In good shape. We do fitness in a Mercedes C-Class

I got behind the wheel, tried it — and did it. After all, we're at the Dmitrov test track, not on a regular road, and the cones are not a pity at all. "See how easily and clearly the car responds to the steering wheel!" — says Anzen. And he's not lying — driving the C-Class really is simple and effortless. And it's not just about the lane change — in eight hours at the track, we managed to test the C-Class in various modes: from high-speed corners to slalom on a surface as slippery as ice. All this happened at the presentation of the Mercedes-Benz C-Class. However, nothing else was to be expected. Times change, and so do customers' tastes. Interestingly, traffic jams in cities are becoming a global problem, and you can really speed up only on weekends — and even then, if you're lucky. At the same time, there are fewer and fewer people wanting to buy just a comfortable and expensive car. The public wants sportiness and precise handling. Honestly, I don't understand how low-profile tires and perforated brake discs will help in rush hour, but apparently, they're needed for something. It must be said that the previous C-Class also handled well. But now, as the Germans assure, the level of handling and comfort has been raised to a new height for this segment. Although there's no talk of any rivalry with BMW. The C-Class and the 3 Series are completely different cars. True, Mercedes aims to be the segment leader, where the "three" currently dominates. But the C-Class will push it out of its place using its own, Mercedes-style methods. First of all, it's damn good-looking. And the fact that the customer can choose the design of the radiator grille for this model is a brilliant solution. If you want, you look more solid; if you want, more sporty. Either way, you'll look great. But when I got into one of the C-Class cars parked in a row in the parking lot, I immediately got out. To make sure I hadn't accidentally mixed up the car. I got out — no, it seems both outside and inside are full of Mercedes stars. But there's no feeling that you're sitting behind the wheel of an expensive car! And it's not even that I got an almost base C200 Kompressor. The interior design is, how to put it, overly minimalist, if you will. And the center panel is simplicity itself. Although the quality of materials is excellent. Good plastic, inserts of real aluminum or wood, chrome, leather — everything is in place. But it all looks somehow modest. In Germany, where it's not customary to show off income, such an interior might be appreciated. But we need even a car bought on credit in the economy class to exude expensiveness. And here's a whole C-Class, and it's so simple. But in general, on the road, you should look at the road, not the interior. To forget about the simplicity of the interior, just move the gear lever to D and go. Ergonomics are good. The steering wheel, though, seemed a bit large to me, and the seats don't spoil with special lateral support. But everything else — buttons, knobs, the Comand APS system, and the notorious steering column lever — can be figured out in three seconds. Unlike the iDrive interface on BMW (especially early versions), for mastering which you should be given a degree, even a schoolchild can handle Comand APS (if such a one is allowed behind the wheel). And the Mercedes folks weren't lying — the C-Class really drives well and quite solidly. Despite the fact that with the generation change, it got a stiffer body, nine airbags, and a whole bunch of other systems, it didn't become heavier. And considering that the C200's supercharged engine has become more powerful by 21 hp and now produces 184 hp, it's safe to say it has enough power. And the gearbox has become much more responsive, not evoking any associations with snails, sloths, or other slow creatures. BMW fans can relax — Mercedes hasn't surpassed it in terms of driving excitement. Noticeable body roll and diagonal rocking in high-speed corners are not the best companions for a driver's car, although on an arc the car stands very confidently. And in general, it's still far from BMW. For example, the C-Class, unlike the Bavarian 3 Series, doesn't shake your soul on rough roads, doesn't jump off the trajectory at joints, and generally behaves quite calmly, not stressing the driver even on our road quality. Although the suspension has enough energy capacity, so to speak, on the edge. It handles not-too-big potholes perfectly, but you shouldn't get too bold. If you install a vertical acceleration sensor in an ordinary car and plot these accelerations on paper, the result will look like a mix of a cardiogram and a dollar exchange rate chart. But the Mercedes-Benz, even on low-profile tires 225/45 R17, will draw a smooth sine wave instead of chaotic lines. The ride smoothness is remarkable. However, I could say this with full confidence even without driving the car. But seriously, the balance of comfort and handling in the C-Class is very good. And the main credit for this is not only the new three-link front suspension and multi-link rear on a subframe with hydraulic mounts that dampen vibrations. The system that Mercedes calls Agility Control constantly changes the suspension stiffness, and precisely when needed. Depending on conditions, the suspension can become either stiffer or softer. For example, while the car is driving straight, the suspension can be "softened," and when the driver turns the wheel — on the contrary, "tightened." And from autumn, an optional Advanced Agility system will appear on C-Class cars, where the driver can choose between sport and comfort modes. I got to appreciate the level of comfort on public roads, and handling — at the test track. It must be said that despite noticeable body roll, the Mercedes C-Class very obediently performs sharp maneuvers. And the steering wheel, though large, is actually quite "short," making about 2.5 turns from lock to lock. However, this applies only to the Mercedes-Benz C200 Kompressor and C280. But the C350 with a powerful 272-hp V6 didn't impress at all and, moreover, disappointed. Yes, it accelerates great and growls so that everyone around runs away. But, firstly, the dynamics don't particularly surpass the 231-hp C280, and secondly... Entering the familiar sequence of corners at the track, I was amazed at how reluctantly the C350 turns into a corner. After the nimble and easy-to-drive C200 and C280, the 3.5-liter car upset with stretched reactions and not very clear feedback. Although the chassis is the same on all cars (the only difference is that the C350 has more powerful brakes with perforated discs). Is it the heavy engine? Possibly, but not only. Looking at the front tires, I saw that the group of journalists who had been at the track the day before had managed to wear them down well. After all, the C350 was the main "whipping boy" at the track — only it had the proprietary Pre-Safe system, and it was used to demonstrate how it works. And it works like this. When an accident is unavoidable and the electronic brain of the car understands that its end is near, it commands the seatbelts to tighten, closes the windows and sunroof, and, just like on airplanes, brings the seatbacks to an upright position. Of course, the Mercedes folks didn't demonstrate the system by crashing cars with journalists on board into a wall. Pre-Safe also activates during emergency braking, or when ESP determines the situation as critical. During active steering, Pre-Safe also activates and, by the way, really helps the driver by pressing the body tightly to the seat with the belt. "Exactly!" — says Ulrich, — "well, of course, the belt is useful not only in an accident. During fast driving, it allows the driver to maintain proper posture and serves as support. So nothing interferes with steering."