Mercedes-Benz C-class (C-class coupe, sedan and wagon )

Make: Mercedes-Benz
Model: C-class coupe, sedan and wagon

Jul / 2007Release date:

Current model

 

AFTER almost a dozen years of having the old W202 and W203 generation C-class sedan-based CLK Coupe from the late ‘90s, with its bespoke bodywork and E-class pricing, Daimler decided to work the W204-derived ‘CLK’ replacement in with the related W212 E-class bits to create the C207 E-class Coupe (and ragtop).

But with that model kicking off from $100K, Mercedes identified a gaping hole in the $60K segment in which to take on the well-established BMW 3 Series and popular Audi A5 Coupe – hence the C204 C-class Coupe.

It also essentially replaces the Brazilian-built CL203 CLC hatch that was itself based on the previous-generation W203 C-class-derived Sport Coupe offered from 2002 to 2007.

Completely different bodywork from the windscreen backwards means the C204 is indeed substantially new, and features a 450-litre boot augmented by a folding split rear backrest to increase luggage capacity.

Aided by a more acutely angled windscreen than the W204 sedan, the C204 is lower by 41mm and boasts shorter rear overhang, as well as an upswept belt line, narrow C-pillars, elongated roof, and a glasshouse that extend beyond the rear axle.

Initially five models were released – the C180 BlueEfficiency Coupe, C250 BE Coupe, C250 CDI Coupe, C350 BE Coupe, and – from October 2011 – the C63 AMG Coupe - possessing a 336kW/600Nm 6.2-litre naturally aspirated V8 and AMG Speedshift MCT 7-speed sports transmission.

The rest are mated exclusively to Mercedes’ 7G-Tronic automatic transmission driving the rear wheels.

Both four-cylinder petrol vehicles use a 1796cc 1.8-litre turbo-charged direct-injection twin-cam 16-valve BE unit.

The C180 Coupe delivers 115kW of power at 5000rpm and 250Nm of torque at 1600rpm, against the C250’s 150kW at 5500rpm/310Nm at 2300rpm outputs.

Meanwhile the C350 BE packs a 3498cc 3.5-litre V6 channelling 225kW at 6500 and 370Nm at 3500rpm.

Lastly, the sole diesel model leverages Mercedes’ CDI common-rail turbo-diesel tech in the shape of a 2143cc 2.1-litre four-cylinder engine offering 150kW at 4200rpm and 500Nm at 1600rpm.

The C204 is built on the same 2760mm wheelbase as the sedan, but has a length/width and height measurements of 4590/1770/1406mm.

It follows its sedan and wagon cousin in using speed-sensitive hydraulic rack-and-pinion steering, as well as a three-link MacPherson front and multi-link independent rear suspension.

The ride can be lowered via a sports suspension option comprising firmer and 15mm shorter springs, stiffer shock absorbers and beefier anti-roll bars.



MERCEDES-BENZ released its fourth-generation C-class in Australia in July 2007.

Larger, longer, wider and significantly more spacious than before, the W204-series C-class was all new, with crisper styling that borrowed heavily from the contemporary S-class sedan launched early in 2006.

Initially there was a choice of supercharged petrol, or turbo-charged diesel, four-cylinder engines, as well as a naturally aspirated V6 petrol unit.

BMW’s evergreen 3 Series’ enviable reputation for being a driver’s car has helped prompt Mercedes in making the C-class sportier.

On the suspension front, all C-class models adopted adaptive damper control, as part of the three-link MacPherson strut front and multi-link rear axle design.

Dubbed ‘Agility Control Suspension,’ it could automatically soften or firm up the damper pressure according to how the vehicle was driven. Quicker-ratio steering was also implemented.

The S-class also lent its ‘Adaptive Brake’ technology to Mercedes’ smallest sedan for the first time, bringing benefits such as a hill-start assist and a gentle wiping of the brake discs to increase their effectiveness in damp conditions.

Engine outputs also increased markedly. The smallest was a variation of the supercharged 1.8-litre twin-cam four-cylinder unit found in the outgoing vehicle and initially, the C200K replaced the W203 C180K. Its 1796cc engine produced 135kW of power at 5500rpm and 250Nm of torque from 2800rpm.

The W204 C220 CDI used a 2148cc 2.2-litre turbo-diesel engine to generate 125kW at 3800rpm (up from 110kW) and 400Nm from 2000rpm (up from 340Nm).

Both engines offered a five-speed automatic with a sequential shift function. The C200K was also available with a six-speed manual.

For maximum power, the C280 employed a 2996cc 3.0-litre V6 delivering 170kW at 6000rpm and 300Nm from between 2500 and 5000rpm, exclusively mated to Mercedes’ 7GTronic seven-speed automatic gearbox.

In addition to a body structure employing high-strength steel that had been subject to 100 crash tests, safety features included eight airbags (dual front, front side, rear side and curtain), a preventative occupant protection system that could ‘recognise’ critical driving manoeuvres at an early stage by priming the vehicles safety systems – such as the electronic stability control and brake assist function – for a possible collision.

While the outgoing W203 cabin was criticised for lagging behind in quality feel and execution, the W204’s interior was the outcome of a complete overhaul, with softer and more expensive-feeling materials.

Other new-to-C-class measures included infotainment units called Audio 20 and COMAND APS – bringing a keypad telephone feature and Bluetooth connectivity. The latter, which was optional, also included a satellite navigation system four gigabyte memory music server, DVD video and audio, and Linguatronic voice-activation control.

In late 2007 Mercedes-Benz signalled how serious it was about diesel engines by importing the C320 CDI as its range-topping C-class model, at least until the C63 AMG arrived early in 2008.

The 3.0-litre V6 turbo-diesel used 7.6L/100km of fuel during city and highway driving and pumped out 165kW and a hefty 510Nm of torque.

It came with the same high level of specification as the C280 V6 petrol, but added three-zone climate-control.

In March 2008, what some described as the wildest production Mercedes-Benz ever built reached Australia, in the form of the C63 AMG.

The AMG-fettled C-class sedan was significantly cheaper than its most direct rivals in BMW's M3 coupe Audi's RS4 sedan.

With 336kW of power and 600Nm of torque available, via a seven-speed automatic transmission, from its 6.2-litre naturally-aspirated V8, the C63 also sprinted to 100km/h in a claimed 4.5 seconds - out-pacing both the M3 and the RS4.

In May 2008 an Estate model was introduced to faces the BMW 3-Series Touring and Audi's A4 Avant.

Three engine alternatives were offered to Estate customers: the 1.8-litre supercharged petrol four-cylinder C 200 Kompressor, the 2.1-litre C 220 CDI turbo-diesel four-cylinder, and the 6.2-litre petrol V8 C 63 AMG.

March 2010 saw an update to the C-class range, replacing ‘Kompressor’ supercharging with more efficient turbo power on a new CGI direct-injection petrol engine.

Providing improved economy and emissions, this 1.8-litre turbo unit was initially available in two states of tune – delivering 135kW of power and 270Nm of torque in the C200 CGI models and 150kW/310Nm for the C250 CGI newcomer. Gearbox choices continued as six-speed manual or a no-cost five-speed automatic option.

Compared with the outgoing 135kW/250Nm C200 Kompressor, there was a 0.7 litre per 100km improvement in fuel consumption while carbon dioxide emissions fell to the tune of 18 grams per kilometre in the C200 CGI auto sedan. The C250 CGI, returned 7.7L/100km and 180g/km and for the first time, represented a direct rival for BMW’s 323i and 325i.

All other models retained the same mechanicals although the entire range gained significant specification increases at no extra cost.

The C200 CGI and C220 CDI got some Avantgarde trim pieces as standard, including the ‘Three Pointed Star’ grille that was previously the domain of the sports luxury grade models, as well as 17-inch five-spoke alloy wheels.

Along with the addition of split folding rear seats and a new dual cupholder recess, they tallied up to more than $2500 worth of value-added extras on the sedan. C-class buyers wishing for the more traditional Mercedes grille had to specify the Elegance package.

The C250 CGI cars built on these items with the fitment of Mercedes’ COMAND entertainment and navigation system, 18-inch alloys and the full Avantgarde model line features and trims.

V6 models gained even more value thanks to the inclusion of the company’s Vision Package (high-intensity discharge Bi-Xenon headlights with Intelligent Light System), Harmon-Kardon 450kW audio upgrade, and sunroof, while the C63 AMG added a reversing camera and double cupholders.

New Models - Mercedes-Benz GLA

Mercedes prices GLA-Class baby SUV from $47,900

Under 50: Mercedes-Benz has priced its compact luxury SUV, the GLA-Class, from $47,900.

Compact luxury Mercedes-Benz GLA-Class SUV to include three variants at April launch

By BARRY PARK4 March 2014

MERCEDES-BENZ’S pitch at the compact luxury SUV market, the GLA-Class, will wear a sub-$50,000 pricetag when it launches here next month.

The front-wheel-drive GLA200 CDI, the entry-level model in the three-variant line-up, will start from $47,900 plus on-road costs, the German luxury car-maker has announced.

The range will also include the all-wheel-drive GLA250 4Matic featuring a new generation of the all-paw system priced from $57,900, and the firebrand GLA45 AMG – also sending drive to all four wheels – priced from $79,900.

The GLA200 CDI’s 2.2-litre turbo-diesel engine delivers 100kW of power and 300Nm of torque while returning fuel consumption of 4.6L/100km on the official combined cycle.

The GLA250 4Matic will use a 155kW/350Nm 2.0-litre turbocharged engine using 7.0L/100km, while the GLA45 AMG will use the same turbocharged 2.0-litre engine as the A45 AMG, producing 265kW and 450Nm of torque – enough to launch the small soft-roader from 0-100km/h in 4.8 seconds.

Official Australian-market fuel economy figures are still to be provided for the AMG range-topper.

Standard equipment will run to 18-inch alloy wheels, satellite navigation, an electric tailgate, dual-zone climate-control air-conditioning, parking sensors and a reversing camera.

The GLA250 adds heated front seats with a memory function, adaptive headlights, 19-inch alloys and a sunroof.

The AMG-badged model steps up to 20-inch AMG-badged alloys, sports suspension, darkened body trim, bigger brakes, a more advanced satellite navigation system and a higher-grade surround-sound audio system.

Mercedes-Benz says the GLA-Class will include safety features such as low-speed collision avoidance, a blind-spot monitor, a fatigue monitor and a pedestrian-friendly bonnet that pops up to provide a bigger buffer zone.

The range-topping GLA45 AMG will add active cruise control and lane diversion monitor.

“Continuing the success of our range in the compact class, the GLA broadens our offering to a youthful, more dynamic target market.” Mercedes-Benz Cars Australia/Pacific chief executive Horst von Sanden said.

“Its expressive design, practicality and versatility, and superb performance, will ensure that the GLA-Class is highly desired in our local market.”

Mercedes-Benz also says the GLA-Class offers more than just a passing nod to off-road ability.

2014 Mercedes Benz GLA pricing*

200 CDI (a)	$47,900
250 4MATIC (a)	$57,900
45 AMG (a)	$79,900

*Excludes on-road costs.

Future Models - Proton 2014 Jumbuck

Proton van gains lead over Jumbuck ute

Beaut ute: Proton’s Jumbuck carved out a strong-selling niche for the Malaysian car-maker.

Proton’s Jumbuck replacement struggling against higher priorities

PROTON will consider launching a van into Australia’s light commercial vehicle market as it looks to find a successful successor to its Jumbuck ute.

However, while plans for a van have been flagged, the car-maker has said it is yet to decide if a replacement for the Jumbuck would be a commercial viability.

The ute, which sold from $14,990 before it was dropped from Australian showrooms in 2010, was one of the biggest sellers for the car-maker in its prime.

“There is still a plan to work on a replacement for the Jumbuck,” said Proton Cars Australia general manager of sales and marketing Billy Falconer

“At the moment it is just working on the business plan to make it work,” he said.

“Under the previous ownership (Proton was sold by the Malaysian government to the privately held, Malaysia-based DRB-HICOM earlier this year) things were done differently I guess, whereas under this ownership it is their money that they’re investing, so they need to make a viable business plan.

“It’s not just launching a car for the sake of launching a car.

“They’ve gone further than we’ve expected with the Jumbuck, but as I said it’s about the business case stacking up again, but how quick they could turn that around into production I couldn’t say.”

Mr Falconer said Proton had a niche all to itself with the Jumbuck.

“We didn’t really have any competitors,” he said. “I think there’s still a market for that type of ute in Australia, that’s a given, but at what volume – that’s what we’ve got to get our head around,” he said.

However, another commercial vehicle Mr Falconer is willing to entertain is a trade van based on the Exora people-mover.

He said it could potentially be viable to sell a stripped-out version of the seven-seater with steel panel inserts instead of windows to suit commercial clients.

Mr Falconer said while Proton was interested in spinning out into commercial vehicle sales, the company was keeping its plans “fairly close to its chest”.

“When management comes out (here to Australia later this year) we will be able to focus a lot more on what’s coming,” he said.

News - Holden Commodore ute

Holden ute’s ’Ring run stands alone

Big load: The Holden VF SS V Redline Ute lapped the Nordschleife in a record-setting in 8 minutes, 19.47 seconds.

HOLDEN’S VF Commodore Ute has set a world-record Nurburgring lap time for a light-commercial vehicle.

But there’s a catch -- it’s the only lap time ever recorded for a fair-dinkum ute on the famed circuit.

A VF SS V Redline Ute completed a full 20.8km run of the Nordschleife section of the tortuous German circuit in 8 minutes 19.47 seconds, beating the lap times posted in 2002 by an Audi RS6, and a 2010 Chevy Camaro SS.

Holden dynamics engineer Rob Trubiani was behind the wheel for the hot lap – not General Motors North American president Mark Reuss as rumoured -- and said he wasn’t expecting to set a performance benchmark.

“We came up with a plan to tackle the Nurburgring and break the world record for a commercial or utility vehicle, but when we did our research it seemed one didn’t exist, so we decided to set a record instead,” he said.

Holden is using the Australian government’s classification of the VF-based ute range as ‘Class NA – light goods vehicle’ to claim the unique record.

Mr Trubiani said after discovering there was no lap record to break, the team aimed for a lap time in the 8min 30sec range, which they smashed.

“To slash 11 seconds from that time with an 8min 19.47sec lap was incredible. There may not have been a utility-vehicle record before but I’m proud to say the VF SS V Redline Ute is now the Nurburgring benchmark.”

The ute that took on the ‘Ring was a ‘product-correct’ engineering test vehicle that was already in Europe for evaluation.

Holden said the only modifications were the removal of the vehicle’s speed limiter (for obvious reasons) and “a small amount of additional negative camber” on the front wheels.

After enduring 35 laps and 720 kilometres of testing over seven days at the legendary circuit, the only thing that needed changing were the ute’s brakes and tyres.

General Motors North America president and former Holden boss Mark Reuss did get a steer of the ute, though, and sang its praises.

“Spectacular. The steering system is one of the best I’ve ever driven – a perfect balance with real track capability,” he said.

Holden used an industry pool day, when the circuit was closed to the public and reserved for manufacturers use only, to test the ute.

Mr Trubiani said that the Nurburgring was the most demanding track in the world to drive.

“The Nordschleife section of the ‘Ring is the ultimate test of man and machine,” he said.

“It’s 20.8km long and has more than 170 corners with huge elevation changes and multiple surfaces – there is no tougher test for a car and its dynamics.

“If a vehicle can handle the Green Hell it can handle anything and proves yet again that Holden’s testing and development processes produce world-class cars with world-class handling,” he said.

The sports-focussed Redline range features track-tested Brembo front disc brakes and 19x8.5-inch front wheels with 245/40/R19 tyres at the front and 19x9-inch rear wheels with 275/35R19 tyres to ram home the performance cred.

SS V Redline models also get sports-tuned suspension with new front and rear spring and damper tunes, larger stabilizer bars and stiffened suspension bushes.

“Driving the SS V Redline Ute at the ‘Ring has been the highlight of my career,” Mr Trubiani said.

The ute was rumoured to be at the Nurburgring in the lead-up to a possible US berth as the resurrected Chevrolet El Camino.

Future Models - Skoda 2016 VisionC

Geneva show: Skoda to show Vision C

Vision quest: Set to debut at the Geneva motor show in March, the Skoda Vision C will showcase the company’s future design direction.

Skoda’s Vision C “design study” could spawn an Octavia-based Benz CLA rival

6 February 2014

SKODA will rip the covers off a slinky new five-door coupe concept at the Geneva motor show next month that will preview the next iteration of its design language.

The concept marks something of a departure for the VW-owned Czech brand, with the company saying in a statement that its future designs will be “more expressive, dynamic and emotional” than they have been in the past.

A sketch of the concept reveals a long bonnet leading to a bold, aggressive front end with a gaping grille and narrow, angular headlights, while the rear of the car features a sloping rear roof-line common to the coupe body-style.

Skoda is yet to release details of the concept, but some reports have suggested a production version of the swoopy coupe could be based on the mid-sized Octavia and sit above it in the line-up in a similar manner to Volkswagen’s Passat-based CC.

Late last year, British automotive publication Autocar reported that Skoda had green-lit a swoopy four-door coupe based on the Octavia, as well as a Range Rover Evoque-style sporty SUV, but that they would not be released before the arrival of the Fabia replacement in 2015.

If this concept gets the go-ahead for production, Skoda would be one of a number of car-makers to fill a niche by introducing a four-door coupe style vehicle as an alternative to its more mainstream model. It could potentially be a cut-price BMW 4 Series Gran Coupe or Mercedes-Benz CLA rival.

The company said in a statement that it is in the process of “renewing and broadening the entire range of models” and that Skoda design “is playing an ever more important role and shows the brand’s emotional vibrancy and power”.

Skoda’s next-generation of production models will likely carry design cues from the concept, starting with the tiny Fabia that is rumoured to debut at this year’s Paris motor show in October.

Mercedes-Benz kicked off the ‘four-door coupe’ trend back in 2005 with its striking E-Class based CLS, before Volkswagen followed suit with the CC, while Audi added its take on the body-style with its A4-based A5 Sportback in 2010.

Future Models - Skoda 2016 VisionC

Geneva show: Skoda uncovers VisionC

Green menace: The Skoda VisionC concept is built on the VW Group’s MQB platform and is powered by a compressed natural gas 1.4-litre turbo-petrol engine.

Skoda previews next-gen design language, five-door coupe with VisionC concept

SKODA has revealed computer-generated images of the VisionC concept ahead of the car’s Geneva show debut next week, highlighting its next-generation design language and previewing a possible new five-door coupe flagship.

The images reveal a clean yet edgy design with sharp lines and concave surfaces on the bonnet and side panels, and a silhouette that is reminiscent of a smaller Audi A7.

A statement from the Volkswagen-owned car-maker says the VisionC “introduces the next evolutionary step in Skoda design” bringing with it a “new expressive, dynamic and emotional design language”.

Skoda says the design of the tailgate adds “an element of surprise”, but it is here where the similarities with the more premium Audi A7 are the most pronounced.

Looking directly at the rear, there is almost a hint of the striking Lexus LF-CC concept from the 2012 Paris motor show, but the tail-lights of the VisionC are more squared off and carry a similar shape to the headlights when viewing the car from side-on.

At the front, Skoda’s familiar grille design is front and centre and triangular shapes feature in the headlight and fog-light design, while the large wheels housed by the bulging wheel-arches feature an unusual sharks-tooth design.

As well as previewing the company’s new design language, the VisionC points to a new five-door coupe that could sit size-wise somewhere between the Octavia mid-sizer and the Superb large sedan as a new stylish flagship for the brand.

Built on the VW Group’s MQB platform that underpins the Octavia, VW Golf and Audi A3, Skoda says the four-seat VisionC has a large boot and superior loading capacity while featuring a low weight and “optimized” aerodynamics.

The bright green body paint is a signature colour in Skoda’s branding, but it also highlights the efficient 81kW compressed natural gas 1.4-litre TSI turbo engine that sits under the bonnet. Skoda claims CO2 emissions of just 91g/km.

Skoda is the latest car-maker to design a four or five-door coupe, a trend that started with the Mercedes-Benz CLS in 2005 before Volkswagen debuted its Passat-based CC in 2008 and Audi released its A5 Sportback in 2010.

Skoda CEO Windried Vahland said the Vision C will highlight the direction the company is heading for design, but will also showcase its engineering capabilities.

“We are signalling the next stage in the evolution of Skoda’s design language with ‘Skoda VisionC’, and thus highlighting the dawn of the brand,” he said.

“The vehicle demonstrates the company's outstanding design and engineering expertise, and underpins the dynamism and value of one of the world's longest-established automotive companies.”

More details are expected to be revealed at the Geneva motor show next month, but it is still yet to be confirmed for production. If the green machine gets the green light, it could appear in Skoda showrooms sometime in 2016.

be smart with cars

Honda / CR-V / diesel

Our opinion

We like

Competitive pricing, generous standard features list, efficient 2.2-litre diesel engine, smooth six-speed manual gearbox, interior packaging

Room for improvement

Five-speed auto lacks a ratio, steering lacks weight and feel, no front-drive entry diesel option

HONDA may have only launched its fourth-generation CR-V SUV range in November 2012, but 14 months is a long time in Australia’s massively competitive compact-SUV market, particularly when you don’t offer a diesel option.

Major rivals – think Ford Kuga, Mazda CX-5, Toyota RAV4, Subaru Forester, Nissan X-Trail and Mitsubishi Outlander – offer diesel options. Honda admits it arrived late to the diesel SUV party, but now the UK-sourced 2.2-litre turbo-diesel has finally landed.

The diesel carries a premium of about $3500 over equivalently specified petrol variants, kicking off from $38,290 in DTi-S manual guise and $40,590 with a five-speed auto, while the top spec DTi-L with auto only retails for $45,340 excluding on-road costs.

All are all-wheel-drive – like most rivals – but we think the lack of a cheaper diesel option is a missed opportunity.

The Japanese car-maker is not expecting CR-V sales to skyrocket with the introduction of the oil-burning version, but it does predict about 150 sales per month combined with 850 petrol units for a combined total of 1000 per month.

Speaking at the launch this week, Honda Australia director Stephen Collins said the diesel CR-V will appeal to rural buyers, with the company already registering significant interest from potential customers in regional areas.

Only very keen observers will be able to differentiate between the petrol and diesel variants as Honda has only tweaked the headlight and tail-light design and a matte grey grille.

Cabin changes are limited to some black plastic and chrome flourishes replacing the wood grain from the petrol variants, but apart from that it is business as usual for the CR-V interior.

Honda's 'smaller outside, larger inside' advertising slogan is more than marketing guff. The CR-V's cabin is spacious and there is ample headroom throughout, while legroom for the driver and front and rear passengers is more than adequate for this category.

Thoughtful touches like the knee pads on the transmission tunnel cover, an extra storage nook under the front door rests and the handy mirror in the sunglasses holder up front to keep an eye on misbehaving rear seat passengers further enhance the CR-V's family-friendly reputation.

The CR-V offers up 556 litres of cargo space with all seats in place, pushing out to 1648 litres with the second row folded down. This compares well to its key rivals, such as the Mazda CX-5 (403/1560), Mitsubishi Outlander (477/1608) and Ford Kuga (406/1603).

In this category, buyers expect good levels of standard equipment and the diesel CR-V delivers, with cruise control, Bluetooth, reversing camera and reverse parking sensors, dual-zone climate control and sat-nav all standard on DTi-S.

Premium features such as heated front and passenger seats, front parking sensors, power driver's seat with memory and leather trim that is unique to the variant are standard on the flagship DTi-L.

A full size spare wheel is standard on both variants.

Honda caters well to rear seat passengers with reclining back-rests in the second row while a lever in the cargo area flips the seats back and stows the headrests automatically for painless rear bench folding. It’s ingenious, and native to Honda.

In DTi-S specification, Honda has covered the seats in a fine micro-suede material that feels nice to touch but could wear quickly. Thankfully the seats offer excellent levels of comfort and support, at least in the front row, while the rear bench is a little flatter but still comfortable.

Naturally, the DTi-L feels a touch more premium with the leather trim featuring a pattern that is unique to this variant.

Honda's UK-built 2.2-litre turbo-diesel produces 110kW/350Nm, delivering less power but more torque than the 140kW/222Nm 2.4-litre four-cylinder unit powering some of the petrol variants.

Our first drive was in the entry-level DTi-S with a six-speed manual gearbox, and much like the diesel engine/manual gearbox combination of its Civic hatch stablemate, it is a winning combination in the CR-V.

The engine offers good levels of torque and power, producing quick, but not sportscar quick acceleration from a standing start, and solid performance when overtaking.

The six-speed gearbox is a delight, with tight, short throws making for an engaging drive. Although the five-speed torque-converter automatic is an ok transmission with smooth uncomplicated shifts, it made the CR-V feel slower and like less of a driver's car than the manual DTi-S. It lacks a ratio compared to rivals, too.

Honda's electric power steering feels light and not as sharp and responsive as we would like, though this lightness makes it a breeze to park.

The CR-V has a tendency to lean in corners – more than, say, a Kuga or CX-5 – and the MacPherson strut front and multi-link rear suspension (identical to petrol variants) errs towards being firm, but not harsh.

It remained composed on unsealed surfaces, thanks to Honda's electronic four-wheel drive system with 'Intelligent Control' system that the company says provides a faster response when a loss of traction is detected.

The diesel variants maintain the petrol version's super quiet cabin, with very little road noise creeping in regardless of the condition and surface of the road. Typical engine rattle is subdued by noise-cancelling padding.

Buyers shopping in the diesel SUV market value fuel efficiency and the CR-V has stepped up to the plate with official combined fuel figures of 5.8 litres per 100 kilometres for the DTi-S manual and 6.7L/100km when matched with an auto, while the auto-only DTi-L sips 6.9L/km.

After a brief stint on regional back roads and highways, the DTi-L recorded figures of 7.8L/100km, which is reasonable given the distance covered and acceleration.

All in all, the oil-burning CR-V is a worthy addition to an already worthy range. The Honda isn’t a patch dynamically on a CX-5 or Kuga, but its cavernous cabin and frugal yet suitably punchy new diesel engine should put it on your shortlist, at the least.