2019 Mercedes-Benz C-Class Review & Ratings

2019 Mercedes-Benz C-Class Review & Ratings

Standard tech includes the COMAND infotainment system (with a 7-inch central display screen and a console-mounted dial controller), Bluetooth and an audio system with a CD player, dual USB ports, an SD card reader and HD radio. For the most part, the C300 coupe gets the same equipment plus 18-inch wheels. The C300 convertible gets a power-folding fabric top, Mercedes' Airscarf system 鈥?which delivers warmed air to the neck and shoulders of front passengers 鈥?and a removable wind blocker. On top of the 18-inch wheels, the C350e (sedan only) gets a turbo 2.0-liter four-cylinder engine paired with an electric motor (275 hp combined), a seven-speed automatic transmission, an air-spring suspension with multiple tuning modes, and LED headlights. Primary options packages for all C300s are essentially the same. The Premium package adds an electronic trunk closer, blind-spot monitoring, keyless entry and push-button start, and satellite radio. In the coupe and convertible, the Premium package also includes an upgraded Burmester sound system. Several other options packages are available for the C300 and C350e as well as stand-alone options. We'll dispense with the packages first. Stand-alone options for the C300/350e include a panoramic sunroof, a head-up display, heated and ventilated seats, leather upholstery, a cabin air purification and fragrance system, a heated steering wheel, and a number of interior and exterior trim pieces. The AMG C63 and C63 S are widely similar with the exception of the turbocharged 4.0-liter V8 (469 hp, 479 lb-ft with the C63; 503 hp, 516 lb-ft with the C63 S) and a multiclutch, high-performance seven-speed automatic transmission. Options for the AMG models include carbon-ceramic brakes, exhaust and upgraded wheels and tires sport seats, carbon-fiber interior and exterior trim, and a special AMG head-up display.

With its aggressive stance: 1.5 inches wider track, 0.9 inch lower profile, flared fenders, side skirts, front air-dam and wide tires, the 500 E is easily distinguished from its lesser brethren. Because of its look, limited numbers, hand-built construction, and unique pedigree, the 500 E is already considered a "classic", even within Mercedes-Benz. 1505 of the "super" sports sedans were imported into the USA between 1992 and 1994, or roughly 500 cars per year of importation. It is little-known, but 120 cars were produced between January and approximately May 1995, as last-request cars for special customers before the series ceased production. These last cars were produced in the Porsche Rossle Bau building alongside Audi RS2 sport wagons, as that production contract went into full swing with the same work-staff that built the 500E and E500. The 500 E/E 500 underwent few significant changes during its three-year production run. Models from 1992 and 1993 are virtually indistinguishable from each other on the exterior, with the most notable change being a slightly less powerful (-7 HP) engine in the 1993 and 1994 model for USA.

The 1994 E 500 model is more easily identified because of the cosmetic changes that affected all E-Class cars that year (updated headlights, grille, and trunk-lid; the bumpers were painted the same color as the car). The engine, however, remained unchanged from the 1993 500 E. 1994 models carried an upgraded sound system made by Becker or Alpine, replacing the two-piece Becker 1432 unit used in model year 1992 and 1993 cars. Significantly, 1994 models had larger front and rear brakes than 1992 and 1993 models, courtesy of the R129 SL600 roadster. Numerous running changes were made to the car's mechanical systems during its production life. The 500E and E500 were known by Porsche as Type 2758 in that company's official nomenclature. As of June 2011, an example of a 1995 E500 Limited is on display in the new Porsche Museum in Zuffenhausen, Germany. For the 1993 and 1994 model years, twelve E 500 Limited's were outfitted with a 6.0L M119 V8 engine by tuner AMG. These models were called the "E 60 AMG". The car's engine produced 376 bhp at 5,500 rpm and 428 lb/ft at 3,750 rpm allowing the car to accelerate 0-62 mph in 5.2 seconds. 鈥?compared to the 500 E's claimed 5.9 seconds.

It's the exact opposite of hush-hush corporate security: Jaguar Land Rover wants to share everything it knows about assembling aluminum-bodied cars. And that has made Jaguar Land Rover's Solihull assembly plant in England a popular destination for manufacturing executives from Audi, Mercedes-Benz, Ford and others. Why is the company so happy to share its patented procedures? Because it hopes that doing so will save the company money in the long run. Jaguar Land Rover would like the industry to adopt standards for raw materials and tools to assemble aluminum vehicles. These standards would cut production costs, and the changes won't happen unless the big players get involved. For example, Jaguar Land Rover will buy 353 million rivets this year to assemble all of its aluminum-bodied vehicles. When production of Ford's aluminum F-150 begins in the fall, Ford will be buying about 2 billion rivets per year, assuming each F-150 has roughly the same number of rivets as an aluminum-bodied Range Rover. To push the idea of standards, White does a lot of entertaining. Ford's aluminum manufacturing executives visited too, White said. Ford declined to comment about sharing with competitors the aluminum manufacturing technology it has developed for the redesigned 2015 F-150 with an aluminum body. But Ford does agree in principle with Jaguar Land Rover. Ford spokeswoman Kristina Adamski. 750 more per unit than the steel 2014 model.