Mercedes B-Class review: expensive, but worth it

You need to remember where this Mercedes-Benz came from. It was originally based on the ill-fated original A-class, which rolled over when first tested in 1997 in the Scandinavian 'moose test'. With its heavily canted engine and double floor, the first A and B-class vehicles were consigned to a box room of history also containing Audi’s Procon 10 safety system, the Pifco rear-view radio mirror and the Quadratic steering wheel.

Replacements for these baby Benzes were pushed onto more conventional front-drive chassis floor pans and with last year’s introduction of the new A-class, B became a subordinate clause alongside the GLA, the GLA shooting break and a mysterious vehicle known as the GLB.

Talking of moose, Majorca, where the press launch took place, was experiencing another biblical winter storm when we arrived. As I drove the new B along the autopista two approximately moose-sized wheelie bins made a break for freedom, crashing across the carriageways in front of me. There wasn’t time to think, just react. I spun the wheel and braced for the sideways moment, which duly arrived. The electronic stability program braked the inside wheels, stood the machine up and enabled me to make the second hard turn in the opposite direction to avoid the second bin without (much) drama.

This was more impressive than the demonstration of the full autonomous parking system in the new B-class, or the pedestrian recognition braking system, which uses the same radar and stereo camera system as the E-class. The new B also gets a limited SAE level two autonomous driving system from the E and S-class, as well as the air pumping seats from the larger cars and, like the A-class, the top-spec dashboard consists of the downsized double 12.3-inch screens first seen on the E-class.

In other words, it’s fully loaded, although that’s going to cost you. Prices start at about £24,000 for the boggo B180 which is powered with the asthmatic 134bhp, 1.33-litre, four cylinder turbo petrol engine sourced from the Renault Nissan Alliance, coupled with a seven-speed dual-clutch gearbox. There’s a 161bhp version of the same driveline and a 114bhp, 1.5-litre turbodiesel, which is also from the Alliance.

The only wholly Mercedes-developed engine is the new transverse version of the two-litre, four-cylinder OM654q unit, which comes at 148bhp/236lb ft in the B200d, or at 187bhp/295lb ft in the top-model B220d. Both these engine derivatives are offered with a new eight-speed twin-clutch transmission.

Diesel detractors should know that this engine has an extensive exhaust after-treatment, including a massive SCR catalyst under the floor, which makes it fully compliant with the forthcoming Euro 6d-Temp emissions standards coming into force in 2020.

The 220d has a top speed of 145mph, does 0-62mph in 7.2sec, 53.4mpg in the Combined cycle (we managed a more modest 32.5mpg charging around the mountain roads) and emits CO2 at a rate of 116g/km. Equivalent figures for the 200d are 136mph, 8.3sec, 67.2mpg and 112g/km.

This is a bigger car than its rather pompous-looking predecessor, but doesn’t look it. It’s also more aerodynamic, as chief aerodynamicist, Teddy Woll explains, Mercedes’s compact cars have often lead their class in wind cheating and this model, with its coefficient of drag of 0.24, is no exception.

In fact its neat style doesn’t look like an MPV at all, which for most buyers will be a definite bonus since MPVs have long been the fastest disappearing market sector in Europe. At 4,419mm in length, it’s 26mm longer and at 2,020mm wide (including the mirrors), it’s 10mm wider. The wheelbase is longer, which frees up more leg room in the front and back, but rear headroom in the same as in the predecessor. The rear seats now slide forward to increase boot space, although its total volume is a bit less than before at 455 litres, or 1,540 litres if you fold the seats.

In fact even with a couple of giraffes sitting in the front, there’s more than enough space for at least a couple of adults in the back, though three abreast might be a squash. The boot seems perfectly adequate, tough it is shallow, and there’s no spare wheel, just a compressor and tin of gloop for the optional 19-inch Pirelli tyres.

Step inside and you can see why people have raved about the A-class at least in the top models. Here is a Lilliputian version of a big Merc facia, with all its eye-ball ventilators, soft-touch trim, digital instruments and touch screens and pads. You’d struggle to tire of this, with its brushed aluminium, fake suede and piano-black surfaces, together with knurled metal rotary dials, and enough steering-wheel switches to satisfy everyone's inner F1 ace.

 The big diesel starts with a growl and has a strong industrial roar when pushed. In full-fat B220d version the 295lb ft torque peak spikes early and hard, and on the slippery Majorcan roads the front wheels spin readily. In fact with the gear-change paddles behind the steering wheel and an awesome amount of get up and go, this car feels a bit of a hot rod. The gearbox is slightly clodhopping at low speeds, often popping in an abrupt change just as you’re negotiating the car park’s sleeping policemen. At speed, however, it’s smooth, quick changing and rewarding to drive.

You can select Sport mode in the dynamics package, but it’s often better to use the paddles when you want to press on. We also managed a quick squirt in the B200, which doesn’t suffer unduly from its lack of power and has better emissions and fuel consumption to boot.

On these optional 19-inch wheels and tyres, the ride is abrupt, but not as bad as you might expect. There’s a fair bit of low-speed vibration off really poor surfaces, but on an open road it feels quite fluid and it breathes nicely over undulations.

The damping control of the body is pretty good, too. These big-engined Bs get a proper multi-link rear suspension system to go with their front MacPherson struts and the suspension is quiet and refined and you can press on pretty hard before the nose tells you where the weight is by pushing straight on as you turn the wheel. In fact the main disadvantage of driving this B briskly is the slow-ratio steering rack (slower than the equivalent A-class hatchback), which means you have to do a fair bit of twirling when the corners get tighter, though in compensation, there is a smidgeon of feedback from the wheels. The brakes are good enough for a vehicle weighing 1.5 tonnes, but no better than that.

Dirk Kielhorn, product manager of Mercedes’s compact cars, had a bit of a dig at BMW when he said that the new B-class “is more than just a great family car, it is the only real sports tourer in its segment.” Ouch.

Fact is, however, this new B is rather a lovely thing; commodious, comfortable, swift and sporting enough to be fun. I rather like it, even if at almost 40 grand for what amounts to a gussied up Zafira, it’s hardly going to rescue the fast-disappearing MPV sector on its own.

Mercedes-Benz B-Class specifications

TESTED five-door hatchback MPV with 1,951cc four-cylinder turbodiesel with eight-speed dual-clutch semi-automatic transmission driving the front wheels

PRICE/ON SALE from £24,000 . On sale December for deliveries next spring

POWER/TORQUE 187bhp @ 3,800rpm, 295lb ft @ 1,600rpm

TOP SPEED 145mph

ACCELERATION 0-62mph in 7.2sec

FUEL ECONOMY 53.4mpg(EU Combined), 32.5mpg on test

CO2 EMISSIONS 116g/km

VED BAND 110 - 130 £165 first year, then £140

VERDICT

Engulfed by a slough of SUVs, compact multi-purpose vehicles aren’t terribly popular anymore, but when they are done as well as this you wonder why. It’s really expensive, but the equipment levels and driving experience just about justify the prices.

Telegraph rating  four out of five stars

Mercedes-Benz B-Class rivals

BMW 2-series Active Tourer, from £24,910

A decent first attempt at a front-drive BMW and the Active Tourer ticks most of the boxes for what buyers in this sector want, but it doesn't actually do much more than it's best non-premium rivals. It’s also expensive, so how much does the propeller badge mean to you?

Ford Focus C-Max from, £22,295

Henry’s five-seat MPV is the most agile, most fun and most driver centred MPV in this class. That said, it lacks in specification compared to some rivals and while the 1.5-litre diesel is a surprisingly econonomical and powerful choice the punchy one litre three cylinder engines have not been without their problems.

Citroën C4 SpaceTourer, from £22,365

Having tossed the Picasso name aside, Citroën has kept faith with the MPV under this new banner. There's all of the Picasso's space and practicality as well as the emphasis on comfort. A decent range of diesel engines, although the 1.2 petrol engines can feel a bit short on low down power compared with the oil burners.

Volkswagen Golf SV, from £20,575

The Golf for those who find the Golf a bit too small and the Touran too big. Beautifully built and reliable, but the prices rise quickly as your finger moves down the brochure, the one-litre petrol engines are a bit wheezy especially if you carry a load, and it's bland to look at.