Mercedes 203 Specifications. Budget Mercedes W203: Specifications Engines Problems and Faults

20.04.2021

The Mercedes C-Class of the W203 series still wants to call "the smallest", like, but in fact it is not so: the first A class has already been released, which intercepted this title. Perhaps, for the C-class from this point on, only the title of "the smallest real Mercedes" remains, because by the design it is flesh from flesh of the values \u200b\u200bof the brand and its engineering: rear-wheel drive, solid appearance and interior. Tolika Saforn Sportness does not look too alien, because the famous 190th also looked cheerfully, and in the model range of companies there were always sports cars.

Despite the fact that the extensive racing program was turned back in 1955 after the tragedy on June 1 on the race "24 Hours of Le Mans" and revived only in 1987, the spirit of "silver arrows" was in demand. Buyers liked not just solid cars, namely cars with a sports note in character. By the way, it did not reduce the requirements for comfort, and the task of dealing with this problem was assigned to the shoulders of constructors. And they coped well with her.

The new "Cesca" saw the light in the last year of the twentieth century, and its new design was clearly aimed in the age of twenty. A new dynamic silhouette, the headlights of a complex shape, hinting towards the relationship with the "Eyes", underlined the aerodynamicity of the forms, an abundance of a functional decor ...

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Inside the car has changed even stronger. Despite the preservation of some generic features, the architecture of the cabin has changed completely, minimalistic door cards disappeared, the front panel gained an unusual bends brand, the central console lost the traditional straight lines, the buttons lost strict shapes ...

Technics

Under the hood, too, everything changed. Atmospheric gasoline four-cylinder motors almost disappeared, only a two-liter engine was left on the youngest C180. All other engines were equipped with a compressor. Large V6, of course, cost without boost, their power was enough, except for AMG C32, the compressor adapted to V6. But after restyling, AMG C55 received a 5.5 liters with a volume of 5.5 liters under the hood.

The five-speed automatic transmission series 722.6 with electronic control and six-speed mechanical boxes were installed on machines with rear and complete drive. Yes, the version of 4Matic appeared ("Firmatik", from the German "Vier" - "Four"), and now the C-class on the move qualities on slippery coatings did not lag behind the senior brothers, which is often very important in the mountainous regions of Europe. Well, about how convenient the four-wheel drive in the 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 technique, there have been changes in the electrical stuffing. The wiring has become a multiplex, SAM (Signan Auswerte Modul) appeared to control various electrical equipment in the amount of two pieces, front and rear, and the reason for such a solution was the increase in the number of service electronics to the level superior to even the modern E-class.

What is it good?

The running characteristics of the machine - to envy all classmates. On the one hand, the excellent controllability, which will be envisented by BMW, and on the other - very good comfort, if, of course, the wheels are standing. It's not enough smooth stroke, this car is rather tough, but thanks to a new steering with a rail and excellent setup chassis, the machine is valid can please the driver on the go. Of course, behind here it is clown, very lacking places for the feet, but this once again emphasizes the focus of the C-class on the driver - he is fine here, the places are no less than in larger cars. In addition, good noise insulation, very decent quality materials and thoughtful ergonomics.

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The choice was offered three types of body - a traditional sedan, a cargo-passenger wagon and a "coupe", which is very practical in the city for calibration, which is very practical in the city, since the length of such a car is noticeably less than with the "classic" bodies. Completing salon to choose from, upholstery materials from high-quality, but simple fabric to excellent skin. 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 two-zone climate control, and heated seats, and electric drives with memory ... Yes, in general, there is everything The owners of the machines of this level are accustomed, and even a little more - the comfort level is quite modern.

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With age in the cabin, "crickets", especially on machines with sports suspension and large wheels, but it will not start frankly even after unsuccessful fittings. In general, the car seems perfect, and taking into account its price - even better than new. Well, the time is more details consider the nuances of operation of various nodes.

Breakdowns and problems in operation

Engines

Before restyling, the model M111 and M112 series and diesel engines of the OM611 / OM612 series were installed on it. These engines have proven themselves and on the past, and on, they show themselves perfectly here. These are truly reliable series of engines, about which there are a lot of good words in the reviews of those models. Row gasoline "Fours" M111 - Typical Mercedesian "millionnies", a successful control system in combination with a large margin of strength of the mechanical part make them small-sensitive to tough operation and poor maintenance. Even compressor versions of these engines may well live without repair hundreds of thousands of kilometers and dozens of years. Even the weakest C180 with an atmospheric double-liter motor is enough, and the compressor versions have excellent indicators of torque, power and at the same time fairly economical and easy to maintain. It is not surprising that it is these motors that are basic for the model until 2002. The main problems of motors "at the age" - leaks of oil, control system malfunction and banal wear. Fortunately, all this is treated for rather funny money in modern standards: Spare parts inexpensive, there are many non-original spare parts of good quality, even replacing a very resource chain of timber after 180-250 thousand kilometers runs will cost less than 20 thousand rubles, because there are very reliable sedatives Both the tensioner, and the procedure provides for the replacement of the chain "broach" without disassembling the front wall of the engine. Special attention should be paid to the non-checked throttle assembly and often - the air flow sensor. On motors with a compressor, you need to carefully listen to the sound of his work - howling gears and other outside sounds say that it requires repair or even replacement. Do not be afraid if the engine "in oil" is not yet a sentence, often the problem in the ventilation system and the truncated gaskets of the CPC cover. Larger V6 series M112 lasted in production longer, until 2005. Of course, they are more difficult and more expensive in service, but also very reliable. The design with three valves per cylinder and two candles has only a few weak points. By virtue of the staff of the regular ventilation of the crankcase, the engine is gradually "eased" even being in good condition - consumption in a liter-one and a half from replacement before replacement is not something critical. Consumption increases sharply if the oil exchanger begins to flow, but usually it is clearly noticeable by grinding the front wall of the engine and the oilfilter bracket. In particularly launched cases, there will have to change the entire oil radiator, but it is more likely to replace the gaskets. And the ignition system is quite capricious, especially if you do not change the complex candles of the second row. The result of frequent ignition passes is often the failed catalysts. And if you run the situation, the ceramic crumb can damage the engine cylinders.

The intake manifold and the throttle here also a little more capricious than on row engines, and maintain them more difficult, but they do not require frequent attention to themselves. Another trouble is a crankshaft damping pulley, he not only adds noise, but also is able to break the front cover of the motor with time. Motors of 2.6 and 3.2 liters vary minimally, reliability and resource they are approximately equal. The chains have a resource of about 200 thousand kilometers, as much as the intake manifold. After 2002, the row gasoline "four" replaced the new series M271, which I have already written in the review. These motors were easier, had options with immediate injection (on the 200CGI model), and they were also remembered mainly low on Mercedesian standards reliability and scandal around the resource of the timing chains. But, oddly enough, in practice, everything is not so scary if the motor with a normal, rather than direct nutrition system. Change the timing chains on this motor can all services, it is important only not to miss the moment and carefully listen to sounds at a cold start. If an upgraded set of stars is already standing, then, by changing the chain with a broach, you can do it very cheap. If you bring to the screen, it will take full repair with the replacement of stars and tensioner. The circuit breaks most often means the replacement of the engine to the contract, it is better not to bring before that. The second weak place is the crankcase ventilation system. Again, if it is replaced with the upgraded, then you only need to clean it, and if it is worth the old sample, it will have to be cleaned regularly, but it is better to replace. It affects not only on the level of motor pollution outside and oil consumption, but also to contamination of the motor inside. A sufficiently high working temperature requires the replacement of oil-challenged caps by 150 thousand mileage, but the rest of the motor is not so bad - it has enough power, the compressor does not create a hassle, the control system is successful, and the resource of the piston group is quite sufficient according to modern standards. Motors of release 2002-2005 had a problem with the "hanging" of the valves, but now this misfortune is already solved by the past owners.

The Version with the direct injection of CGI has problems more by an order of magnitude, since it costs the system of the first episodes, and there are many surprises here, ranging from unsuccessful and expensive nozzles that can kill the motor before the fuel pump fueling in gasoline oil. Fortunately, this version is quite rare. I have already written about M272 / M273 engines of the M272 / M273 series, they are rarely encountered, but strongly recommended to avoid them. To be too expensive, their problems for the old car, besides the V6 series M112 inferior to them only a little and do not lose power over time due to numerous problems with phase studies, chains, intake manifold and spool electronic thermostat. Diesel motors are found too rare, and more than all series of these engines have repeatedly been considered in my reviews. Frankly bad engines among diesel engines are not here. The old OM611 and OM612 series are very valued as absolutely unpretentious. In more than fresh motors OM642 and OM646, the character still turns out, and their fuel equipment is much better diagnosed.

Transmissions

Traditionally, the operation of mechanical boxes, gearboxes and handouts of complaints almost does not cause. It is only necessary to monitor the oil level, to change the intermediate support of the cardan shaft in time and not allow the "killed" to damage something in the transmission. But automatic transmissions can be presented to surprises. Until 2005, the automatic transmission of the series 722.6 was installed on the release machines until 2005, I also wrote about it repeatedly, it was put on, and on. The versions of the boxes that were installed on the W203 are in general, on the part of "childhood diseases" are delivered, only an unsuccessful sleeve between C1 and K2 shafts remained, breaking one of the planetary rows, which was replaced in 2003, and in the same year they switched to more Aggressive automatic transmission algorithm, faster-wear friction and. If the box "pulls", then, most likely, the reason for the late oil replacement (many persistently believe that it is harmful), wear of the GDT lining, the wear of the solenoid blocking of GDT and dirty hydroblock. It is less likely to occur the flow of an electrical contact connector, through which the oil oil rises along the harness and falls into the automatic transmission control unit, withdrawing contacts.

The total resource of the release boxes from 2002 to 2005 is usually 200-300 thousand mileage kilometers, and earlier in the resource of the bushings, with intensive exploitation, it often faced up to 100 thousand runs, and if it was not replaced, it will die The first serious acceleration. Of course, on Motors V6, the automatic transmission is less resource, with weak "fours" - more. And in general, this is a sufficiently successful box with a good predicted resource, if on time to carry out regulatory work and change GDT. After 2005, a newer automatic transmission 722.9 appeared on the machines, it is 7G-Tronic. The mechanical part of the box is weaker, the resource of GDT is lower, and the problems of the hydraulic block are more an order of magnitude. The main buoy of the box is a quick failure of the control board from Siemens. The box is considered quite detailed in the review, I can only note that the earliest version on W203 is one of the most problematic, it even with the most weak motors brings the owners to hysterics.

Chassis

Here is a completely classic suspension scheme for C-class: "MacPherson" in front and multi-dimensions from behind. The rear suspension compared to not changed, it is just as reliable, only an option was added with adjustable shock absorbers. Front everything became a little different. On rear-wheel drive machines, the rack hold two not too reliable levers having a resource of 50-100 thousand kilometers, and on all-wheel drive versions the lever one, but L-shaped. It is much more reliable - it is capable of passing all 150 thousand and more, and silent blocks and ball supports are changing separately. With heavy motors, the resource of the supports of the racks, and the bushings and traction of transverse stability stabilizers have no more than 30-50 thousand, but these are inexpensive details, and truly Mercedes remain reliability. The steering rack is expensive, prone to leaks at the very first knocks, but in general reliable. Pay attention to the state of this node. The springs of the rear suspension often come together, they are rolled at the place of contact of the lower rod with a cup of support.

The brakes are usually scolded for a small resource of "native" disks, but this is not quite true, simply advanced stabilization systems reduce the disk resource of two times compared to older models of machines. But there are no special weak places in this part of W203, there is no fashionable SBC, as on, and the tubes still keep well, unlike earlier. Sometimes the ABS unit fails, but there are many of them enough on the "disassembly", and this is not a serious problem.

Electrician and Salon

Here, the troubles for the standards of the brand is a bit. The new electronics scheme with SAM blocks allowed to reduce the mass of the wiring and increase the number of different options, but now two critical electronic nodes appeared in the machine. Block itself is something average between the intellectual CAN-tire controller and the relay and fuse block. Such a block can suck the battery, "wake" other control units, disconnect the headlights, some devices and create other problems. Even worse, if water falls into the SAM block as a result of the unsuccessful "bathing" of the machine or drainage disorders. He comes out of order and can kill a bunch of other electronics. The disappearance of the owners and in the event of an accident, and even in the case of the use of "aggressive" wasyavki! Check the condition of the front block contacts - it stands on the motor shield from the driver side - and the rear - it is located in the trunk - if there are traces of moisture and oxides on contacts, then this machine will be very troublesome in operation. The second serious misfortune is the built-in immobilizer and ignition keys. There are so-called "fish". And the early version of this type of keys turned out to be an excellent capricious, the key can fail in a flat place, and get a new one from the manufacturer is expensive, and it is not done.

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Technics

What is it good?

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Breakdowns and problems in operation

Engines

Transmissions

Chassis

Electrician and Salon

Restyling in early 2004.

Manufactured in Germany, Brazil, Egypt, India, Indonesia. Malaysia, Mexico, South Africa and Thailand.

Body

Galvanized body does not rust.

On vehicles released until 2004, paint flies and sees. After restyling, the problem is gone.

Drainage holes are clogged behind the front wings under the hood and the fuse block along with the battery are water.

Over time, plastic creaks in the cabin.

Electrician

On the first years of release, SAM signal processing blocks ($ 500-700) are denied, which can turn on the lamps themselves, the battery will be sold, the fuel level sensor will fail and the car does not open. Turning off the battery when the engine is running or "cigarette" is guaranteed destroys the SAM blocks.

Calls the EIS ignition control unit ($ 1000) and the FBS3 tooling system does not give the car. When refusing or losing the ignition key, a new ($ 130) will have to wait for more than a month.

If the panel tanned the lampsABS , stabilization and amplifier systems during emergency braking, then a possible reason is the failure of the stop signals for the brake pedal ($ 30). Less often refuses the control unit by these systems ($ 1500).

The wiring of electrical adjustments of the seats inside the seats themselves is destroyed, rear head restraints, rear window curtains and mirrors. Glasses and mirrors control units ($ 160) poorly carry dampness.

Refusses the trunk lock and pump pumping pump between the halves of the gas tank, the springs of the mechanism of the automatic lifting of the trunk cover weaken.

Fur headlights. On dorestayling machines, the cartridges of the lamps of turns of turns are burning and reflectors fad.

Failing to the end of the hood, because of what the wipers and the windshield washer stop working, the standard Alarm system EDW / ATA is stopped.

The plastic thrust of the servo drives "Climate" breaks (more often on the dampers at the feet) and it is necessary to disassemble half the front panel ($ 700).

Occurs the ignition control unit. It will cost $ 1000.

When the branded key loss will have to wait for it from 1 to 1.5 months and pay $ 130. Therefore, it is better to ask both set keys when buying.

Engine

Calls the throttle block (800-1300 $) without regular cleaning every 15-20 tons. Km.

By 80-100 tons of the Polycline belt tensioner and the mass flow sensor ($ 400-550).

To 100-120 tons. Km The rear engine support is wearing.

On the engines with a mechanical compressor to 40-50 tons. Km incessing the soot valve recycling exhaust gases.

The compressors themselves go for a long time under the condition of replacing the air filter every 30 t. Km. Otherwise, strong noise will appear when working. Repair will cost $ 500-700, and replacement at 900-1800 $.

After 200 tons. Km It should be changed the oil in the compressor (they have a hidden drain plug).

By 120-140 t. Km The cooling system is wears and the valve cover is flowing.

The timing chain is wears on four-cylinder petrolM. 111 to 150 tons km, on V6 (M112 and M272) and V8 (M113) by 180-200 tons. On diesels even later.

Engine M. 271 1.8 gives the most problems.

On cars released until 2005, the timing chain is pulled out to 60-80 tons. Km and a knock appears when working with a cold engine. If you run, the chain can break. Along the way, a chain of the balancing mechanism drive is changed with a timing chain and all this will cost $ 1000.

At the first motorsM. 271 to 100 tons. Km Clear valves and valve rods lose mobility. Because of this, on large turns, the engine loses cravings. It is treated with the replacement of valve valves with grooves on rods and valve springs.

Burned Carter ventilation hose onM. 271, after which a hissing from under the air filter body appears, hindered cold start and floating idle speed. To 100 tons. Km Noise of the pulley of the generator with a built-in overtook coupling.

Moves behave betterV 6 series M 112 (2.6 and 3.2). They have an unsuccessful crankcase ventilation system (as well asV 8 M. 113) and oil consumption 1l / 10t. km is considered the norm.

Changing the crankshaft sensor, is stratifiedelastic damper pulley crankshaft to 60-80 tons. Km. If the pulley does not change on time, then it will do a hole in the front cover of the engine.

These engines have 3 valves and 2 candles on the cylinder. Platinum candles are enough for 30 tons. Km and it is better not to save on them, otherwise oxygen sensors and a neutralizer will refuse, whose fragments of the internals can get into cylinders.

Demanding to the quality of fuel nozzle.

After 3-4 years, the tips of the candles are destroyed.

New V6 engines M272 series (2.5 3.0 3.5) appeared after restyling.

The control unit, camshaft position sensors are denied, the intake manifold flap is flashed.

To 80-100 tons. Km The teeth of stars of the balancing shaft are wears and the gas distribution phases are shifted. The chain begins to make rapid sounds. Repair will cost $ 3,000, as the asterisks and shaft change only when removing and disassembling the engine.

Diesels OM646 (four-cylinder row) and V6 series OM642 are very demanding of the quality of the fuel. You must often change fuel filters. TNVD (1300-2600 $) serve 160-200 tons, pressure regulators and nozzles (500-650 $) serve 100-120 tons. Km.

Diesels of the series OM611 and OM612 (row "four" and "five") have an unsuccessful conical fastening of nozzles into the CBC. It is necessary to change the nozzles seals with each and lubricate the landing place with heat-resistant lubricant. Otherwise, to 100-120 tons. Km When dismantling the nozzle, it is possible to damage not only the valve lid, but also a GBC ($ 1500).

Callows the drive of the intake manifold flap with a variable geometry and smoke and loss of thrust will appear.

The seals are wearing vacuum highways and ceases to blow the turbocharger normally or the net recycling system (EGR) will hang.

The turbocharger serves 200 tons. Km and cost $ 1500.

Diesel engines themselves go to 500 tons. Km

Transmission

Electrician selector controlESM. ($ 800) automatic transmission refuses to fall into it liquid.

MCPP 716 reliable. It was put on the engines of up to 3.2 liters.

Replacing the oil every 100 tons. Km

With age, the mechanism of the scene is wearing ($ 300).

RCPP SEQUENTRONIC 716.6 works with jerks. Calls the Magneti Marelli gear electronically electronically controlled hydraulics and the car comes up, since the emergency mode is not provided.

Clutch (400-500 $) walks 150-180 tons. Km Then may refuse the gear hydraulic drive ($ 500).

On ACAP5 MERCEDES 722.6 there are the following problems.

On vehicles released in 2000 broken free stroke clutches and the box is pushed when switching.

Quickly wear out when slipping and sharp accelerations, thin one-sided friction discs introduced in 2001.

The radiator of the cooling system of the automatic transmission and engine is destroyed on dorestayling car, which is due to which the antifreeze enters the box and destroys it.

Oils are formed from automatic transmission through the wiring connector. Oil can get to the automatic transmission unitEGS.

Refuse the momentum sensors of the primary and secondary shafts.

In 2005, ACAP5 Mercedes was replaced by ACAP7 7G-Tronic series 722.9.

The new box is distinguished by an updated electronic control unit and an additional planetary nearby, which turned out to be unreliable.

On 4Matic versions closer to 200 tons. Km The ledces of gearboxes of gearboxes and wear of the intermediate support of the cardan shaft ($ 55) appear.

Chassis

On the rear-wheel drive vehicles, released until 2004, to 20-30 tons of the stabilizer racks, to 30-40 m. Km The levers with ballproofs are wearing ($ 750), the silent blocks of these levers serve 40-50 tons of these levers.

Upgraded parts serve as 2-2.5 times longer. With the exception of the upper supports of the front shock absorbers, which also go 80-100 tons. Km

Front suspension for versions with 4matic is different, more durable.

Shock absorbers (300 $ front, 250 $ rear), steering tips ($ 65) and external silent blocks of the lower transverse rear suspension levers (reinforced in 2004) run 100 t. Km.

Control mechanisms

The steering rack is reliable, although there are knocks. But if it flows, the replacement will cost $ 2500.

Other

The best options are postwalks on MCPP withV 6 M. 112 or turbodiesel 2.2.

Almost twenty years ago, a memorable event was happening - Cohacern Daimler-Benz made an unexpected and, as it seemed to be a unnatural move, releaseing a small class car.

Almost twenty years ago, a memorable event was happening - Cohacern Daimler-Benz made an unexpected and, as it seemed to be a unnatural move, releaseing a small class car. Before that, the concern was engaged in long years, and very successfully, exclusively "big" cars. In 1979, for example, a fantastic debut of the revolutionary then s-class took place. And three years later, how the thunder among the clear sky, Mercedes 190 appears ...

This model, almost for a decade, determined the Daimler-Benz stylish strategy, represented a breakthrough in automotive design and took a worthy place among the best samples created in the entire history of the car. The body shape is not outdated until now, but the considerations of marketing and "moral wear" were forced to replace the "one hundred and ninetie" on a classmate, who received an alphabenic index instead of numbers. Mercedes C-Class did not discharge such fame as its predecessor, but also became a noticeable phenomenon in the automotive world. However, about the history of two "Mercedes compacts" the magazine said in detail ("Motor" # 4, 2000). Now we are talking about a new generation - at the beginning of this year, the third C-class sedan debuted. The third "edition" with the subtitle "C200 Kompressor" hit the editorial test ...

The C-class Mercedes looks almost like the "most important" Mercedes, only smaller sizes. Locking roof with arcuate rear stand, "United" headlights and rear triangular lights, air intake cuts in bumper, hood and doors connectors lines, rotation indicators repeaters in external mirrors - what is not a s-class in miniature? If you dig, you can find other examples of what is called "branded style."

The car looks solid, "large" - pulls at least the middle class, in accordance with the trend "moving" in recent times in the direction upwards. (The same can be said about prices that gradually approach the cost of a decent Moscow apartment.)

The visual "enlargement" of the car is achieved mainly due to the new forms of the body, the actual increase in its length and the width is small, and it is difficult to catch it on his eyes. The car has become slightly lower, the wheelbase is increased by 25 mm. (Wishing to look for other external changes Sending to the April Number of Motor.)

The indexing of the models remained the same. Gasoline have the designations of C180, C200 Kompressor, C240 \u200b\u200band C320; Turbodiesel - C200, C220 and C270 (all with CDI letters). The numbers indicate the volume of the engine. But there are changes - almost all the engines are updated, and the C240 \u200b\u200bversion is now equipped with a 2.6 l motor. It's time to change the nomenclature ...

As already mentioned, we chose Mercedes C200 Kompressor for the test - occupying the average position in the gamma (there is a feeling that it is this modification that will enjoy the most popular from buyers). The volume of the motor, as it is easy to guess, round 2 liters. The word "kompressor" indicates the presence of an air supercharger engine. It is mechanical and has a number of advantages over more common turbochargers, primarily an instantaneous reaction and lack of turboyama.

The presence of the compressor allows the engine to develop the power of 163 hp, the torque is kept at 230 nm in the range of 2500-4800 rpm. Indicators - practically as in a 2.6 liter of V-shaped atmospheric motor MERCEDES C240. (Another comparison: the same 2 l engine without a supercharge, standing on C180, gives 129 hp and 185 nm.)

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

Changes occurred in the suspension. In the front, they decided to "return to the roots". Now in front - like on Mercedes 190 - MacPherson (in the "second reading" scheme on transverse levers). There was no fundamental change in the back, now the third generation of these cars is equipped with a "housing" multi-dimensional independent suspension.

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

The chassis is styled with electronics, as they say, "under the urban" - from the traditional ABS with an assistant in the face of Brake Assist to an obligatory configuration of all passenger Mercedes-Benz system of maintaining course stability.

The apparent massive door is easily swollen, and we fall into a cozy corner. Comfort and peace. Yes, Mercedes has Mercedes. You seem to carefully protect from the outside world. In addition, in the event of a serious accident, all the airbags "surround" literally from all sides "surround" in the cabin: in addition to the front, side and window are provided.

Inside is quite spacious, despite the massiveness of the internal door panels. Torpedo looks solid, some of its elements resemble similar parts of the S-class, but simply. Everything is fulfilled with taste and high quality. The driver's seat is traditionally rigid, but comfortable. (Later it turned out that it was possible to "jump" - the seat is spring-loaded.) I am comfortable ...

You can move the seat back for the handrail from below - as on the "old" 190th. The "final item" was so far that I "caught" myself behind the wheel and returned forward - any basketball player will easily be located on a driver's seat. Moving up-down helps electricity, the steering column is adjustable in length and angle of inclination. Landing - on yat.

The steering wheel is convenient enough, the "music" control buttons, onboard computer and a mobile phone (it is installed for an additional fee). The central console is styling by the controls of musical and climatic installations, as well as different "trifles" like the seats heating buttons. All within reach. Pedals, selector lever with traditional Mercedes cars with a zigzag-like slot of the trajectory - also on "their" places.

Review is not on the "five" - \u200b\u200bthe massive front racks of the roof eat part of the visible space ahead and on the sides. Only sowing behind the wheel, I noticed that the jangers became two. The right acquaintance "dances", expanding the cleaning zone at the top of the glass, the left is the usual.

To improve the survey, the "mountain range" of the three rear seat head restraints can be folded in parts with the buttons on the torpedo, but to return "parts" to the initial position will have to manually. In the back seat, quite spacious even long-legged. However, the previous "compact" was different, the distance between the seats has not changed. A little more became space above the head.

The car is easy to roll, as soon as you remove the leg with the brake pedal. The engine is almost not heard - that at idle that in motion. In the cabin - almost complete silence. The motor very quickly and clearly responds to moving the gas pedal, but the box is not always kept when switching down. The creators of the car claim that some thought "machine" attached specially - noine, they say, a car of an almost luxury class pull the saddles.

The overclocking dynamics is quite decent, but still C200 is not a car, intensively accelerate the car with a semi-chassal curb weight of a two-liter motor, even with mechanical "doping" is not easy, especially on low revs.

In normal vehicles, the "Automatic" ride works well, switching smooth and almost imperceptible, moving as if on one virtual transmission. Overclocking in the "manual" mode occurs markedly cheerful, from under the hood, sporting "notes" begin to commemorate. With a manual box, it would certainly go even more fun, but car Mercedes, albeit a compact class, the machine is somehow more to the face ...

The braking speaker was on the transcendent altitude. An informative pedal with a small course and comfortable effort provides an exceptionally confident and intensive slowdown. The happy owners of the new items from Mercedes-Benz should work out the habit of time from time to time it is easy to press on the brake pedal - the flashes of stop signals will warn riding the back of your brake abilities.

The suspension provides a high level of comfort, largely due to her the car demonstrates a very easy move. At the same time, she has acquired not very peculiar to "Mercedes" (especially older) pleasant rigidity, which, in combination with the steering-becoming sharp steering wheel, provokes a driver to a fairly active ride.

In the turns of the Mercedes-Benz C200 it is imputed, carefully tracking the specified trajectory - both with the participation of the ESP system, and without it. In the latter case, the lateral slip is slightly increasing, but the car perfectly listens to the steering wheel and continues to go as a driver wishes. A combination of a clear gas pedal with a sharp steering wheel and good coupling properties of rubber allows you to go in turns at different angles and at different speeds, and the output result turns out to be invariably positive ... And now the first and the latter is unpleasant in the test moment - it's time to return the car.

Let's summarize. Undoubtedly, the car has become better and externally, and "internally". More precisely steering, perfect suspension, above comfort (silence alone in the cabin is worth it). According to sports data "Compact" Mercedes, a step approached his eternal opponent - "Tresh" BMW. But the opponent in the "sports games" began playing for about twenty years earlier, does it make sense to catch up with him? Probably, therefore, Mercedes - absolutely correctly - makes the main emphasis on improving the luxury, and not the sportiness of his new model (just remember the operation of the box or take a look at the small tachometer in the corner of the dashboard). However, it has already appeared coupe C-class, and after a while they promise all-wheel drive modification and version from AMG ...

Mercedes-Benz C-Class (W202) lasted on the conveyor seven years. During this time, more than 1.8 million cars have come off the production line. The new generation of W203 appeared in 2000. After a year, along with a sedan and a universal, a three-door coupe came on the market. In 2004, Castyka survived restyling, which in addition to light stylistic adjustments, brought an increase in the level of equipment and quality growth.

Modernization did not bypassed the chassis side: stronger bearings, silent blocks and reinforced rear stabilizer began to be used. A manual transmission was improved. Diesel units began to comply with EURO IV emission standards, and the power increased by 7-150 hp.

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

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

Mercedes 203 was offered in four basic levels of execution: Classic, Elegance, Avantgarde, Sportline.

Equipment

Mercedes C-class - direct competitor BMW 3 series. Therefore, before the creators there was a task to properly configure the chassis and equip the car to the latest technology. The main steel 6-speed manual gearbox. For most versions, a 5-dipband machine was also available. The list of standard equipment includes: ESP, cruise control, multifunctional steering wheel and 6 airbags. For an additional fee, a side complex Comand, uniting audio, radio, body and navigation systems could be obtained.

Interior

There are not so many places inside C-CLASS. Front space limits the massive central tunnel. Rearly small stock of space in the legs - the knees of passengers rest in the front chairs. The seats themselves have a rather hardy upholstery, in contrast to the materials of the armrest and the inner handles of the door. Someone will seem strange the simultaneous combination of manual and electrical adjustments of the front seats. For example, the longitudinal adjustment is carried out using a classic lever under the chair. The luggage compartment of the sedan has a capacity of 455 liters, a station wagon - 470 liters, a sports compartment - 310 liters.

Chassis

The second generation of Mercedes C-Class, compared with the predecessor, received the perfect chassis with a small share of sports emotions. The designers replaced a pair of lower transverse levers to the McPherson trapezoid lever with interchangeable silent blocks. However, the first pancake came out. Silent-blocks of the levers quickly wear out, and the suspension began to knock. The manufacturer soon refined the element by applying more wear-resistant materials. In addition, it was necessary to modernize the fixing of the stabilizer to exclude the ingress of dirt and sand contributing to the rapid wear of the stabilizer itself. Today, stabilizers still suffer from premature wear, with the exception of AMG top versions. The rear multi-link suspension problems does not deliver, although there are components from light alloys.

After upgrading, the durability has increased slightly. A little changed and its settings. Engineers managed to make the suspension more dense, almost without losses for comfort, which was reflected in the decrease in the roll and increased the stability on the track.

Engines

Petrol

Round 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

Four-cylinder with turbocharging:

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 with turbocharged:

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

Six-cylinder with turbocharging:

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

Under the hood Mercedes W203 visited many engines. Until 2003, the 4-cylinder unit of the M111 series was the main (in C180 and C200 models), which was not well established in Mercedes W124. He was a 2-liter block. For the version C180, an extremely atmospheric, and for C200 is supplemented with a mechanical compressor Eaton type Roots. The compressor provided good craving on small revolutions. Of the disadvantages, you can note the imperfection of the crankcase ventilation system and stretching the timing chain at large runs.

In 2003, the M111 engine refused, replacing it with M271. The motor in all modifications had a working volume of 1.8 liters and was equipped with a mechanical compressor of Eaton, which usually did not cause any problems (from 17,000 rubles per used). But the timing chain of the timing (8,000 rubles per set) and the gears of the camshafts (14-33 thousand rubles) could be wary after 100-150 thousand km. In addition, the unit suffered from problems with valve beds, which broke the head due to the cluster of Nagara. The first symptoms are high fuel consumption and dynamics drop. The only solution to the problem is to replace the head of the block. Over time, magnets begin to flow, as a result, the oil falls on the lambda and the ECU of the motor.

From six-cylinder gasoline units, M112 is most reliable. With age, it will have to change the tensile chain of the timing of the timing of the timing, tired oil-chain caps, all kinds of gaskets and the ventilation system of crankcase gases.

M272 suffers from problems with electromagnets of camshaft control and intake manifold flaps. But more known due to the premature stretching of the chain and wear of the Balancir stars. To replace the engine must be removed. In age copies, there are also jackets in the cylinders.

The diesel line of motors was represented by the OM611 family. For versions of C200 CDI and C220 CDI are units of 2.1 liters. They are quite reliable and moderately economical, but you will have to come to terms with their hands. Diesel engines with 4 cylinders have sufficient power, and are a reasonable choice even in weak modifications. The large five-cylinder unit 270 CDI was used until 2005. He provided a worthy dynamics and did not give a lot of problems.

All of the well-mentioned diesel engines used the Bosch Common Rail injection system with the PP1 pump, which today mechanics will not be surprised. Specialized services will easily cope with pressure regulator faults or diesel fuses from under the injectors, which contributes to the appearance of a car in the cylinder head. If you do not solve the last problem, then the block's head is burndown. Usually, the nozzles seals change in advance.

In the first models of C200 CDI and C220 CDI, produced until 2001, a catalytic neutralizer was hampered after several tens of thousand kilometers, the power dropped, and the exhaust gases rushed into the crankcase, squeezing oil through the dipstick. The problem was eliminated in 2002. Another common malfunction is the failure of electromagnetic nozzles. The disease can be determined by uneven engine operation, power drop and intensified vibration.

The 6-cylinder C320 CDI will be a good choice, which in 2005 replaced C270 CDI. It is complicated, but fast and economical. In addition, he does not pursue serious malfunctions. True, after 200,000 km, the probability of failure of the injection system, intake manifold, turbocharger and tension of the timing chain is increasing.

Transmission

With all the engines combined a 6-speed manual gearbox. Until 2002, there was a problem with the synchronizers of the first three speeds. In addition, the MCPP can disturb the fuzzy transmission (extension of the gear selection mechanism), especially in the machines of the first years of production. After restyling, the disadvantage was eliminated. The grip of mechanics goes up to 300,000 km.

An alternative to the manual transaction will be the 5-speed 5G-Tronic machine (722.6), which appeared in Mercedes back in 1989. The automatic transmission works slowly and smoothly. According to many specialists, it is less reliable than the previous 4-speed automatic, but to 200-300 thousand km live. To keep the box in the form, it is necessary to regularly change the oil - every 60,000 km, including the filter. Otherwise, the repair is inevitable - about 1000-2000 dollars. The selector (from 15 000 rubles), the electronic board (flow through the connector), the hydraulicone (from 70,000 rubles), the hydrotransformer or the ECU of the box (EGS - 31 000 rubles).

The 7G-Tronic (722.9) 7-step automaton (722.9) is even less reliable, but it works well and provides low fuel consumption. Problems should be prepared after 100-150 thousand km (50-100 thousand rubles).

Typical problems and malfunctions

Mercedes C-Class W203 became the hostage of growing demand for electronics and multiplex networks - electronics from time to time refuses. In addition, current leaks appear. When problems with electronics, a message may be displayed on the inclusion of the parking brake, although in fact it will be unlocked. In addition, complications are common with the lock and the ignition key, the display of the dashboard (4-5 thousand rubles) and the rear SAM block (3-4 thousand rubles). In addition, with age, the wiring in the engine compartment is sometimes scattered. After restyling, the electronics became more reliable.

Be careful with the machines restored after the accident. In the future, such an instance can deliver many problems. Spare parts on Mercedes are not cheap, and not everything can be reached in the secondary market. It is worth noting that dorestayling machines are prone to corrosion, but the power elements - spars and cup of shock absorbers do not rot. Restyled samples "Red Chuma", as a rule, do not hurt.

Open the hood and be sure to inspect the water drain holes. If they are clogged with mud, then the probability of the presence of corrosion near the windshield is high. But the main thing - the scored drains contribute to the injection of water to electronic blocks. In particular, the front block of SAM (from 28 000 rubles) fails, and the closure of its tracks can pull the engine ECU (another 30,000 rubles).

Climate control becomes the source of trouble. It ceases to regulate the air temperature. The reason is the destruction of plastic damper thrust that is responsible for mixing warm and cold air. The detail is kopeck (about 1 000 rubles), but in order to get to it, you need to disassemble half the front panel. Heating problems may be caused by the refusal of additional pumps (14,000 rubles) or a dried radiator of the heater.

In cars 2003-2004, troubles with buckles of the front seat belts arose. Mercedes solved it in the process of an outright campaign. The first copies suffered from ridiculous disadvantages, for example, creaking pedals.

Conclusion

When choosing a Mercedes C-class W203, you should give preference to models made after restyling. They are more reliable and less suffer from electrical problems. Gasoline engines are more stable than diesel motors. It is better to make the choice in favor of 4-cylinder gasoline units with a strain mechanical compressor. After purchase, you should keep about the reserve at least 100,000 rubles to eliminate unforeseen faults.

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