THE FACT THAT the current C-Class plays second fiddle to the BMW 3 Series in nearly all respects must've sat like a large, oblong cactus in the stomachs of Mercedes-Benz execs. And it probably explains why this new, fourth-generation model has been so determinedly engineered to exorcise all of its predecessor's shortcomings.

As an aside, during the press presentation, a howling Valencian coastal wind threatened to peel the roof off the theatre we were in, as if the car gods were admonishing the assembled throng of car journos to be kind to the fourth-generation C-Class.

In actual fact, Mercedes could've launched the car in a shed in the back of the Alexandra Road showroom and it wouldn't have made much difference. This new one is a definite gem.

As before, there are three trim levels available globally, Classic, Elegance and Avantgarde, although whether all will be made available here is not yet known.

The big difference with this new C-Class is that choosing between Avantgarde and Elegance spec means quite radically altering the car's appearance.

Elegance cars get a more traditional multiple-slat front grille, and gunsight bonnet emblem. Avantgarde cars get a triple-slat grille with a centrally mounted three-pointed star, like the ones on Mercedes' coupe models.

The car looks like a baby S-Class, and this visual link can't help but make you consider the E-Class somewhat incongruous, and consequently obsolete.

Mercedes has also devoted much effort to making sure that the C-Class' aggressive shape is aerodynamically optimal.

Engineers have even gone to the extent of incorporating the function of a bootlid spoiler into the design of the tail lamps.

The tail lamps actually channel air from vents under the rear bumper out through special slits in their leading edges. This helps to cleanly separate the airflow from the car?s body, preventing turbulence that would otherwise cause rear axle lift.

The car tested here is an Elegance spec C 280. A larger engined C 350 variant will also be available when the car is officially launched in Europe.

C 180 and C 200 variants will follow later, featuring tweaked versions of Mercedes' existing supercharged four-cylinder engines, as will a C 230 entry-level V6 model. A high-performance AMG version, the C 63, will feature a 400bhp plus V8, and is set to make its debut at this year's Frankfurt Motor Show.

DRIVING IT
The new C-Class comes with what Mercedes calls 'Agility Control' as standard (the recently facelifted E-Class also features this system). The highlight of this package is a set of amplitude dependent dampers, which passively react to varying suspension loadings.

How a car behaves when it is driven on twisty roads with scant care for the concept of socially responsible motoring depends very much on how suspension and tyre grip conspire to manage weight transfer. Turning a car into any corner is essentially a fight to stop the thing from wanting to go straight on.

In the best drivers cars, you remain essentially unaware of this process, it's all lovely lightness and fluidity. In the worst, there's lurching, pitching, constant steering corrections, and much gnashing of teeth.

Happily, the new C-Class happens to rank amongst the very best, and in this regard quite comprehensively addresses criticism over the old model's dynamic inferiority to the BMW 3 Series.

Turn-in is impressively sharp, but the C-Class seems to eschew the bloodhound urgency with which a 3 Series will pivot about its driver. This isn't a criticism per se, in fact the way the C-Class layers on a veneer of dignity over frenzy is quite er, classy.

The steering is feather light, which will please existing owners, but devoid of feel. Luckily, the chassis more than makes up for this.

It offers both compliance and tautness in delightfully well-judged measures, serving up proper limo-like refinement and cushiness, and discipline master-type authoritativeness with regards to body control, almost magically whenever you ask.

The C 280 is unquestionably a quick car, but such is the general refinement that you barely notice the speed. Stomp on the gas and the 0 to 100km/h sprint takes just 7.3 seconds.

As good as the standard setup is, you can also specify an Advanced Agility Control package that comprises a set of electronically controlled adaptive dampers, stiffer anti-roll bars, quicker steering as well as lower springs. With the dampers set to sport mode, you also get sharper throttle response.

The C 280's 231bhp V6 is a familiar unit, already pulling duty in cars like the SLK and S-Class. That said, Mercedes must've tweaked it in its application in the new C-Class as the engine now seems smoother and quieter than before.

It still doesn't quite rev with the preternatural eagerness of a BMW straight-six, but it's a decent performer, and quite well suited to Mercedes seven-speed automatic.

INSIDE IT
The new C-Class' interior architecture isn't exactly what you'd call particularly exciting-looking, quite the opposite in fact. Everything is neatly laid out, though.

It is a nice and roomy place to be in, though. Mercedes has made the new car a lot wider and longer than the old one, and this is immediately apparent in the cabin. The front in particular, is positively cavernous.

More importantly, though, build quality marks a big improvement over the current car.

Everything actually feels properly expensive, from the simple but elegant instruments to the Comand control system borrowed from the S-Class.

The C-Class? Comand system uses a baby version of the S-Class' rotary controller, but boasts just as impressively crisp a display screen, the latter motors into view from a hidden panel on the top of the dashboard when activated. The system can also play movies and music via a built-in 4GB hard drive.

If you're generous with the options list, the sky's the limit. Aside from niceties like a panoramic glass roof and keyless entry, you can also boss the car about, quite literally, by barking instructions to it via an enhanced Linguatronic interface.

DOLLARS AND SENSE

The good news is that Mercedes intends to keep prices for the new car the same as they are for current models, adjusting for inflation.

Still, it's hard to say how much the cars will cost here as that very much depends on equipment levels.

CONCLUSION

Mercedes didn't just need the C-Class to be good, it needed it to be outstanding. And the new car is exactly that.

If you're the sort who privileges the drive above all else, the 3 Series still has the ultimate edge, but for everyone else, the C-Class should do nicely.

231bhp 3.0-litre V6 is smooth, quiet and very torquey
Interior is understated but extremely well put together
Seven-speed automatic is smooth and very responsive
Sleek-looking tail lamps have aerodynamic aids built in

Audi A4 2.0T (A)

The latest A4 is a tidy handler and boasts one of the best cabins in this class. If understated elegance is your thing, the A4 is the car to go for. In 2.0T guise, you also get an excellent direct-injection turbocharged engine that can just about hold its own in this company.

BMW 325i (A)

If driving's your thing, the 3 Series is still the one to go for. The 325i's wonderfully smooth 2.5-litre straight-six is a superb engine, and the handling is first-rate, with very few cars coming even close to matching its balance and composure.

ENGINE TYPE 2,996cc 24V V6
MAX POWER 231bhp @ 6,000rpm
MAX TORQUE 300Nm @ 2,500rpm
GEAR BOX Seven-speed automatic
TOP SPEED 250km/h
0-100 KM/H 7.3 seconds
Price TBA
Warranty TBA
Call Cycle & Carriage
Tel 6298-1818

PLUSES Bold styling, much improved build quality, great handling and refinement
MINUSES Steering lacks feel
VERDICT The new C-Class is a gem, it's agile, well-built but most importantly, the car feels genuinely expensive, and very much worthy of wearing the three-pointed star