| In May 1993 the second generation of the compact class was presented with the construction-series 202. Analogous to the generally known designation ,S-class".which has been used for more than two decades for the upper class-type series of Mercedes-Benz, the new models were united under the newly created term ,C-class". In this context, the type-designations have been changed as well: the already known three-figure designations that are derived from the dsiplacement are now preceded by a letter, in this case the ,C" documenting the class to which the vehicle belonged. The abbreviations ,D" and ,E" for ,Diesel" respectively petrol-injection-engines disappeared without a replacement.
The C-class limousines were the successors of the construction-series 201 with which Daimler-Benz had been very successful in establishing itself in the market segment of the compact middle-class passenger cars. In the almost eleven years of production nearly 1.9 million cars were manufactured in the works Sindelfingen and Bremen.. The most important assets of the new ,small" Mercedes were considerably more interior space, more active and passive safety, and more comfort with overall dimensions that had barely been changed. With a standard equipment considerably more voluminous comprising among other things fullsize-driver's air bag, integral side-impact protection, ALS, Servo-steering, 5-speed gearbox, and central locking system and with prices nearly unchanged compared with the predecessors, the new price/value-philosophy of Mercedes-Benz was demonstrated effectively.
A novelty represented the concept of different styling and equipment lines, in which the C-class types were offered.. Apart from the ,classic version" the three variants ,Esprit", ,Elegance", and ,Sport" were on offer. In the range of products the ,Esprit" corresponds to the classic version but is lowered by 25_mm and targets more the younger customers with its couloured and fresh interior. With the ,Elegance"-variant not only the interior equipment is clearly more extensive, in the external appearance, too, there are some striking differences: The all-around protective moulding is,matched with the coulour-tone of the painting coat, painted in contrast colour and fitted with a chrome insert like the door handles. The wheel trims , too, are fitted with a chrome ring and the lamp units also deviate in their appearance .The front direction-indicator lights are fitted with colourless cover glasses and the rear lamps are formed bichromatically. The ,sports"-version is lowered by 25_ mm like the ,Esprit"-version and distinguishes itself apart from a tighter chassis tuning through the standard wide tyre and light metal wheel rims in the 5-m-hole design. For customers who want their C-class car to look even more dynamic, an AMG-version with lowered sports chassis, light metal wheels in the AMG-design, modified front and rear apron as well as discreet side sills is available.
In the beginning the type-programme of the C-class comprised sven models, three of them with a Diesel-enigne and four with an Otto-engine. The range of the Otto-engines mainly consisted of the known four-valve aggregates having already stood the test of time with the construction-series 124 since October 1992. A novelty was the 1.8-litre-driving unit that was also equipped, as a modified version of the 2.0-litre variant, with the four-valve technology and the electronic injection system with P-motor control .Of the Diesel-engines only the 2.0-litre aggregate of the construction-series of the predecessor had been taken.over..With the newly developed 2.2-litre and 2.5-litre driving units OM_604 and OM_605 the four-valve Diesel-engine had its world premiere. At the same time the 3.0-litre six-cylinder variant OM _606 was introduced in the construction-series 124. The assets of the new four-valve aggregates were improved performance and torque with, at the same timer, a reduced fuel-consumption and a considerably reduced exhaust emission. .All Diesel-models were equipped with exhaust gas recirculation and oxidation catalytic converter as standard. In September 1993 the C_36_AMG, the most powerful variant of the C-class, was presented on the IAA in Frankfurt.. the top model of the construction series is driven by 206_kW (280_hp) -strong 3.6-litre six-cylinder aggregate with four-valve technology that was developed at AMG from the time-tested 3.2-litre-engine. The serial production started in the beginning of 1994; from this date onwards the C_200, which had not been directly available in contrast to other models of the construction-series, was also delivered.
In September 1995, again on the IAA in Frankfurt, a revised model programme of the C-class was presented after the 500,000th car had come off the assembly line after only 22 months of production. An actualisation and upward revaluation was the main objective of the model's improvement. The ,classic version" which was now consistently considered as an own equipment line and renamed ,Classic"as well as the ,Esprit" variant are now also fitted with flash lights with colourless cover glasses as well as bichromatic rear lights. With all equipment lines the interior was improved and updated. Apart from that also technical alterations were made Thus, from September 1995 onwards, all models were uniformly equipped with tyres of the dimension 195/65_R_15 and , independently of that, the track width was raised by 6 mm.
Apart from the mentioned improvements in detail that all models of the construction-series benefited from, two completely new model variants of the C-class were presented in Frankfurt. Special attention was attracted by the C_230_compressor whose newly developed 2.3-litre 4-cylinder-engine was equipped with a Roots-blower after more than 50 years interruption..The compressor enables the 142_kW (193_PS)-strong engine to attain a considerably increased torque that is available over a wide speed range.. The well developed torque makes for an outstanding accelerating ability and a high degree of elasticity without being of disadvantage in the sectors fuel consumption and pollutant emissions. A 2.0-litre variant of the compression-engine doing 132_kW (180_hp) and being only slightly inferior to the 2.3-litre -engine even in the nominal torque, was developed exclusively for exports to Italy, Greece, and Portugal.
In the second newly presented vehicle a charged engine is mounted which, however, is designed in a completely different way. With the C_250_ Turbo Diesel Mercedes-Benz presented the first Turbo-Diesel passenger car with four-valve technology and charge air cooling. The new model whose driving unit was developed from the time-tested four-valve sucking-engine, is among the most powerful compression ignition engines of its class with a performance of 110_kW (150_hp) and a maximum torque of 280_Nm being already available from 1,800 _r/m onwards. It excels in having an economic fuel consumption and a low emission of exhaust gases.
With the launch of the new Turbo Diesel the types C_200_Diesel and C_250_Diesel were taken out of the domestic sales programme. The 2,5_litre version was produced as a right-hand drive model, but only until July 1996. Until that date, the turbo Diesel had only been available as a left-hand drive. Since June 1996, another C_200_Diesel has been produced, which shares only the type designation with its predecessor, but not its engine. The new model comes with a 65_kW (88_bhp) 2,0_litre four-valve Diesel engine, which, except for its cubic capacity, is based on the proven 2,2_litre unit. For fiscal reasons, it is destined for the Portuguese market only, where it replaces the 2,2_litre version.
In August 1996 other new cars of the C-class were launched, the C_220 was superseded by the C_230 whose 2.3-litre-engine had been developed from the 2.2-litre variant and which already had stood the test of time in the new E-class for over a year. At the same time the other four-cylinder Otto-engines were modified. . In order to reduce the number of variants and unify the maintenance work the 1.8-litre and the 2.0-litre-driving unit received a modified injection system using a hot film air-mass sensor (HFM)-system instead of the P-motor control as fitted in the 2.3-litre variant and the six-cylinder-engine. What's more, both aggregates, like the two compressor variants, were equipped with inlet camshafts that are adjustable in operation and which are already known from other Otto-engines.
It is true that the nominal performance and maximum torque were not changed but major improvements regarding idle quality , starting behaviour, and propulsion power were reached because of a more favourable torque curve. With the 2.0-litre compressor-engine even the performance and torque were increased through the technical innovations. From August 1996 onwards, too, the new 5-speed automatic gearbox with electronic control was available for all models of the C-class. The new generation of gearboxes makes for a reduction in the consumption of fuel, an increase in comfort regarding engine noise as well as the number and quality of the gear shifts, more reliability and longevity as well as, finally, a reduction in the costs of maintenance.
After more than one million models of the C=class had rolled off the conveyor belt, the car was presented in June 1997 with revised design, more generous standard equipment and modernised technology. Inspite of the enhanced equipment, which offered improved safety and even more comfort, the sales prices remained the same in accordance with Daimler-Benz' strategy that a car had to offer good value at an affordable price.
Two new V6=engines with a cubic capacity of 2,4_litre and 2,8_litre respectively, were at the centre of another revision. the 125_kW (170_bhp) C_240 succeeded the four-cylinder C_230 in the sales programme, so that it now was easier for Mercedes customers to enter the six-cylinder class segment at an affordable price. However, the C_230 is still produced for exports and for ckd=deliveries. The 2,8_litre-unit, which had its debut in the E=class as early a March, replaced the proven six-cylinders in-line engine with the same cubic capacity within the C=class.
Both V6=engines are produced at the brand-new high-tech engine plant in Bad Cannstatt/Stuttgart and are distinguished by several cutting-edge innovations. An intelligent selection of light construction materials reduced the weight of the 2,8_ltr.-V6, compared to the engine with cylinders in line considerably; moreover, the use of light alloy bushing sleeves led to a decrease in fuel consumption thanks to their low-friction surface. Emissions of exhaust gas were brought down significantly by the incorporation of three-valve technology and double-ignition. The absence of an exhaust valve reduced the loss of heat in the exhaust-gas flow and it also created sufficient space for the accommodation of a second ignition plug, allowing for shorter combustion distances and optimum control of the combustion process. All these measures resulted in a 9_% reduction of fuel consumption in the C_280, compared to its predecessor.
In the course of stylistic revision, all C=class models were equipped with new front and rear fenders, sports-type sill panelling with water-lacquer paint, tinted taillights and a slightly modified radiator mask. All these measures served to emphasize the dynamic character of the C=class design. New door lining and seat covers in the interior of the car increased comfort.
Apart from the careful stylistic touches that had been applied to the car, revision also comprised a much higher level of standard equipmet, which now included sidebags in the front doors, power belt tighteners with belt power limiters at the front seats as well as the electronic brake assistance system. Except for the C_220_Diesel and C_180, all revised models of the C=class were moreover fitted with the drive slip regulator ASR.
Another new feature of the C=class was the Daimler- Benz driver code system Elcode, which perfected protection against theft and comfort by remote door opening and and remote ignition. Furthermore, the cars were equipped with the the active Service System Assyst, which allowed for maintenance intervals that register, how much a car had been driven in actual fact, thereby extending the intervals from 15.000_km to an average 22.500_km.
Apart from the improved standard equipment, a series of special equipment has been introduced into the C=class since June 1997: Beside the electronic parking assistance system PTS (Parktronic System) and the navigation system APS (Auto Pilot System), these were a variable Tempomat (only in connection with automatic gearing), a rain sensor for the windscreen wipers and Xenon headlights with dynamic light distance regulator.
In September 1997, At the International Automobile Fair in Frankfurt, two new C=class types had their world premiere. The C_43_AMG succeeded the C_36, 5.221 units of which had been produced until June 1997. Its new 225_kW (306_bhp) 4,3_litre-V8 engine with three-valve technology and double-ignition as well as the generous standard equipment, which, apart from an automatic gearbox and automatic air conditioning included, among other features_, the electronic stabilisation programme ESP, made the C_43 the top model of the product line. This meant, that for the first time, a model of the C=class became available as an eight-cylinder.
Although the second new model occupied the other end of the power spectrum, Its presentation was nonetheless spectacular. The C_220_CDI, which had been presented in Frankfurt with the type description C_220 Turbodiesel, was the first serial=passenger car in the world to be fitted with a diesel engine with direct injection following the common rail principle. Its 92_kW (125_bhp) four-cylinder engine OM_611 delivered an impressive torque of 300_Nm at 1800_/RPM. Consequently the C_220_CDI is not only the Diesel-powered car with the highest torque in the class of cars with a comparable cubic capacity, but it also sets new standards in the categories fuel consumption and exhaust gas emissions.
This achievement was made possible by the new common-rail-technology, which Daimler-Benz had developed with Bosch. There are some features, which clearly distinguish the new technology from other direct-injection systems. Whereas conventional systems have to reproduce the pressure for the injection process every time again, CDI=engines operate in a common rail, in which pressure is stored and distributed via magnetic valves to the injection nozzles. High injection pressure of up to 1350_bar, which is achieved even at low torque, as well as the variable control of the injection process make for a significantly improved carburation, resulting in low fuel consumption and low exhaust gas emissions. In December 1997, the C_220_CDI appeared on the market.
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