I know what you are thinking. “The Mercedes-Benz C-class and the BMW 3-series, again? Hasn’t Autocar India declared the Merc the better car before? And where’s the new Jaguar XE?” Allow me to explain. Firstly, this is not a straight rematch simply because the contenders are different. The C-class here is the recently-launched C 250 d version. This one is powered by the same 2.1-litre four-cylinder diesel engine as the 220 d we’ve featured before, but thanks to the use of twin turbos, power and torque are bumped up to 204hp and 500Nm; quite an increase over the 220 d’s 170hp and 400Nm. The C 250 d is also the first of the Cs to get Merc’s latest 9G-Tronic nine-speed gearbox.
The BMW 320d is also quite different from the one that went up against the Merc the last time around. Retuned suspension and mildly revamped cabin apart, this one features BMW’s latest 2.0-litre, four-cylinder diesel engine that makes 190hp and 400Nm. Sure, it’s down on power to the Merc, but don’t race to conclusions on the 3’s chances. The 3-series has always been the sportiest of its contemporaries, a trait that will hold it in good stead here.
Coming to the matter of the Jag XE not being here. Well, it’s simply down to the fact that the XE isn’t available with a diesel engine, at least as yet. A shame, because the XE would have shone in a comparison where performance and driver engagement are to get due importance.
Enough of the back story. Time to put the C 250 d and the 320d through their paces.
Diesel duel
I drive the Merc C 250 d first and can immediately tell where and how it’s different from the ‘lesser’ C 220 d. Top of the list is that there’s noticeably more power just about everywhere in the rev range. The engine feels more responsive at low revs, has a stronger mid-range and even charges on quite effortlessly to 4,600rpm when I keep the throttle pinned to the floor. What’s also made an impression is the nine-speed gearbox. Its close ratios and quick shifts allow for brisk acceleration from any speed. The system doesn’t hold gear in any driving mode but does allow aggressive downshifts via the paddles. Supporting blips from the exhaust only add to the effect. So, in more ways than one, the C 250 d’s engine and gearbox really do feel superior to the C 220 d’s.
But how does the BMW 320d compare? My first note in the BMW is that it’s got the noisier engine. There’s a grumble from the engine bay at idle and, though the coarse clatter of the old 320d’s motor is gone, the new BMW engine is always a few decibels up on the C 250 d’s unit. Another point of difference comes up early into the drive. The 3’s engine doesn’t have the same spread of power at the very lowest reaches of its rev band. It’s not a big issue really but at times, you can tell the BMW’s eight-speed gearbox is working a bit harder to cover up the engine’s lack of low rpm zing. Once past 1,500rpm though, the BMW engine comes into its own and shows its best side. Mid-range performance is really strong and it readily revs all the way up to 5,400rpm (in Sport +). The BMW has the peakier and sportier power delivery where the Merc feels strong throughout.
So which one’s faster? If you are one to support the underdog, you’d be happy to know the BMW not only matches the more powerful C 250 d on kickdown acceleration, but is also the quicker car to 100kph. The Bimmer is the only one here with launch control and uses the system to good effect to shoot from 0-100kph in 7.25 seconds.
The Merc takes 0.6 seconds more to the ton and only starts pulling away from the Bimmer upwards of 130kph.
An abundance of gears allow both cars to cruise remarkably well, but it’s the C-class that feels more relaxing. It’s got the quieter cabin and the generally better sound deadening makes all the difference.
Twist and shout
The desire to compare these cars’ dynamic abilities takes us to our favourite stretch of road in Lonavala. The road snakes its way up the Western Ghats and is a terrific, terrific piece of tarmac. I opt to have a go in the 320d first. In full-on Sport+ driving mode, the steering feels a touch weighty (by modern standards) and shockingly, there’s a very un-BMW-like play at the straight-ahead position too. But as speeds build, the 320d comes alive. The steering is accurate and quick, there’s excellent grip in the corners and it’s incredibly agile. You can feel all the benefits of the 320d’s 50:50 weight distribution and relatively low centre of gravity. That the electronics also let you hold gear at the limiter in manual in Sport+ mode only makes the driving experience more connected still. Oh, and the Bimmer is also an easy car to get the tail out in.
I’m convinced the Merc will trail the BMW on handling but through the first set of corners, it establishes itself as the car with the better steering. Yes, you read that right. The C’s steering is light and precise with a very likeable, fluid feel. Overall dynamics are good too; the Merc isn’t as sharp as the Bimmer, but rather changes direction with fluidity. However, where the 320d’s handling just got better with speed, the C 250 d feels increasingly out of its comfort zone as the going gets faster. There’s a hint of understeer at the limit and the Merc’s Bridgestone Turanza tyres simply aren’t as grippy as they need to be. The tyres squeal at every corner taken with verve.
The small things
As mentioned, the updated BMW also gets a tweaked suspension. The improvements seemed to have done their bit because ride quality is even better than before. We feel fewer of surface lumps and bumps at low speeds and at the same time, high-speed stability is good as ever. On the same roads, the Merc comes across as a bit stiffly sprung at low speeds with a ride that feels jiggly, surprising because the C 250 d uses high-profile tyres. Out cruising too, the Merc doesn’t feel as settled as the BMW with perceptible up-down movement on all but the flattest stretches. The C 250 d’s ride quality is not uncomfortable in the least but you don’t get that all-conquering ride that makes the larger Mercs special.
The BMW also has the edge when talking rear seat comfort. It has got the more supportive seat and a little bit more in legroom. The C-class’ rear seat base is a touch too short and headroom isn’t abundant either. However, the Merc’s higher-set cabin makes ingress-egress a lot more convenient. And even from the rear seat, you can tell the Merc has the far richer cabin. Right from the grain of the wood to the power window switches, everything looks and feels expensive.
The Merc also has the more modern-looking dashboard with neat contours and a lovely mix of materials. That said, we’re still no fans of the way the 7.0-inch infotainment screen looks stuck atop the centre console. Like all new Mercs, the C 250 d too comes with MB Apps that allows you to tune into internet radio stations and browse the internet via the central screen using a paired phone’s 3G/4G network. Just wish the system was easier to feed commands into.
BMW’s iDrive infotainment system doesn’t offer the same functionality as the Merc’s unit but it is more user-friendly and also comes with the larger 8.7-inch screen. Thing is, the 3’s modern infotainment system is one of the highlights in a cabin that’s otherwise started showing its age. True, the low dashboard and its minimalist appearance looks sporty, but you just don’t get the same sense of occasion in the 3-series cabin. Cabin quality is incrementally better than before, but it’s simply not in the same league as the C-class. I do, however, like the orange backlit dials that are clear and very traditionally BMW.
You sit lower down in the 3-series than you do in the C-class but there’s little between them on front seat comfort. Powered front seats are the norm here but neither comes with electric steering adjust.
Talking features, the Merc and BMW offer all the modern day luxury car essentials. Leather seats, LED headlamps, paddle shifters, drive modes, navigation and a sunroof. However, the Merc’s LED headlamps also feature adaptive tech that constantly adjust the beam so as to not blind oncoming traffic. The Merc also gets a panoramic sunroof and reverse camera where the BMW makes do with a smaller sunroof and just rear parking sensors. Bimmers do get a few other goodies though such as 20GB on-board music storage, launch control and heads-up display, the last one exclusive to the top-spec M Sport version featured here.
The M Sport also gets larger 18-inch wheels and a sporty body kit to differentiate it from the other versions of the 3-series on sale. To my eyes, the BMW is the sexier of the two cars here but the C has a more regal air about it. Then again, to each his own.
Money torques
Which one should you buy? Well, each of the two have their own charms but it’s the Merc we’d pick. While it is true, the BMW has the comfier rear seat, better ride quality and livelier handling on the limit, it doesn’t quite give the same satisfaction as the Merc. The Rs 45.90 lakh (ex-showroom, Delhi) BMW wants for the top-spec M Sport version is a substantial sum of money and it’s not unreasonable to expect more in terms of refinement and cabin quality for the price.
And that’s what wins it for the C 250 d that actually costs less at Rs 45.2 lakh. It’s better priced than the Bimmer yet feels like the more expensive car. It’s got the far more special cabin and it’s the quieter car too. The more powerful engine, quick-shifting nine-speed gearbox and general ease-of-use only strengthen the Merc’s case for self-drive buyers who are undoubtedly the ones most interested in this version of the C-class. Simply put, the Merc gives you more for your half crore rupees.