by voice commands, via two small touchpads on the steering wheel, or with a haptic touchpad and shortcut buttons that sit on the centre console. The sheer number of control methods can be a little overwhelming, but the voice control system is one of the best on the market. The touchscreen itself responds quickly, and – though it doesn’t sound terribly intuitive when described on paper – the small touchpad control on the steering wheel is also useful, and actually the least distracting way to navigate the system when you’re driving. You get all the functions you could want, including Apple CarPlay, Android Auto, sat-nav, digital radio, Bluetooth, online connectivity for music streaming, charger search function and more.

The Mercedes C-Class is a little more expensive to buy than many of its chief rivals, including the Audi A4, the BMW 3 Series and the Alfa Romeo Giulia. However, it makes up for that with more standard equipment than most of those alternatives, and it’s expected to hold its value well.

Emissions and economy on the non-PHEV variants are competitive. The diesel C220d is the most efficient, with official WLTP combined economy of up to 60mpg, while the C300d manages up to 54 mpg. The turbocharged petrol C200 and C300 both return around 40mpg. If efficiency is a priority, then the C300e plug-in hybrid could well be the best bet, and it’ll likely be cheaper to run than plug-in hybrid rivals such as the BMW 330e, because it has a longer electric range. For the same reason, the C300e falls into a lower tax band than most other PHEVs, making it a great, affordable option for company car users paying benefit-in-kind tax. It's worth mentioning that pure electric alternatives such as the Tesla Model 3 will be even cheaper on tax and fuel costs, both for business and retail buyers.

Servicing is fairly expensive. You’ll pay around £400 to £450 for a service at a main Mercedes dealership, and you’ll need one every year, but you can break down the cost into fixed monthly payments.

The 2022 C-Class is too new to have yet proven itself reliable or otherwise. It shares many of its engines and parts with the previous generation C-Class, but that may not fill you with confidence, because that model was named the least reliable executive car in the 2021 What Car? Reliability Survey, with the diesel models noticeably less dependable than the petrol C-Class variants. As a brand, Mercedes came a disappointing 22nd out of 30 manufacturers in the same survey. The previous generation C-Class also put in a lowly performance in the 2021 Driver Power survey, which ranks new car ownership satisfaction as well as reliability. The C-Class came a very poor 71st, well behind the Tesla Model 3 and the BMW 3 Series. If reliability is a priority, you can’t go wrong with the Lexus ES, because Lexus has routinely topped reliability rankings and owner surveys for decades.

That said, the C-Class comes with a three-year, unlimited-mileage warranty, which can be extended to five years if you wish.