Newly developed suspension technology creates the conditions for the agile yet comfortable driving characteristics of the C-Class. Mercedes engineers already designed these attributes during the early development phase, coordinating the features accordingly. Pioneering development processes such as digital prototyping helped to define, assess and improve the driving characteristics at an early stage – long before the first roadworthy test vehicles were produced. As a result, the high comfort and agility standards set by the preceding model have been improved upon even further.

The longer wheelbase (45 millimetres more), wider track (44 and 76 millimetres more) and the low, far rearward position of the engine create two important preconditions for the new driving experience. Moreover, the more favourable axle load distribution ensures an almost perfect balance between the front and rear axles, as well as better traction and handling stability. Key figures at a glance:

*for C 180 KOMPRESSOR, EC kerb weight incl. driver


AGILITY CONTROL – this is the term used by Mercedes-Benz for all new and further developments that improve both comfort and agility in equal measure. Foremost among these is the new AGILITY CONTROL suspension, which is standard equipment in the C-Class. This is based on an amplitude-dependent damping system: when driving normally with low shock absorber impulses, the damping forces are automatically reduced for a noticeable improvement in ride comfort - but without any compromise in handling safety. When shock absorber impulses are greater, for example when cornering at speed or taking avoiding action, the maximum damping forces are set and the car is effectively stabilised.

This technology is purely hydromechanical and requires no complex sensors or electronics. It is mainly based on a by-pass channel in the crank pin of the shock absorber and a control piston moving within a separate oil chamber. When shock absorber impulses are low, the control piston forces oil through the by-pass channel to create a significantly smaller damping force at the damper valve. The resulting, "softer" shock absorber characteristics lead to a high level of ride comfort.

If the shock absorber is subjected to larger impulses, the control piston moves to its final position and no more oil flows through the by-pass channel. This makes the maximum damping force available.

Accordingly this shock absorber technology makes an important contribution to the agile yet comfortable driving characteristics of the new C-Class. One indication of this is the maximum body roll angle when cornering, which is reduced by up to ten percent owing to the AGILITY CONTROL suspension - without any loss of comfort.

Steering: more direct ratio and more safety during a frontal impact

The AGILITY CONTROL suspension of the new C-Class is complemented with a likewise newly developed rack-and-pinion steering system. This operates with a ratio of 14.5, and is therefore six percent more direct than the system of the preceding model. Positioning the steering gear 80 millimetres in front of the wheel centre makes for predictable self-steering characteristics with a slight tendency to understeer. The steering gear and valve housings are of aluminium, while the steering rack is of forged, high-strength steel and weighs 0.8 kilograms less than in the previous C-Class thanks to this material.

The reach and height-adjustable steering column also has a special, new feature which proves a positive benefit in the event of a frontal collision: when impacted by the driver, it telescopes together under controlled force and reduces the loads acting on the upper body. This also increases the deformation path by up to 100 millimetres.

As an optional extra, Mercedes-Benz also offers speed-sensitive power steering for the new C-Class. This adapts the servo assistance to the vehicle speed: the lower the speed, the greater the servo effect. At speeds below 200 km/h the steering effort is continuously reduced as a function of vehicle speed, which means that only one third of the maximum steering effort is required when parking at slow speed. Variable centring is another new feature adopted from the S-Class: the electro-hydraulic speed-sensitive servo is used to generate a centring moment that increases with the speed and gives the driver a secure and stable feeling in the straight-ahead position. In slow driving, this additional steering moment is not activated, so the benefits of the speed-sensitive steering can be fully exploited.

Three-link front suspension: detailed improvements

Safe handling, excellent agility, precise directional stability, high steering precision and outstanding ride comfort – the up-to-date front axle design also plays a major part in these attributes of the new C-Class. This is a three-link suspension with McPherson struts which Mercedes-Benz has developed further in various respects.

In the interests of favourable axle kinematics, greater vibration comfort and improved safety, the lower steering arm level consists of two separate elements acting as radius rods and cross-struts and made of forged aluminium. In addition to precise wheel location, this design has the particular advantage of compensating vibrations caused by unbalanced tyres of fluctuating brake forces better than rigid wishbones. It also provides longer deformation paths in the event of a frontal collision.

The third component in the three-link system is the track rod, which connects the transversely installed steering gear with the wheels. The reinforced stabiliser is linked to the spring strut, which is likewise heavily involved in front wheel location. The struts consist of cylindrical, lateral force compensated coil springs, twin-tube shock absorbers and newly developed, three-phase head bearings. If severe body roll occurs, the stabiliser is supported by rebound buffer springs to ensure agile handling accompanied by a high level of comfort.

The front axle component, steering gear, engine and transmission are pre-mounted on a so-called integral support. This is made from high-strength steel and is bolted to the side members of the bodyshell, which makes it a major element of the front-end crash structure. During a frontal collision, the integral support creates a separate load dissipation path which specifically absorbs the impact energy (see page 51). The connecting points between the integral support and the bodyshell have been considerably reinforced, and therefore have a higher initial rigidity when subjected to the forces and vibrations generated by the suspension. This makes itself felt in the form of more agile and precise handling.

Multi-link independent rear suspension: unrivalled for safety and comfort

The career of the multi-link independent suspension began with the launch of the Mercedes-Benz 190 in 1983, and it still remains unsurpassed in many respects. Accordingly this patented suspension concept is also retained in the new C-Class, guaranteeing a level of handling safety, agility and comfort which is unsurpassed in this vehicle class.

The multi-link suspension principle is based on research examining the best possible movement characteristics for the rear wheels of a passenger car. If one regards the wheel in isolation, i.e. without any axle linkages, it has six possible movements available to it: it can push or pull in a vertical or horizontal direction, and it can turn in three directions. The aim of suspension engineers is to prevent such uncontrolled independence, however, and to limit the free movements of the wheel so that it can only move along a precisely defined spatial curve. Accordingly they have attached the wheel to five flexibly mounted, independently acting control arms which limit five of the available spatial movements:

1. The lower transverse arms activate the suspension springs and dampers
2. The upper transverse arms regulate the camber over the spring travel
3. The radius rods take up the drive and braking forces, and compensate dive and squat when accelerating and braking
4. The diagonal struts are arranged differently from the radius rods, and likewise prevent dive and squat when accelerating and braking
5. The track rods limit changes in the wheel’s toe-in to a desirable minimum

Owing to this intelligent control arm design, each rear wheel basically retains freedom of movement only on one plane, namely during controlled compression and rebound. Mercedes-Benz has improved this patented and multiple award-winning suspension technology even further for the new C-Class. Revisions include e.g. the subframe and its bearings, which are now supported by the bodyshell on two levels by means of an additional strut. The major results of these modifications are reduced weight and improved ride and vibration comfort.

ADVANCED AGILITY package: comfort and sportiness all in one

In addition to the standard AGILITY CONTROL suspension, the new C-Class offers two other ways of adapting the suspension characteristics to the individual wishes of drivers. One of these options is a sports suspension with shorter springs, stiffer shock absorber settings and stronger torsion bars. The suspension is also lowered by 15 millimetres. When cornering at speed, for example, this sporty suspension configuration leads to a noticeable reduction in body roll. This amounts to around 20 percent compared to the preceding model with a sports suspension. Vertical vibrations – an indicator for long-distance comfort – are also reduced by around 20 percent.

Mercedes-Benz has also developed the so-called ADVANCED AGILITY package with a sports mode, which will become optionally available for the C-Class from autumn 2007. This offers a choice of two transmission modes: Sport and Comfort. Within these gearshift programmes the shock absorbers are subject to variable electronic control.

A total of seven sensors monitor the current driving situation and send their information to an electronic control unit which then calculates the best possible shock absorber characteristics. Depending on the road or operating conditions, the system adjusts the damping forces for each individual wheel – variably and fully automatically, for even more ride comfort and individuality. Even when driving normally on poor road surfaces, a soft damper setting is selected to give the occupants maximum comfort while maintaining excellent handling stability and safety. If the driver decides that more brisk progress is called for, however, the shock absorber settings are continuously adapted to meet the wish for more dynamic performance.

The driver is able to predetermine the basic vehicle characteristics by pressing a key on the dashboard. Two settings are available: "Comfort" and "Sport". In Sport mode, the hydraulic forces of the shock absorbers are increased, e.g. to achieve even better handling stability at high speeds and reduce the inherent understeer at speeds up to 120 km/h. If this package is specified, the suspension is lowered by 15 millimetres, with shorter springs and stronger torsion bars.

The newly developed speed-sensitive steering with variable centring is also included. In the interests of agile handling, the steering ratio has been reduced from 14.5 to 13.5. In Sport mode, the system also adapts the accelerator characteristics to increase the responsiveness of the engine. If the C-Class is also equipped with an automatic transmission, the shift characteristics are modified too.

The ADVANCED AGILITY package also includes a three-spoke steering wheel and – in models equipped with an automatic transmission – shift paddles on the steering wheel.

Brakes: ADAPTIVE BRAKE with useful support functions

With ADAPTIVE BRAKE, the new C-Class also sets new standards in this vehicle class where brake technology is concerned. This system is based on the technology of the S-Class, and provides additional support functions for even more safety and comfort. One example is the brake priming function in critical situations: when the driver abruptly moves his foot from the accelerator to the brake pedal before emergency braking, the system increases the pressure in the brake lines and brings the brake linings into light contact with the brake discs, so that they are then able to bite immediately and with full force when the brake pedal is depressed. In this way the system supports the functions of the standard Brake Assist.

ADAPTIVE BRAKE also has safety benefits in the wet: the system applies regular, brief braking impulses to wipe the film of water from the brake discs and ensure that the brakes are able to perform at their peak. This automatic brake drying function is always activated when the windscreen wipers of the C-Class have been operating for a certain time. The driver does not notice the finely metered braking impulses.

The braking system also assists the driver when moving off on an uphill gradient. When the sensor system detects that the Saloon has come to a stop on a gradient, the hill holder function is activated automatically and maintains a constant brake pressure for a short time to prevent the car from rolling backwards. This gives the driver enough time to move his foot from the brake to the accelerator without first engaging the parking brake.

Large-diameter front and rear brake discs create the technical basis for reliable deceleration. Depending on the engine version, their diameter is up to 322 millimetres at the front and up to 300 millimetres at the rear. A tandem brake servo unit which has been enlarged to eight inches versus the preceding model meets every expectation with respect to responsiveness and operating comfort.

Data and dimensions at a glance:

The pedal cluster of the new C-Class has a special technical feature. For the first time, Mercedes-Benz uses a hybrid construction of steel and plastic in the manufacture of the pedal support. This offers weight advantages and requires less installation space than the previous technology. The brake pedal made from two welded half-shells is attached to this pedal support; this shell construction also helps to save weight, while providing high torsional rigidity and flexural strength.

Control systems: ESP® with new control logic and trailer stabilisation

With the anti-lock braking system (ABS), acceleration skid control (ASR), Brake Assist (BAS) and the Electronic Stability Program (ESP®) as standard equipment, the C-Class also features state-of-the-art technology where dynamic safety systems are concerned. Mercedes engineers have extended the functions of these systems and made detailed technical improvements. ESP® now has a new control logic which assists the driver even more effectively in critical cornering situations, for example: by means of precisely metered braking impulses at up to three wheels, accompanied by a moderate drop in speed, the Saloon is made to turn safely into bends.

A further additional function of the Electronic Stability Program improves safety when towing a trailer. The new ESP® trailer stabilisation function detects any dangerous tendency of the trailer to swing from side to side, and automatically brings it safely back on course by means of braking impulses at the wheels of the towing vehicle. On request Mercedes-Benz will equip the C-Class with a pivoting trailer coupling whose ball head need not be fitted or removed. Instead it pivots away beneath the body together with its electrical socket, and is therefore out of sight when not in use. The maximum trailer load of the new Saloon is 1800 kilograms (braked).

The Electronic Stability Program also monitors the air pressure in the tyres, and warns the driver if there is a sudden loss of pressure anywhere. To this end the system continuously compares the wheel rotation speeds, which mainly depend on the vehicle speed, vehicle load and tyre pressures. In addition the control unit automatically monitors other dynamic parameters such as the lateral acceleration, yaw rate and wheel torque in order to diagnose any pressure loss in a tyre reliably. It is therefore able to detect any significant deviations and inform the driver via the central display.

To ensure continued mobility in the event of a flat tyre, Mercedes-Benz also offers run-flat tyres as an optional extra. These have self-supporting walls, and enable Mercedes customers to continue for a distance of up to 50 kilometres at a maximum speed of 80 km/h, depending on the vehicle load.

Wheels and tyres: individuality ex factory

The range of available wheels and tyres provides a great deal of scope for equipping the new C-Class to the customer’s personal taste. As standard equipment, the CLASSIC variants of the C 180 KOMPRESSOR and C 200 CDI leave the assembly line with 16-inch steel wheels, silver-painted wheel trims and size 195/60 R 16 tyres. Light-alloy wheels are standard equipment for all other model and engine variants. The wheel/tyre combinations at a glance:

* ELEGANCE or AVANTGARDE lines

Further wheel/tyre combinations are available ex factory as optional extras.

Safe handling, good agility, precise straight-line stability, superb steering precision, excellent road roar and tyre vibration - the state-of-the-art front axle design has played a significant role in these virtues of the new C-Class: three-link suspension with McPherson spring struts that Mercedes-Benz has enhanced further in various aspects.

Mercedes-Benz has again improved the details of the multi-link independent rear suspension for the new C-Class. For instance, the subframe and its mountings have been redesigned, the latter now being supported with an additional strut in two planes to the body. Lower weight, reduced road roar and tyre vibration coupled with improved vibration comfort are the main benefits of these modifications.



The AGILITY CONTROL chassis on the new C-Class has been made even better with the newly developed rack-and-pinion steering.


The ADVANCED AGILITY package with Sport mode will be available as an optional extra for the C-Class from autumn 2007. It provides the driver with a choice of two shift modes: Sport and Comfort. These shift programmes provide infinitely variable control of the shock absorbers.

The standard-fit AGILITY CONTROL chassis is based on an amplitude-dependent damping system: under normal driving conditions and low excitation of the shock absorbers, the damping forces are reduced automatically, which leads to a noticeable improvement in the car's road roar and tyre vibration characteristics. Larger excitation of the shock absorber, for instance on dynamic cornering or with evasive manoeuvring, means the maximum damping force is applied and the car is effectively stabilised.


The standard-fit AGILITY CONTROL chassis is based on an amplitude-dependent damping system: under normal driving conditions and low excitation of the shock absorbers, the damping forces are reduced automatically, which leads to a noticeable improvement in the car's road roar and tyre vibration characteristics. Larger excitation of the shock absorber, for instance on dynamic cornering or with evasive manoeuvring, means the maximum damping force is applied and the car is effectively stabilised.


The ADVANCED AGILITY package with Sport mode will be available as an optional extra for the C-Class from autumn 2007. It provides the driver with a choice of two shift modes: Sport and Comfort. These shift programmes provide infinitely variable control of the shock absorbers.



Copyright © 2007, DaimlerChrysler AG