Budget Mercedes w203: Technical Specifications Engines Problems and Malfunctions. Budget Mercedes w203: Technical Specifications Engines Problems and Malfunctions Behavior of the Mercedes-Benz W203 gearbox over time

24.11.2021

In January 2001, in the Mercedes C-Class model line, the W202 model was replaced with a restyled version of the W203. The world premiere of the novelty took place a year earlier in March 2000. Unlike its predecessors, the Mercedes C-class of the W203 series was built on a redesigned platform, it became larger and more dynamic.

In the trim levels of the Mercedes-Benz C-Class W203, three standard assembly options were assumed: Classic, Elegance and Avantgarde, plus a wide selection of all kinds of options. The list of basic equipment of the second generation of the C-class W203 included a multifunctional steering wheel, adjustable in height and reach, a central front armrest, remote control of doors and trunk lock, rear head restraints, a system of tensioning and limiting the force of seat belts, Window-Bag side airbags, automatic heating and ventilation system with recirculation mode, automatic climate control, outside temperature sensor, automatic child seat recognition system, automatic passenger recognition system in the front seat. The interior of the Mercedes W203 was trimmed with the noble wood of Calyptus Linea. The car was equipped with an automatic dipped beam system, fog lights. The basic configuration of the Mercedes-Benz C-Klasse W203 included a trip computer, an ELCOD system, repeaters in the side mirrors, and a SPEEDTRONIC system that controls the maximum speed.

In 2000, two luxury assemblies from AMG and Designo tuning studios were added to the standard configurations of the Mercedes W203. By 2002, modifications of the C-class W203 were replenished with all-wheel drive versions with the proprietary Mercedes 4MATIC system and a seven-speed automatic transmission 7G-Tronic. In March 2005, Mercedes-Benz prepared two sports small-scale assemblies of the C-Class model: Sport Edition and Sport Edition +.

The basic configuration of the Mercedes-Benz C W203 includes more than twenty innovative solutions previously used in higher class cars. The cabin has two two-stage front airbags and two side airbags, plus side rods for the front passengers. As an option, two side airbags for the rear passengers could be ordered.

Compared to its predecessors, the second generation of the C-class has received significant changes in the body structure and chassis. The Mercedes-Benz W203 is equipped with a new MacPherson-type front suspension with triple wishbones. The steering gear is sharper and the ventilated disc brakes are oversized. The structure of the front part of the Mercedes C-Klasse W203 body is built on the principle of combined replaceable deformation modules, which made it possible to replace them quickly and without significant investments in the event of an accident. According to the results of crash tests, the front replaceable module in a frontal collision extinguished the impact energy, leaving the side members and body of the W203 intact. A special aluminum subframe to which the power unit and suspension are attached, used in the production of the second generation of the C-Class W203 series, guaranteed a decrease in the level of body vibrations from the front wheels and the power unit.

After four years of production, the Mercedes C-Class W 203 model underwent a "facelift", or as the Germans called MoPf (an abbreviation for "Modellpflege"). The C-Class Model T W203 station wagons were assembled at DaimlerChrysler's Bremen plant, while the main production of MB W203 sedans (including left-hand drive versions) from April 2004 to December 2006 was moved to the plant in the South African division of Daimler & Mercedes in East London. The CL203 sports coupe was manufactured at a plant in Sindelfingen until the spring of 2007, after which production was transferred to a plant in Juiz de Fora (Brazil).

Unlike the previous generation, in the Mercedes C-Klasse W203 version, much attention was paid to the problem of corrosion. Structural elements, fastening systems were changed, new materials were used for molding and stamping panels, doors, wheel arches, hood and trunk lids. In 2006, the 2 millionth copy of the C-Class W203 was assembled. The modification is considered the best in the history of the production of the model family of the Mercedes C-class.

The W203 sedan was available with engines ranging from 102 to 367 hp. (75 - 270 kW). The luggage compartment of the C-Class W203 was 455 liters. Thanks to its excellent streamlining and aerodynamic drag coefficient Cx = 0.26, the Mercedes-Benz W203 was distinguished by its indicative characteristics of directional stability, maneuverability and handling.

"Combi", i.e. The Mercedes-Benz C-Class W203 Model T, in the front and inside the cabin, was identical to the base sedan and was equipped with similar engines. The trunk volume of the Model T W203 station wagon was 470 liters in standard condition and 1350 liters with the rear row seats folded.

From May 2008 to February 2011, a modification of the CL203 coupe was assembled on the platform of the Mercedes C W203 sedan. The two-door coupe based on the C-Class sedan was produced at the Bremen plant and at Mercedes' partner plant in Brazil. A sports coupe based on the W203 - the Mercedes-Benz CL203 model differed from its "older brothers" by three doors and the design of the rear part of the body. The rear of the coupe was decorated with a spoiler integrated into the rear door, made of transparent plastic. The compartment's trunk could accommodate a load of 310 liters. Compared to the sedan and station wagon, the Mercedes CL203 coupe had a limited choice of powertrains. Customers were offered gasoline engines in the range of 90-200 kW, four diesel modifications and two charged versions from AMG (C32 AMG and C30 CDI).

After the transfer of production to South America, the coupe received a number of significant changes in the exterior and technical terms, and was brought into a separate model line CLC-Class. The four petrol engine variants and two diesel engines inherited by the CLC coupe from the W203 and W204 modifications have been redesigned and optimized. The fuel consumption of the modernized power units has decreased by an average of 11%. Inside the coupe, there are new original interior details - sporty, anatomically contoured seats, generous interior trim made from new textiles, leather and polished aluminum. Unlike the sedan and station wagon, the coupe was equipped with a sports three-spoke steering wheel and the latest generation of infotainment systems. Navigation information was displayed on a large color display. The on-board computer of the car received a capacious hard disk, a CD / DVD reader, a synchronization system with an iPod, USB ports, a multimedia system. In mid-2011, the Mercedes CLC (W203) coupe was replaced by a successor model - a coupe based on the Mercedes-Benz C-Class W204 series.

The successor to the W203 series, the Mercedes-Benz C-Class W204 series was unveiled in March 2007 at the Geneva Motor Show. At the end of 2007, the second generation Mercedes C-Class W203 was withdrawn from the Mercedes-Benz lineup in favor of the next third generation of the model.

The Mercedes C-class of the W203 series still wants to be called "the smallest", as well as, but in fact it is not: the first A-class has already come out, which intercepted this title. Perhaps, from this moment on, the C-class retains only the title of "the smallest real Mercedes", because by design it is the flesh of the brand's values and its engineering: rear-wheel drive, solid appearance and interior. A bit of prim sportiness does not look too alien, because the famous 190th also looked cheerful, and the company's model range has always included sports cars.

Despite the fact that the extensive racing program was curtailed back in 1955 after the tragedy of June 1 at the 24 Hours of Le Mans and was revived only in 1987, the spirit of the “silver arrows” was in demand. Buyers liked not just solid cars, but cars with a sporty touch in character. By the way, this did not reduce the requirements for comfort, and the task of dealing with this problem was entrusted to the designers. And they did a pretty good job with her.

The new "Tseshka" saw the light of day in the last year of the twentieth century, and its new design was clearly aimed at the twenty-first century. A new dynamic silhouette, complex shaped headlights hinting at a relationship with the big-eyed, emphasized aerodynamic forms, an abundance of functional decor ...

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Inside, the car has changed even more. Despite the preservation of some generic features, the interior architecture has changed completely, minimalistic door cards have disappeared, the front panel has acquired bends unusual for the brand, the center console has lost its traditional straight lines, the buttons have lost their strict forms ...

Technique

Everything has changed under the hood. The atmospheric gasoline four-cylinder engines have almost disappeared, only the two-liter engine was left on the youngest C180. All other engines were equipped with a compressor. Large V6s, of course, did without supercharging, their power was enough for the car, except for the AMG C32 the compressor was adapted to the V6. But after restyling, the AMG C55 received a 5.5-liter V8 under the hood.

Five-speed automatic transmissions of the 722.6 series with electronic control and six-speed manual transmissions were installed on cars with rear and all-wheel drive. Yes, the 4Matic version appeared (it reads "firmmatic", from the German "vier" - "four"), and now the C-class did not lag behind its older brothers in driving performance on slippery surfaces, which is often very important in the mountainous regions of Europe. Well, about how convenient four-wheel drive is in winter in Russia, you yourself know. However, after restyling, the all-wheel drive versions disappeared, and the automatic transmission was replaced with a more modern 722.9, which, according to many owners, was a big mistake. In addition to changes in the external and in technology, there have also been changes in the electrical filling. The wiring became multiplexed, two SAM (Signan Auswerte Modul) units appeared to control various electrical equipment, front and rear, and the reason for this decision was the increase in the number of service electronics to a level that surpasses even its modern E-class.

What is it good for?

The driving characteristics of the car are the envy of all classmates. On the one hand, excellent handling, which will be the envy of BMW, and on the other - very good comfort, if, of course, the wheels are standing. Don't expect a very smooth ride, this car is quite tough, but thanks to the new steering with a rack and excellent chassis tuning, the car is really capable of delighting the driver on the go. Of course, the back here is cramped, there is not enough room for the feet, but this once again emphasizes the focus of the C-class on the driver - he is great here, there is no less space than in larger cars. In addition, there is good noise insulation, very decent quality materials and well-thought-out ergonomics.

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There were three body types to choose from - a traditional sedan, a utility wagon and a “coupe”, which in fact turns out to be a typical three-door hatchback, very practical in the city, since the length of such a car is noticeably shorter than with “classic” bodies. Interior trim levels to choose from, upholstery materials from high-quality but simple fabric to excellent leather. The list of additional equipment is not outdated at all: here is the advanced Comand system, and rain sensors, and a rear-view camera, and dual-zone climate control, and heated seats, and electric drives with memory ... Yes, here, in general, there is everything to what owners of cars of this level are accustomed, and even a little more - the level of comfort is quite modern.

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With age, "crickets" start up in the cabin, especially on cars with a sports suspension and large wheels, but frankly it will not start to rattle even after unsuccessful reinforcement work. In general, the car seems perfect, and given its price - even better than a new one. Well, it's time to take a closer look at the nuances of the operation of various units.

Breakdowns and problems in operation

Engines

Before the restyling of the model, gasoline engines of the M111 and M112 series and diesel engines of the OM611 / OM612 series were installed on it. These engines have proven themselves both in the past and in the past, and they show themselves excellently here. These are really reliable series of motors, about which a lot of kind words have been said in the reviews of those models. M111 in-line petrol "fours" are typical Mercedes "millionaires", a successful control system, combined with a large safety margin of the mechanical part, make them insensitive to harsh operation and poor maintenance. Even compressor versions of these engines can easily live hundreds of thousands of kilometers and tens of years without repair. Even the weakest C180 with an atmospheric two-liter engine has enough traction, and the compressor versions have excellent torque and power indicators and, at the same time, are quite economical and easy to maintain. It is not surprising that it is these motors that are the main ones for the model until 2002. The main problems of aged motors are oil leaks, control system malfunctions and trivial wear and tear. Fortunately, all this is being treated for rather ridiculous money by modern standards: spare parts are inexpensive, there are many non-original spare parts of good quality, even replacing a very resourceful timing chain after 180-250 thousand kilometers will cost less than 20 thousand rubles, because there are very reliable soothers and the tensioner, and the procedure involves replacing the chain with a "pull" without disassembling the front wall of the engine. Particular attention should be paid to the expensive throttle assembly and often the mass air flow sensor. On motors with a compressor, you need to carefully listen to the sound of its operation - the howling of gears and other extraneous sounds indicate that it needs repair or even replacement. Do not be alarmed if the engine is "in oil" - this is not a sentence, often the problem is in the ventilation system and dried cylinder head cover gaskets. The larger V6s of the M112 series lasted longer in production, until 2005. Of course, they are more difficult and more expensive to maintain, but also very reliable. The design with three valves per cylinder and two spark plugs has only a few weak points. Due to the peculiarities of the standard crankcase ventilation, the engine gradually "eats up" the oil even when it is in good condition - the consumption of a liter and a half from replacement to replacement is not something critical. Consumption rises sharply if the oil heat exchanger begins to leak, but this is usually well noticeable by the oiling of the front wall of the engine and the oil filter bracket. In especially advanced cases, it will be necessary to change the entire oil cooler, but more often it is by replacing the gaskets. And the ignition system is quite capricious, especially if you do not change the difficult-to-remove second-row spark plugs. Frequent misfiring often results in failed catalysts. And if you start the situation, then the ceramic chips can damage the engine cylinders.

The intake manifold and throttle are also a little more capricious here than on in-line motors, and they are more difficult to maintain, but they do not require frequent attention to themselves. Another problem is the collapsing crankshaft damper pulley, which not only adds noise, but can also break the front engine cover over time. Motors with a volume of 2.6 and 3.2 liters differ minimally, their reliability and resource are approximately equal. The chains have a resource of about 200 thousand kilometers, the intake manifold also serves the same amount. After 2002, in-line petrol "fours" were replaced with the new M271 series, which I already wrote about in the review. These motors were lighter, had options with direct injection (on the 200CGI model), and they were remembered mainly for their low reliability by Mercedes standards and the scandal around the resource of the timing chains. But, oddly enough, in practice, everything is not so scary if the motor is with a conventional rather than a direct power supply system. All services are able to change the timing chains on this engine, it is only important not to miss the moment and carefully listen to the sounds during a cold start. If there is already an upgraded set of stars, then by timely changing the chain with a broach, you can do it very inexpensively. If it is brought to a roar, then a full repair will be required with the replacement of the stars and the tensioner. An open circuit most often means replacing the engine with a contract one, it is better not to bring it up to this. The second weak point is the crankcase ventilation system. Again, if it is replaced with a modernized one, then you only need to clean it sometimes, and if it is an old model, then you will have to clean it regularly, but it is better to replace it. It affects not only the level of external engine pollution and oil consumption, but also internal engine pollution. A sufficiently high operating temperature requires replacing the valve stem seals already at 150 thousand mileage, but otherwise the engine is not so bad - it has enough power, the compressor does not create a hassle, the control system is successful, and the piston group resource is quite sufficient by modern standards. The motors produced in 2002-2005 still had a problem with the "hanging" of the valves, but now this problem has already been definitely solved by the previous owners.

The version with direct injection CGI has more problems by an order of magnitude, since it has a power supply system of the first series, and there are many surprises, ranging from unsuccessful and expensive injectors that can kill the engine, to a fuel pump that pours gasoline into the oil. Fortunately, this version is quite rare. I have already written about the motors of the M272 / M273 series, they are rare on the Tseshka, but it is strongly recommended to avoid them. Their problems are too expensive for an old car, moreover, the V6 of the M112 series is only slightly inferior to them and does not lose power over time due to numerous problems with the phase shifters, circuits, the intake manifold and the electronic spool thermostat. Diesel engines are too rare, besides, all series of these engines have already been considered many times in my reviews. There are no frankly bad engines among diesels. The old OM611 and OM612 series are highly regarded as absolutely unpretentious. The more recent OM642 and OM646 engines are still faster in character, and their fuel equipment is much better diagnosed.

Transmissions

Traditionally, the operation of mechanical boxes, gearboxes and a transfer case raises almost no complaints. You just need to monitor the oil level, change the intermediate support of the propeller shaft in time and do not allow the already “killed” propeller shaft to damage something in the transmission. But automatic transmissions can be surprising. Automatic transmissions of the 722.6 series were installed on cars manufactured before 2005, I also wrote about it more than once, it was installed on and on. The versions of the boxes that were installed on the W203, in general, were spared from some of the "childhood illnesses", there was only an unsuccessful bushing between the shafts K1 and K2, breaking one of the planetary gears, which was replaced in 2003, and in the same year they switched to more aggressive automatic transmission algorithm, which wears out the clutches faster, etc. If the gearbox "jerks", then, most likely, the reason is an untimely oil change (many stubbornly believe that it is harmful), wear of the gas turbine engine linings, wear of the gas turbine blocking solenoid and a dirty valve body. Less common is the leakage of the electrical board connector, through which the box oil rises along the harness and enters the automatic transmission control unit, disabling the contacts.

The total resource of the release boxes from 2002 to 2005 is usually 200-300 thousand kilometers, and the earlier ones are limited by the resource of the bushing, during intensive use it often fails up to 100 thousand kilometers, and if it is not replaced, then it will "die" when the very first serious acceleration. Of course, on V6 engines, the automatic transmission resource is less, with weak "fours" - more. And in general, this is a fairly successful box with a good predictable resource, if you carry out routine maintenance on time and change the gas turbine engine. After 2005, a newer automatic transmission 722.9, aka 7G-tronic, appeared on the machines. The mechanical part of the box is weaker, the resource of the gas turbine engine is lower, and the valve body problems are more by an order of magnitude. The main trouble with the box is the rapid failure of the control board from Siemens. The box is considered in some detail in the review, I can only note that the earliest version on the W203 is one of the most problematic, it brings the owners to hysteria even with the weakest engines.

Chassis

Here is a completely classic suspension scheme for the C-Class: "MacPherson strut" in front and a multi-link in the back. The rear suspension has not changed compared to that, it is just as reliable, only the option with adjustable shock absorbers has been added. From the front, everything has become a little different. On rear-wheel drive cars, the rack is held by two not very reliable levers with a resource of 50-100 thousand kilometers, and on all-wheel drive versions there is only one lever, but L-shaped. It is much more reliable - it is able to pass all 150 thousand and more, and the silent blocks and the ball joint are changed separately. With heavy motors, the resource of the struts is limited, and the bushings and rods of the anti-roll bars have a resource of no more than 30-50 thousand, but these are inexpensive parts, and the reliability remains truly Mercedes. The steering rack is expensive, prone to leaks at the first knocks, but generally reliable. Pay attention to the status of this node. The springs of the rear suspension often fail, they break off at the point of contact of the lower bar with the support cup.

Brakes are usually criticized for the small resource of "native" disks, but this is not entirely true, just advanced stabilization systems reduce the life of the discs by half compared to older car models. But the W203 does not have any particular weaknesses in this part, there is no fashionable SBC, as on, and the pipes still hold well, unlike the earlier ones. Sometimes the ABS unit fails, but there are a lot of them on "disassembly", and this is not a serious problem.

Electrician and salon

Here is a bit too much trouble by the standards of the brand. The new electronics circuit with SAM blocks allowed to reduce the weight of the wiring and increase the number of different options, but now there are two critical electronic components in the car. The box itself is a cross between an Intelligent Canbus Controller and a relay and fuse box. Such a unit can, in the event of a malfunction, plant the battery, "wake up" other control units, turn off the headlights, some devices and create other problems. It is even worse if water gets into the SAM as a result of an unsuccessful bathing of the machine or a violation of drainage. It crashes on its own and can kill a bunch of other electronics. Trouble lies in wait for the owners in the event of an accident, and even in the case of using an "aggressive" washer! Check the condition of the contacts of the front block - it stands on the engine shield on the driver's side - and the rear one - it is located in the trunk - if there are traces of moisture and oxides on the contacts, then this car will be very troublesome to operate. The second major problem is the built-in immobilizer and ignition keys. The so-called "fish" are used here. And the early version of this type of keys turned out to be superbly capricious, the key may fail out of the blue, and getting a new one from the manufacturer is expensive, and it is not done quickly.

Mercedes-Benz C-Class (W202) lasted seven years on the assembly line. During this time, more than 1.8 million vehicles left the production line. The new generation C (W203) appeared in 2000. A year later, along with a sedan and a station wagon, a three-door coupe entered the market. In 2004, the "tseshka" underwent restyling, which, in addition to light stylistic adjustments, brought an increase in the level of equipment and an increase in quality. The modernization did not pass by the side of the chassis: stronger bearings, silent blocks and a reinforced rear stabilizer began to be used. The manual transmission has been improved.

Diesel units comply with Euro IV emission standards, and power has increased by 7-150 hp. A year later (in 2005) the engine range was adjusted. In particular, a new six-cylinder turbodiesel with a capacity of 225 hp has appeared. (320 CDI), which was combined with a 6-speed manual or 7-speed automatic transmission 7G-Tronic. The C-Class was offered in four trim levels: Classic, Elegance, Avantgarde, Sportline. In 2007, the W203 gave way to the next generation W204.

Appearance and Body:

Unlike the two previous generations, the W203 was produced not only as a sedan and station wagon, but also as a hatchback. When buying a Mercedes in the two hundred and third body, first of all, you should pay attention to cars not older than 2004, the fact is that after the restyling of 2004, a new painting technology and new paints and varnishes were used. Rust may appear on dorestayling "shops". The body of the Mercedes W203 is galvanized by 85%, for comparison - the body of the previous "shop" was galvanized by 65%. The two hundred and third Mercedes behaves much better at high speeds, because the lift has decreased by 57%. The two hundred and third Mercedes in comparison with the two hundred and second became 10mm longer, the wheelbase of the "tseshka" increased by 25mm.

After the restyling, the diameter of the base rims increased, if the pre-styling cars in the base were shod with 195/65 R15 tires, then after the restyling the Mercedes began to be shod with 205/55 R16 tires. The drag coefficient of the Mercedes W203 is 0.26, which is comparable to the drag indicators of the Mercedes E-class W211, which is the same age as the monitored car. You can pay attention to the photo, the photos show all three types of Mercedes W203 bodies.

What is it good for?

The driving characteristics of the car are the envy of all classmates. On the one hand, excellent handling, which BMW will envy, and on the other - very good comfort, if, of course, the wheels are not too big. Don't expect a very smooth ride, this car is quite tough, but thanks to the new steering with a rack and excellent chassis tuning, the car is really capable of delighting the driver on the go.

Of course, the back here is cramped, there is not enough room for the feet, but this once again emphasizes the focus of the C-class on the driver - he is great here, there is no less space than in larger cars. In addition, there is good noise insulation, very decent quality materials and well-thought-out ergonomics.

Technical part and characteristics of Mercedes C-class W203

It was at the Two hundred and third Mercedes that the CommonRail injection system was installed for the first time on gasoline engines. The line of power units is quite extensive, compressors were often installed on the "tseshki", which allowed the four-cylinder Mercedes W203 to keep up with its counterparts with gasoline V6s. The base engine of the M111 series with a volume of 1.8 liters produces 129 horsepower. The power of the C180K compressor is 143 horsepower, the C200K produces 163 horsepower, in the period from 2000 to 2002 the C200K had a volume of 2.0 liters and produced a torque of 230 N.M, after 2002 the engine volume decreased by 200 cubic meters, the torque increased by 10 N.M, power indicators have not changed.

Compressor C230 with a volume of 1.9 liters produces 192hp, torque is 260N.M. Consider the performance of Mercedes six-cylinder gasoline engines. The six-cylinder naturally aspirated C230 produces 204 horsepower with a volume of 2.5 liters. The C240 has a volume of 2.6 liters, its naturally aspirated V6 produces 170 horsepower at the output. The C280 with a volume of 3.0 liters develops 231 power, the power of the C320 - 218 horsepower, the C350 produces 272hp, and the top-end C32AMG - 354 horsepower and 450N.M. The diesel C200CDI 2.2l develops 115hp, the C220CDI with a volume of 2.4l produces 144hp, and the five-cylinder C270CDI - 170hp. It is worth saying that the six-cylinder modifications of the "tseshka" cost as much as the base E-class, so when buying a new car, most buyers chose four-cylinder engines, often with compressor supercharging.

In the basic configuration, the "tseshka" was equipped with a six-speed manual transmission, as an option, a five-speed automatic transmission was available, and later a seven-speed automatic transmission. For the C320, an automatic machine was already offered in the database. MCP two hundred and third are considered not serviced, but still every 80,000 km it is worth changing the oil. Clutch two hundred and third with normal driving is 150 - 180 thousand.

The indisputable advantage of the two hundred and third shop is the presence of a timing chain drive; in the gas distribution mechanism, the chain tensioner should be changed every 60,000 km. It is not uncommon for the electronic control unit to turn off the injector in the cylinder due to bad candles and, as a consequence, of the fuel not burnt out in the combustion chamber, because the afterburning of fuel in the exhaust system negatively affects the durability of the converter. On compressor motors, the air filter should be changed regularly. It is advisable for the owners of diesel "tseshek" to flush the fuel tank every 5000 km.

The suspension of the Mercedes W203 is not as durable as on the Toyota Carina / Avensis. The stabilizer bushings usually do not live more than 60,000 km, and the silent blocks of the lower front levers sometimes have to be changed even after a mileage of 20,000 km, the ball bearings on the W203 are enough for 60 - 80 thousand. Front shock absorbers run 90,000 km, steering tips are enough for the same period. Silent blocks of rear Mercedes levers serve 100 thousand, two hundred and third wheel bearings usually do not disturb the owner up to 100,000 km of run. There are also enough brake discs for 100,000 km.

Let's pay attention to the technical characteristics of the Mercedes C200K W203 with MKP6.

Specifications:

Powerplant: 2.0 petrol, mechanical boost

Volume: 1998cube

Power: 163hp

Torque: 230N.M

Number of valves: 16v

Performance indicators:

Speed gain 0 -100km: 9.3s

Top speed: 230km

Combined fuel consumption: 9.7L

Fuel tank volume: 62L

Dimensions: 4530mm * 1730mm * 1430mm

Wheelbase: 2720mm

Curb weight: 1390kg

Ground clearance / clearance: 150mm

Chassis

The second generation Mercedes C-Class, in comparison with its predecessor, received an ideal chassis with a small share of sporty emotions. The designers replaced the pseudo McPherson trapezoidal arm with a pair of lower wishbones, with separately replaceable silent blocks. However, the first pancake came out lumpy. The silent blocks of the levers wore out quickly, and the suspension began to knock. The manufacturer soon refined the element using more wear-resistant materials, and conducted a recall campaign to replace unreliable silent blocks. In addition, the stabilizer attachment had to be modified to exclude the ingress of dirt and sand, which could lead to rapid wear of the stabilizer itself. Stabilizers still suffer from premature wear today, with the exception of the top AMG version. The rear suspension is not a problem, although light alloy components are used there.

After the modernization, the durability of the suspension increased slightly. The suspension settings have also changed slightly. The engineers managed to make the chassis tighter with little or no loss in comfort, resulting in lower roll and improved track stability.

Engines

Gasoline.

Inline four-cylinder:

C180 - 2.0 / 130 HP (10/2000 - 05/2002)

C180 Kompressor - 1.8 / 143 HP (from 05/2002)

C200 Kompressor - 2.0 / 163 HP (05/2000 - 05/2002)

C200 Kompressor - 1.8 / 163 HP (from 05/2002)

C230 Kompressor - 1.8 / 192 HP (from 02/2004)

Six-cylinder:

C230 - 2.5 / 204 hp (from 01/2005)

C240 - 2.6 / 170 hp (from 05/2000)

C280 - 3.0 / 231 hp (from 01/2005)

C320 - 3.2 / 218 hp (from 05/2000)

C350 - 3.2 / 272 hp (from 01/2005)

C240 4MATIC - 2.6 / 170 HP (from 07/2002)

C280 4MATIC - 3.0 / 231 HP (from 01/2005)

C320 4MATIC - 3.2 / 218 HP (from 07/2002)

C350 4MATIC - 3.2 / 272 HP (from 01/2005)

C32 AMG Kompressor - 3.2 / 354 HP

Eight-cylinder:

C55 AMG - 5.4 / 367 hp (from 02/2004)

Diesel.

Turbocharged four-cylinder:

C200 CDI - 2.1 / 116 HP (from 03/2001)

C200 CDI - 2.1 / 122 HP (from 04/2003)

C220 CDI - 2.1 / 143 HP (from 03/2001)

C220 CDI - 2.1 / 136 HP (from 08/2006)

C220 CDI - 2.1 / 150 HP (from 02/2004)

Five-cylinder turbocharged:

C270 CDI - 2.7 / 170 HP (from 12/2000)

C30 CDI AMG - 3.0 / 231 HP (from 01/2003)

Six-cylinder turbocharged:

C320 CDI 3.0 / 224 hp (from 01/2005)

C320 CDI 3.0 / 231 hp (from 01/2005)

Transmission

All engines (except C320) used a 6-speed manual transmission. Until 2002, there was a problem with the synchronizers of the first three speeds. After restyling, the flaw was eliminated. An alternative to the manual transmission will be the 5-speed 5G-Tronic automatic, which appeared in Mercedes in 1989. The automatic transmission works slowly and smoothly. According to many experts, it is less reliable than the previous 4-speed automatic. To keep the box in shape, you need to regularly change the oil every 60,000 km, including the filter. Otherwise, repairs are inevitable - about $ 1000-2000. The 7-speed 7G-Tronic automatic is even less reliable, but performs well and provides low fuel consumption.

Typical malfunctions

When examining a used Mercedes C class with a diesel engine, pay special attention to the operation of the glow plugs and injectors. The lighted indicator should go out immediately after starting. Inspect the engine by removing the plastic cover. Any replacement of spark plugs or nozzles is not easy or cheap. For example, repairing injectors will cost about $ 140. Until 2003, diesel turbochargers quickly wore out.

A thorough inspection should also be carried out for wear on the front suspension components. In case of problems with the electronics, a message may appear indicating that the parking brake is engaged, although in fact it will be unlocked. This is typical for cars assembled before 2003. There are also fuel leaks from the high pressure pump of diesel modifications. In addition, problems with the ignition switch, fuel gauge and catalytic converter are common (in almost all cars before 2003).

The 5-speed automatic should be checked for leaks. 6-speed mechanics can be troubling with knocking out gears, especially in Mercedes C-class of the first years of production.

Be careful with cars that have been recovered from an accident. In the future, such an instance can cause many problems. Spare parts for Mercedes aren't cheap and not all can be found on the aftermarket.

Open the hood and be sure to inspect the water drain holes. If they are clogged with dirt, there is a high likelihood of corrosion near the windshield. In addition, clogged drains allow water to enter the electronics.

In the early years, the real source of problems was dual-zone climate control. He ceased to regulate the temperature of the supplied air stream. The reason is a broken damper, which is responsible for mixing warm and cold air. The manufacturer later fixed the problem by modifying the assembly.

In 2003-2004 cars, there were problems with the buckles of the front seat belts. Mercedes solved it in the course of a revocable campaign. The first copies suffered from ridiculous flaws, for example, creaking pedals. The Mercedes C-class W203 has become hostage to the growing demand for electronics and multiplex networks - electronics fail from time to time.

Price

The price of a well-maintained Mercedes C-class W203 is about $ 20,000. Mercedes' price varies mainly from the condition of a particular car.

Modifications Mercedes C-class W203

Mercedes C 180K MT W203

Mercedes C 180K AT W203

Mercedes C 200K MT W203

Mercedes C 200K AT W203

Mercedes C 230K MT W203

Mercedes Benz W203 C200K "Review" and operating experience, sores

Mercedes-Benz C-Class (W202) lasted seven years on the assembly line. During this time, more than 1.8 million vehicles rolled off the production line. The new generation W203 appeared in 2000. A year later, along with a sedan and a station wagon, a three-door coupe entered the market. In 2004, the "tseshka" underwent restyling, which, in addition to light stylistic adjustments, brought an increase in the level of equipment and an increase in quality.

The modernization did not pass by the side of the chassis: stronger bearings, silent blocks and a reinforced rear stabilizer began to be used. The manual transmission has been improved. Diesel units comply with Euro IV emission standards, and power has increased by 7-150 hp.

A year later (in 2005) the engine range was adjusted. In particular, a new six-cylinder turbodiesel with a capacity of 225 hp has appeared. (320 CDI), which was combined with a 6-speed manual or 7-speed automatic transmission.

In 2007, the W203 gave way to the next generation, the W204.

The Mercedes 203 was offered in four basic performance levels: Classic, Elegance, Avantgarde, Sportline.

Equipment

The Mercedes C-Class is a direct competitor to the BMW 3 Series. Therefore, the creators were faced with the task of correctly adjusting the chassis and equipping the car with the latest technology. The main one was a 6-speed manual transmission. For most versions, a 5-range automatic was also available. The list of standard equipment includes: ESP, cruise control, multifunction steering wheel and 6 airbags. For an additional fee, it was possible to get the Comand onboard complex, which combines audio, radio, television and navigation systems.

Interior

There is not much room inside the C-Class. In front, the spaciousness is limited by a massive central tunnel. Behind there is a small margin of legroom - the knees of passengers rest against the front seats. The seats themselves have fairly durable upholstery, in contrast to the materials of the armrest and interior door handles. Someone will find it strange the simultaneous combination of manual and electric front seat adjustments. For example, the longitudinal adjustment is carried out using the classic lever under the seat. The luggage compartment of the sedan has a capacity of 455 liters, the station wagon - 470 liters, the sports coupe - 310 liters.

Undercarriage

The second generation Mercedes C-Class, in comparison with its predecessor, received an ideal chassis with a small share of sporty emotions. The designers replaced a pair of lower wishbones with a McPherson trapezoidal lever with replaceable silent blocks. However, the first pancake came out lumpy. The silent blocks of the levers wore out quickly, and the suspension began to knock. The manufacturer soon modified the element, using more wear-resistant materials. In addition, it was necessary to modernize the stabilizer mount in order to exclude the ingress of dirt and sand, contributing to the rapid wear of the stabilizer itself. Stabilizers still suffer from premature wear today, with the exception of the top AMG versions. The rear multi-link suspension is no problem, although light alloy components are used.

After modernization, the durability of the chassis increased slightly. Its settings have also changed slightly. The engineers succeeded in making the suspension tighter, with virtually no loss in comfort, which translates into lower roll and increased track stability.

Engines

Gasoline

Inline four-cylinder:

C180 - 2.0 / 130 HP (10/2000 - 05/2002)
C180 Kompressor - 1.8 / 143 HP (from 05/2002)
C200 Kompressor - 2.0 / 163 HP (05/2000 - 05/2002)
C200 Kompressor - 1.8 / 163 HP (from 05/2002)
C230 Kompressor - 1.8 / 192 HP (from 02/2004)

Six-cylinder:

C230 - 2.5 / 204 hp (from 01/2005)
C240 - 2.6 / 170 hp (from 05/2000)
C280 - 3.0 / 231 hp (from 01/2005)
C320 - 3.2 / 218 hp (from 05/2000)
C350 - 3.2 / 272 hp (from 01/2005)
C240 4MATIC - 2.6 / 170 HP (from 07/2002)
C280 4MATIC - 3.0 / 231 HP (from 01/2005)
C320 4MATIC - 3.2 / 218 HP (from 07/2002)
C350 4MATIC - 3.2 / 272 HP (from 01/2005)
C32 AMG Kompressor - 3.2 / 354 HP

Eight-cylinder:

C55 AMG - 5.4 / 367 hp (from 02/2004)

Diesel

Turbocharged four-cylinder:

C200 CDI - 2.1 / 116 HP (from 03/2001)
C200 CDI - 2.1 / 122 HP (from 04/2003)
C220 CDI - 2.1 / 143 HP (from 03/2001)
C220 CDI - 2.1 / 136 HP (from 08/2006)
C220 CDI - 2.1 / 150 HP (from 02/2004)

Five-cylinder turbocharged:

C270 CDI - 2.7 / 170 HP (from 12/2000)
C30 CDI AMG - 3.0 / 231 HP (from 01/2003)

Six-cylinder turbocharged:

C320 CDI 3.0 / 224 hp (from 01/2005)
C320 CDI 3.0 / 231 hp (from 01/2005)

Many engines have been under the hood of the Mercedes W203. Until 2003, the main unit was a 4-cylinder unit of the M111 series (in the C180 and C200 models), which proved to be quite good even in the Mercedes W124. It was a 2 liter block. For the C180 version, it is exclusively atmospheric, and for the C200 it is supplemented with an Eaton mechanical compressor of the Roots type. The compressor provided good traction at low speeds. Among the shortcomings, one can note the imperfection of the crankcase ventilation system and the stretching of the timing chain at high mileage.

In 2003, the M111 engine was abandoned, replacing it with the M271. The engine in all modifications had a working volume of 1.8 liters and was equipped with an Eaton mechanical compressor, which usually did not cause any problems (from 17,000 rubles for a used one). But the timing chain (8,000 rubles per set) and camshaft gears (14-33 thousand rubles each) could wear out after 100-150 thousand km. In addition, the unit suffered from valve seat problems that would break the valve head due to carbon build-up. The first symptoms are high fuel consumption and a drop in dynamics. The only solution to the problem is to replace the block head. Over time, magnets begin to flow, as a result of which oil gets on the lambdas and the engine ECU.

Of the six-cylinder gasoline units, the M112 is the most reliable. With age, you will have to change the stretched timing chain, tired valve stem seals, all kinds of gaskets and a ventilation system for crankcase gases.

The M272 suffers from problems with the camshaft solenoids and intake manifold flaps. But it is better known for premature chain stretching and wear on the balancer sprockets. The engine must be removed for replacement. In older specimens, there are also scuffs in the cylinders.

The diesel line of motors was represented by the OM611 family. For the C200 CDI and C220 CDI versions, these are units with a displacement of 2.1 liters. They are quite reliable and moderately economical, but you have to put up with their loud work. Diesel engines with 4 cylinders have sufficient power and are a smart choice even in low modifications. The large five-cylinder 270 CDI was in use until 2005. It provided decent dynamics and didn't pose a lot of problems.

All the diesels mentioned used the Bosch Common Rail injection system with a CP1 pump, which today will not surprise mechanics. Specialized services will easily cope with pressure regulator malfunctions or diesel fuel leaks from under the injectors, which contributes to the formation of carbon deposits in the cylinder head. If the last problem is not solved, then the block head may burn out. Usually the nozzle seals are changed in advance.

In the first models C200 CDI and C220 CDI, produced before 2001, after only a few tens of thousands of kilometers, the catalytic converter clogged, resulting in a drop in power, and exhaust gases rushed into the crankcase, squeezing oil through the dipstick. The issue was fixed in 2002. Another common malfunction is the failure of electromagnetic injectors. The disease can be identified by the uneven operation of the engine, a drop in power and increased vibration.

A good choice is the 6-cylinder C320 CDI, which replaced the C270 CDI in 2005. It is complex but fast and economical. In addition, he is not pursued by serious malfunctions. True, after 200,000 km, the likelihood of failure of the injection system, intake manifold, turbocharger and timing chain stretching increases.

Transmission

All engines were combined with a 6-speed manual transmission. Until 2002, there was a problem with the synchronizers of the first three speeds. In addition, the manual transmission may be disturbed by the fuzzy engagement of the gears (wear of the gear selection mechanism), especially in cars of the first years of production. After restyling, the flaw was eliminated. The clutch of the mechanics goes up to 300,000 km.

An alternative to the manual transmission will be the 5-speed automatic 5G-Tronic (722.6), which appeared in Mercedes back in 1989. The automatic transmission works slowly and smoothly. According to many experts, it is less reliable than the previous 4-speed automatic, but it survives up to 200-300 thousand km. To keep the box in shape, it is necessary to change the oil regularly - every 60,000 km, including the filter. Otherwise, repairs are inevitable - about $ 1000-2000. The selector (from 15,000 rubles), the electronic board (flow through the connector), the valve body (from 70,000 rubles), the torque converter or the ECU of the box (EGS - 31,000 rubles) fail.

The 7-speed automatic 7G-Tronic (722.9) is even less reliable, but works well and provides low fuel consumption. It is worth preparing for problems after 100-150 thousand km (50-100 thousand rubles).

Typical problems and malfunctions

The Mercedes C-class W203 has become hostage to the growing demand for electronics and multiplex networks - electronics fail from time to time. In addition, current leaks appear. In case of problems with the electronics, a message may appear indicating that the parking brake is engaged, although in fact it will be unlocked. In addition, complications with the lock and ignition key, the dashboard display (4-5 thousand rubles) and the rear SAM unit (3-4 thousand rubles) are common. In addition, wiring in the engine compartment sometimes crumbles with age. After restyling, the electronics have become more reliable.

Be careful with cars recovered from a crash. In the future, such an instance can cause many problems. Spare parts for Mercedes aren't cheap and not all can be found on the aftermarket. It is worth noting that pre-styling cars are prone to corrosion, but the power elements - spars and shock absorber cups do not rot yet. Restyled samples of the "red plague", as a rule, do not get sick.

Open the hood and be sure to inspect the water drain holes. If they are clogged with dirt, there is a high likelihood of corrosion near the windshield. But the main thing is that clogged drains contribute to the ingress of water on the electronic components. In particular, the front SAM unit fails (from 28,000 rubles), and the closure of its tracks can pull the engine ECU along (another 30,000 rubles).

Climate control is also a source of trouble. It stops regulating the air temperature. The reason is the destruction of the plastic damper rod, which is responsible for mixing warm and cold air. The part is cheap (about 1,000 rubles), but to get to it you need to disassemble half of the front panel. Heating problems can be caused by a failure of an additional pump (14,000 rubles) or a clogged heater radiator.

Conclusion

When choosing a Mercedes C-class W203, preference should be given to models produced after restyling. They are more reliable and suffer less electrical problems. Gasoline engines are more stable than diesel engines. The choice is better to be made in favor of 4-cylinder gasoline units with a robust mechanical compressor. After purchase, you should keep at least 100,000 rubles in reserve to eliminate unforeseen malfunctions.

Almost twenty years ago, a memorable event took place - the Daimler-Benz concern made an unexpected and, as it seemed then, unnatural move for itself by releasing a small car.

Almost twenty years ago, a memorable event took place - the Daimler-Benz concern made an unexpected and, as it seemed then, unnatural move for itself by releasing a small car. Prior to that, the concern for many years was engaged, and very successfully, exclusively with "large" machines. In 1979, for example, the fantastic debut of the then revolutionary S-class took place. And now, three years later, like a bolt from the blue, the Mercedes 190 appears ...

This model, which determined the stylistic strategy of Daimler-Benz for almost a decade, represented a breakthrough in automotive design and took its rightful place among the best examples created in the entire history of the car. The body shape has not become obsolete until now, but marketing considerations and "obsolescence" forced to replace "one hundred and ninetieth" with a classmate who received an alphabetic index instead of numbers. The Mercedes C-Class has not achieved the same fame as its predecessor, but it has also become a prominent phenomenon in the automotive world. However, the magazine told about the history of the two "Mercedes compacts" in sufficient detail ("Motor" # 4, 2000). Now we will talk about the new generation - at the beginning of this year, the third C-class sedan debuted. The third "edition" with the subtitle "C200 Kompressor" got the editorial test ...

Mercedes C-class looks almost like the "most important" Mercedes, only smaller in size. A sloping roof with an arched C-pillar, "combined" headlights and taillights, bumper air intake cuts, bonnet and door connector lines, turn signal repeaters in exterior mirrors - why not an S-Class in miniature? If you dig around, you can find other examples of what is called "corporate identity".

The car looks solid, "big" - pulls at least the middle class, in accordance with the recent tendency to "move" class in the upward direction. (The same can be said for prices, which are gradually approaching the cost of a decent Moscow apartment.)

The visual "enlargement" of the car was achieved mainly due to new body shapes, the real increase in its length and width is small, and it is difficult to catch it by eye. The car became slightly lower, the wheelbase was increased by 25 mm. (Those wishing to look for other external changes are referred to the April issue of "Motor".)

The indexing of the models remains the same. Gasoline engines are designated C180, C200 Kompressor, C240 and C320; turbodiesel - C200, C220 and C270 (all with the letters CDI). The numbers indicate the displacement of the engine. But there are also changes - almost all engines have been updated, and the C240 version is now equipped with a 2.6 liter engine. It's time to change the nomenclature ...

As already mentioned, for the test we chose the Mercedes C200 Kompressor, which occupies the middle position in the range (there is a feeling that this particular modification will be most popular with buyers). The volume of the engine, as you might guess, is roughly 2 liters. The word "Kompressor" indicates that the engine has an air blower. It is mechanical and has a number of advantages over the more common turbochargers, first of all - instant response and no turbo lag.

The presence of a compressor allows the engine to develop a power of 163 hp, the torque is kept at 230 Nm in the range of 2500-4800 rpm. Indicators - almost the same as the 2.6 L V-shaped atmospheric engine Mercedes C240. (Another comparison: the same 2-liter engine without a supercharger on the C180 produces 129 hp and 185 Nm.)

The box is a five-speed "automatic" with the possibility of "manual" control. It should be noted that this is an option; as standard, the Mercedes C200 is equipped with a six-speed manual transmission.

There have been changes in the suspension. In the hallway, they decided to "return to their roots." Now in the front - as on the Mercedes 190 - MacPherson (in the "second reading" the scheme on the wishbones was used). At the rear, no fundamental changes have occurred, for the third generation of these cars is equipped with a "textbook" multi-link independent suspension.

Another radical change - instead of the usual "Mercedes" screw with a ball nut, a rack and pinion steering mechanism, more precise and sharp, has finally appeared.

The chassis is stuffed with electronics, as they say, "to the eyeballs" - from the traditional ABS with an assistant in the person of Brake Assist to the stability control system that has become mandatory in all Mercedes-Benz passenger cars.

The seemingly massive door swings open easily, and we find ourselves in a cozy corner. Comfort and peace. Yes, Mercedes is Mercedes. You seem to be carefully shielded from the outside world. In addition, in the event of a serious accident, all those sitting in the cabin will literally be surrounded by airbags from all sides: in addition to the front ones, side and window airbags are provided.

It is quite spacious inside, despite the massiveness of the internal door panels. The torpedo looks solid, some of its elements resemble similar parts of the S-class, but simpler. Everything is done with taste and quality. The driver's seat is traditionally stiff but comfortable. (Later it turned out that you can "jump" on it - the seat is spring-loaded.) I get settled ...

You can move the seat back using the handrail from the bottom - like on the "old" 190th. The “end point” was so far away that I “caught” myself behind the wheel and went back forward - any basketball player could easily fit in the driver's seat. Electricity helps to move up and down, the steering column is adjustable in length and angle. Landing - on the yat.

The steering wheel is comfortable to grip, it has buttons to control the "music", the on-board computer and a mobile phone (it is installed at an additional cost). The center console is crammed with controls for the music and air conditioning systems, as well as various "little things" like seat heating buttons. Everything is within reach. The pedals, the selector lever with a zigzag cut of the trajectory, which is traditional for Mercedes cars, are also in their "proper" places.

Visibility is not on the "five" - massive front roof pillars eat up part of the visible space in front and on the sides. Just sitting behind the wheel, I noticed that there were two wipers. The right one is familiarly "dancing", expanding the area to be cleaned in the upper part of the glass, the left one is usual.

To improve the view back, the "mountain ridge" of the three rear seat head restraints can be folded in parts with buttons on the dashboard, but you will have to manually return the "parts" to their original position. The back seat is roomy enough even for long-legged ones. However, this was the difference between the previous "compact", the distance between the seats did not change. There was a little more space above the head.

The car rolls easily as soon as you take your foot off the brake pedal. The engine is almost inaudible - either at idle or in motion. The cabin is almost completely silent. The engine responds very quickly and clearly to the movement of the gas pedal, but the box does not always keep up with it when shifting down. The creators of the car claim that they gave some thoughtfulness to the “automatic machine” on purpose - it’s useless, they say, for a car of an almost luxury class to pull riders.

The dynamics of acceleration is quite decent, but nevertheless the C200 is not a car, it is not easy for a two-liter engine with a two-liter engine to accelerate intensively with a 1.5-ton curb weight, even with a mechanical "doping", especially at low revs.

In normal driving modes, the "automatic" works well, the switching is smooth and almost imperceptible, you move as if in one virtual gear. Acceleration in "manual" mode is noticeably more cheerful, sports "notes" begin to come from under the hood. With a manual transmission, things would probably go even more fun, but a Mercedes car, albeit a compact class, is somehow more suited to automatic ...

Braking dynamics was at an exorbitant height. The informative pedal with low travel and comfort force provides extremely confident and intense deceleration. Happy owners of new items from Mercedes-Benz should develop a habit from time to time to easily press the brake pedal - the flash of the brake lights will warn those driving behind you about your stopping power.

The suspension provides a high level of comfort, largely thanks to it, the car demonstrates a very light ride. At the same time, she acquired a pleasant rigidity, not very characteristic of Mercedes (especially older ones), which, in combination with the steering wheel becoming sharp at high speed, provokes the driver to drive quite actively.

In corners, the Mercedes-Benz C200 stands excellently, accurately tracking a given trajectory - both with and without the ESP system. In the latter case, lateral slip increases slightly, but the car perfectly obeys the steering wheel and continues to drive as the driver wishes. The combination of a clear gas pedal with a sharp steering wheel and good grip properties of rubber allows you to enter turns at different angles and at different speeds, and the output result is invariably positive ... And then came the first and last unpleasant moment in the test - it was time to return the car.

Let's summarize. Undoubtedly, the car has become better both externally and “internally”. More precisely, the steering, the suspension is more perfect, the comfort is higher (the silence in the cabin alone is worth something). According to sports data, the "compact" Mercedes is one step closer to its eternal rival - the "three-ruble note" BMW. But the rival in "sports games" began to play twenty years earlier, is there any point in catching up with him? This is probably why Mercedes - quite rightly - focuses on increasing the luxury rather than sportiness of its new model (just remember the operation of the box or look at the small tachometer in the corner of the dashboard). However, the C-class coupe has already appeared, and after a while they promise an all-wheel drive modification and a version from AMG ...

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