1998 Mercedes-Benz C-Class Review

So much for tradition. Mercedes-Benz--the world's oldest automaker--has dropped its venerable inline six-cylinder engine for the first V-6 in its history.

The V-6 is in Mercedes' 1998 models, such as the entry-level C-Class C280 I recently tested. Compared with the inline six, it produces more torque at lower engine speeds for better response during typical U.S. driving.

Like all European automakers, Mercedes is trying to pick up additional customers by making its cars more user-friendly for typical U.S. drivers.

The C-Class sedan is the best-selling model in Mercedes' 112-year history, with more than 1 million purchased.

The 1997 C230 costs $30,450 and the C280 lists at $35,400. Mercedes doesn't release 1998 prices until September, but expect the 1998 C230 and C280 to cost virtually the same amounts--despite extra equipment and the V-6 for the C280. The C230 continues with a four-cylinder.

Changes to the 1998 C-Class give it a more aggressive look. They include a redesigned front spoiler, new side sills, sculpted bumpers, integrated rear spoiler and wider alloy wheels.

New safety items include side airbags.

A new electronic key--called SmartKey--doesn't look like a key and promises to cut down on Mercedes thefts. Instead of a metal ignition key that might be copied by thieves, a driver easily inserts the pointed tip of the SmartKey fob into the ``key'' slot and twists it to start the car. An infrared data exchange between the car and the remote unit electronically unlocks the steering column and engages the starter motor.

Newly standard for the 1998 C-Class sedans is the BabySmart automatic child seat recognition system, which uses transponder technology to deactivate the passenger-side airbag in the presence of a special infant, toddler or child booster seat available from Mercedes-Benz dealers. Prices range from $140 to $163.

While the stout inline six-cylinder provided a typically solid European feel, the V-6 hooked to the five-speed automatic transmission in the C280 sedan feels like the powertrain in a smooth U.S. or Japanese sedan.

Old Mercedes automatics shifted abruptly, but the C280 automatic is a picture of smoothness. It even downshifts in a somewhat lazy manner, although one can work the transmission like a clutchless manual and shift as quickly as desired. However, the transmission is noisy in lower gears during initial acceleration.

The 195-horsepower V-6 produces just one more horsepower than the 1997 C-Class inline six. But the new model slightly edges out the old one in the 0-60 m.p.h. run, reaching that speed in a quick eight seconds. The V-6 also is 100 pounds lighter to allow better handling and provides slightly improved economy: an estimated 21 m.p.g. in the city and 27 on highways.

Last year's 148-horsepower four-cylinder returns for the base C230 C-Class model; it's a high-tech, 16-valve motor with dual overhead camshafts and a variable valve timing system for better mid-range power.

The new V-6 also is impressive. This single-overhead-camshaft engine features two spark plugs per cylinder--a common layout in Europe--for more thorough combustion and better emission control. Each cylinder also has three valves, instead of the typical two- or four-valve arrangement.

The V-6's electronically controlled two-stage resonance intake manifold helps allow it to deliver impressive low-end and mid-range torque. And a balance shaft gives it nearly the smoothness of a V-8. Too bad you can't see the engine because virtually everything in the engine compartment is hidden by plastic shrouds.

The C-Class is the smallest Mercedes, so there isn't a surplus of cockpit room. Four 6-footers fit comfortably if a driver doesn't move his firm-but-supportive seat back too far. The center of the rear seat is too stiff to allow comfortable seating, so one may just as well lower the comfortable center armrest, which contains a flimsy feeling pop-out plastic cupholder.

Getting in and out of the rear seats can be difficult because door openings back there aren't wide. At least the rear windows roll all the way down.

The interior lets in a fair amount of road and tire noise, although wind noise is low and the engine is quiet even during hard acceleration.

My test car's $890 Sport package--expected to be ordered by about 30 percent of C-Class buyers--contained ivory color gauge faces that looked sporty during the day but were difficult to quickly read at night. The package's ``sport trim'' also looked out of place on the center roof pillars.

A low trunk opening and big trunk allow easy loading and unloading, and the trunk lid swings up high so a person won't knock his or her head on its edge.

The C280 felt more rock-solid than the larger 1997 E-Class Mercedes I tested. While the all-independent suspension is supple, the ride is firm and allows occupants to feel larger bumps and other road imperfections. Handling is excellent. The sport package contains items such as a sport suspension and bigger tires that enhance handling but make the ride firmer.

The power steering is quick and precise, but feels curiously dead and offers scant road feel.

The brakes have a standard anti-lock system and work well, but are hard to modulate because the pedal is mushy and has a long travel. However, the 1998 C-Class comes with Mercedes' new Brake Assist feature, which is said to be the only system in the auto industry that can reduce stopping distances in emergency braking situations; after detecting an emergency or panic stop by the speed of the brake pedal, it applies full braking force faster than a driver could.

The C-Class has rear-wheel drive, so a traction control system is newly standard for the C280 and a $990 option for the C230 to provide more grip on slippery roads. Offered for the first time on the C280 is Mercedes' Electronic Stability Program, which comes in an $1,890 option package and can detect an impending spin or slide and apply selective braking to keep the car going where the driver is pointing it. Neat.

While the new V-6 makes the C280 better suited to this country, the car retains much of its hard, no-compromise European edge--needed for safe, fast motoring on Germany's unlimited speed highways. It's hard to imagine a Mercedes without that edge.