THE CLASH OF THE TEUTONS
BMW will be coming soon with its class-defining new 3-series. By that time, however, Mercedes will pull the spanking new C-class out of its sleeve. Both these luxury-execs have always been at loggerheads with each other. But now, the battle will be in our own backyard.

Lob an E-class and a 5-series BMW into a washing machine, soak, lather, spin and dry and the shrunken results you see before you will be Mercedes' C-class and the BMW 3-series. Global demand for these entry-l evel execs that offer rear-wheel-drive dynamics, luxuries and capabilities similar to their full-fledged cousins, has been growing rapidly in recent years.

The new 3-series is devastatingly good, but the all-new C- class could leapfrog its rival.

NEW MERCEDES C-CLASS
Mercedes inaugurated this segment in India back in April 2001 with the launch of the C-class, or the Baby Benz as we called it. Its smart organic looks, vastly improved dynamics and the lure of the three-pointed star at a more affordable price, made it pretty popular with aspiring Merc owners. Even the base model came with high-tech features like electronic stability control, multiple airbags, and wipers and headlights that switched on automatically. To top it off, the CDI motor was one of the finest diesels you could lay your hands on.
Initial C-class sales were good thanks to an aggressive launch price but upward revisions made it too much of a stretch. Besides, the anemic petrol motor in the now-discontinued C180 was never worthy of the car's pricetag and this motor was prone to giving problems, especially with poor-quality fuel.
The onslaught of D-segment cars like the Accord and the Camry made the smaller and cramped C-class look like poor value. To add to Mercedes' woes are the growing band of dissatisfied C-class customers; many of them tired of the astronomical maintenance costs. Mercedes has kept the C-class on the boil with face-lifts and better engines, but to give this model-line a serious boost, it's the new C-class that we will have to wait for.
The new C is expected to be launched in late 2007 when the car market is likely to be quite different. Pundits expect this segment to grow due to the rapid growth of our economy as well as greater competition between players, who would be forced to put their best and most competitive models forward at the best price.
Mercedes' new C-class may be two years away, but the excitement and buzz around the car has already begun, with details beginning to emerge from Stuttgart. BMW's new 3-series, launched earlier this year, has yet again set the benchmark and now it's up to Merc to make the best use of the advantage that its model cycle provides them with, and come out with a humdinger of a car.
As you can see from the illustration, Merc will most probably do away with the organic look of the current C-class and bring in the sharp, chiseled looks of the new S-class — the headlight pod, the sharply sculpted fenders, the headlight-to-grille ratio et al. The baby Merc takes inspiration from the CLS too. Like that arched-shape, swage line on the flanks and the roof in particular. Surfacing is generally tighter and sharper, with the only organically shaped feature being the mirrors.
The new C's chassis will be all new as well. Using a longer and wider track, it will provide for a more stable platform. This is also good news for Indian customers, as it will mean that the new
C will definitely have additional legroom for rear seat passengers. A revised version of the four-link front suspension, that is also seen on the E-class, will be carried forward with increased wheel-travel built in. The rear multi-link suspension of the C-class will be carried over too.
The new platform, known internally as the W 204, will form the basis of not just the new
C-class but a whole host of variants, a coupe, a convertible and for the first time, a compact SUV! Merc will do well to introduce the latter here as well. The new C-class's chassis will be laser-welded for increased stiffness and a superior finish, further improving driving dynamics.
All new C-class motors will feature direct injection engines, be they petrol or diesel. It is expected that Mercedes India will choose one of the variants of Mercedes' M271 engine family. The 'mid-range' version of this 1.8-litre petrol engine is expected to produce 170bhp. This turbo-charged engine is rumoured to use Bosch's 'Scavenge' technology that aids the turbo by blowing into the intake manifold as well, for improved flow.
The current 2.2-litre CDI, as seen in the 220 CDI, will be mildly upgraded for use as well, with improved, higher pressure Piezo injectors — a possible inclusion for India, but largely dependant on diesel fuel quality.
Cabin details remain sketchy, but Mercedes may equip the C with its version of a screen-based multiple menu interface they call Cockpit Management and Data System (COMAND). Like BMW's I-drive, you can control a whole host of the car's features with COMAND.
Daimler Chrysler India Ltd is likely to introduce this model within months of its international debut and will assemble it in kit form in its Pimpri plant where the current C-class is assembled. Bigger and better, the new C will be a quantum leap ahead of the car it will eventually replace.

The new BMW 3-series
We know. We have said it before. But this time we are saying it even more vehemently. The dithering is over. You will soon be able to buy a 3-series BMW in India, either one that is fully imported or, eventually assembled here.
The Munich-based manufacturer is in the process of acquiring land near Chennai to erect an assembly operation to assemble the new 3-series (E90) and 5-series (E60). BMW is finally serious about the Indian market and knows that if it has to take Mercedes head-on, it better play the same game as its rival - produce cars in India. The plan is to begin importing the 3-series with the eventual aim of locally assembling it, sometime in 2007.
Slightly larger than its predecessor, the nose of the new 3 is its most alluring part. Viewed head-on, the 3-series seems stretched apart, as if someone has yanked the headlights, the kidney grille and the chin apart. It looks wider and larger and as a result, you have the headlight clusters almost spilling over as far as the sharp wheel arches. Its nose may not be pretty, but the controlled 'flame' surface flanks, the integration of the 'C' pillar and the boot is interesting.
Inside, the BMW is much prettier. Following the trend started by the 7-series but cemented in the 5 and later the 1-series, the interiors look uncluttered, clean of line and beautifully built.

The driver's attention is focused on the sporty thick rimmed three-spoke steering wheel. Also, the perfectly formed chrome lined gear-stick and the very legible and neat speedometer and tachometer, are the only features visible on the instrument panel. Everything else is visually pushed into the background. Then you have the central console with well-damped and solid buttons, the simple vents, the generously used strips of brushed aluminum that line the dash, the steering wheel and even the central console.
We had conducted a road test of the 3-series in April 2004, and had criticised the shortage of rear-seat space. And this has been the biggest improvement in the new 3-series. Legroom in the rear has been considerably improved and this saloon is now well upto the task of carrying four six-footers in comfort.
BMW is expected to match customer expectation and exceed Merc's C-class specification by bringing the 3-series with its silky smooth and potent three-litre — the range-topping 330i. A naturally aspirated, Valvetronic motor that uses only its valves to control the inlet of air into the engine and no throttle plate, this motor boasts variable valve timing as well. It doesn't use supercharging or a turbo, but has an impressively high specific output, making 258bhp.
The 330i can catapult itself to an electronically-limited 250kph and touch 100kph in 6.3seconds. This engine is brand new and boasts the latest technology BMW has on offer, including a weight-saving magnesium crankcase. Compared to aluminium, magnesium reduces weight by a whole 30 percent arming the 330i with a lighter engine, more acceleration and better fuel economy.
The 330i will be joined by the 320d at launch and this phenomenal diesel motor, known for its combination of performance and frugality, could be the staple model for BMW in India. This may be strange considering the marque's overtly sporty stance, but only goes to showcase how far the common-rail turbo-diesel technology has progressed. With 163bhp and 34.6kgm of torque from as low as 2000rpm, this engine is absurdly quick for a diesel of this capacity. Try 8.3seconds to 100 and a top speed of 225kph.
The body shell of the 3 is all new and 25 percent stiffer; a big jump in an area that had been critisied on the older car. The 3 shares a lot with its immensely capable cousin, the 1 Series — BMW's brilliant rear-wheel-drive sporting hatch. The front suspension now has an extra arm to aid wheel location and sharpen steering responses and the rear is suspended by five individual arms. Moreover, many of its arms are made of aluminum.
The new 3-series comes standard with run-flat tyres that have an adverse effect on the ride quality of the car, but it's not clear whether these tyres will be carried onto the Indian car. More so, since ride quality is paramount on our roads.
True, they won't sell in massive volumes, but the Indian market seems ready for the luxury execs. These cars are very much usable on a day-to-day basis and make practical buys over more exotic cars. However, that still doesn't make them immune to concerns over price and long-term maintenance. The C-class, as we said earlier, didn't do well because owners thought they were not getting what they paid for.
On the brighter side, the people who would like to buy these cars don't need much convincing or a heavy sales pitch. Good value for their money and a well-supported service network; something that is possible only with localisation, would suffice. If priced around the Rs 25lakh range, these Teutons will find many takers, as the desire to own one of these cars is very high.
(With inputs from Greg Kable)

Four rings and a big cat
The C-class and the 3-series are likely to have other competition as well in the shape of Audi's A4 and the Jaguar X Type.
Audi is finalising plans to import the car and is working out the specifications as well as a price that will make it competitive with the C-class despite the dis-advantage of higher customs duties.
Freshly styled, this front- wheel-drive saloon will appeal to customers looking for a change from Mercedes ownership. Besides, Audi's understated styling, solid build and relatively non-descript presence are other attractions. Or in this market, are they? Jaguar has yet to get rolling, but its entry-level model, the X-Type is sure to be on their menu. Based on Ford's relatively inexpensive Mondeo platform, the mildly retro looking Jaguar could be competitively priced.
Jag has just launched a very competent two-litre diesel and the petrols are powered by V6 motors.
Do we hear the swords being drawn out?

Jaguar X Type	Audi A4