Sitting on the longest wheelbase at 2,840
mm, the C-Class has the most comfortable rear seat (we would advise against
speccing the vertically intrusive dual-sunroof option if headroom aft is a
priority) and configurable driving position. Rear ingress, however, isn't
stellar due to wheelarch intrusion, but once seated it's an airy space.
The BMW makes it easier for occupants to access
the bench thanks to a larger door opening, but the sill is higher, so care
needs to be taken when exiting the vehicle, and foot room is at a premium when
the front seats are in a low position.
Passengers in the Lexus will pray for short
trips or sweet release. Head- and legroom are compromised, and the door opening
is tight.
The
3 Series cabin is a study in simplicity
What you lose in the cabin you gain in the
boot, however; the IS has the biggest luggage capacity, and is the only one
with foldable rear seats as standard. Cheekily, it's a $295 option on the 3
Series, while C-Class owners will have to fork out $380 for a through-load
feature that enlarges the smallest boot in this test.
Specification
Open one of the Benz's lightweight doors
and you're greeted by a cabin of such lustre (at least when the piano-black
trim isn't smudged in fingerprints, as it so often is) that it can initially
appear crass. But look past the overwrought S-Class-derived switches, abundance
of bright-work and configurable lighting (another option) and it's actually a
straightforward interior to use that also happens to be beautifully built and
trimmed. It comes as a relief after the rattly cabins of the smaller Benzes.
We have few gripes, and they're minor ones:
the new track pad with haptic feedback is an inconvenience more than a boon if
you're right-handed (we understand this was developed predominantly for the
Eastern markets, where character entry has been simplified with the touch pad),
and we remain unconvinced the protruding infotainment screen is an elegant
solution. Some testers also commented that the wide centre console could render
occupants feeling a touch claustrophobic. Otherwise, this is undoubtedly the
best interior in this segment.
Lexus's
tiered facia places controls close at hand, but the driving position is cramped
Like its exterior, the shortcomings of the
3 Series's cabin have been brought under the spotlight by that of the C-Class.
Quality is fine throughout and it's simple and straightforward, but it lacks
design flair and some plastics along the centre console feel slightly cheap.
If you thought the Lexus's exterior design
was contentious, wait until you climb aboard. One tester likened the layout to
that of a 1980s high-end home entertainment system due to the coppery plastic
trim and slickly operating volume and tuning knobs. We like the touch-and-slide
ventilation controls and applaud Lexus for finally ditching the mouse-like
control pad in favour of an iDrive-like knob (though we wonder from which budget
parts bin it came), while the seats are very comfortable and the instruments
classy and clear. Perceived quality, likewise, is good.
Drivetrains
In terms of drivetrain configurations, the
Benz and BMW couldn't be closer. Both feature 2.0-litre direct-injection
turbo-petrol engines connected to automatic transmissions (seven gears for the
C, eight for the 3) that send power to the rear wheels. They even match each
other for power (135 kW), while the 320i has marginally less torque (270 plays
300 Nm).
C-Class's
cockpit is the new segment standard, but its hard to keep the
piano-black-trimmed centre console smudge-free
Given the latter aspect, we expected the
C200 to be slightly quicker in-gear and was from 40 to 80 km/h. Thereafter, the
320i gained the lead. Sprinting from standstill produced similar; initially in
favour of the Benz before the BMW strode ahead.
