I remember being surprised how much more fun a C240 six-speed was to drive than a C320 with its automatic. The shorter-stroke V6 revved smoothly and freely, and I simply spun it up high and shifted, wherever I went. I used a surprising amount of fuel, but I enjoyed myself and got there quickly.
This C230K isn't like that. For reasons I have yet to fathom, the transmission doesn't shift as crisply as I remember, even though it is the same unit in the same chassis. Related ergonomic details are troubling: The shift knob is the same shape as used for Mercedes' automatics, where it works very well, but is far off when attached to the manual. Anything resembling a "driving shoe" is too narrow to span the gap between accelerator and brake, so rev-matched downshifts are a challenge. Wearing wider shoes, as I usually do, solves that problem. Unfortunately, the combination of throttled volume and electronic controls so dulls throttle response that the concept of "blipping" the throttle is alien. Instinct and reflex honed over many years crumble to dust. Give me one of Mercedes' automatics, generally the best-tuned in the world, over this.
The new 1.8L C230K's supercharged engine doesn't spin freely. It redlines at 6000 rpm. I initially imagined this was because it was some cut-price, punched-out derivative of an A160 engine with an absurdly long stroke. Then I reviewed Ian Kuah's initial look at the new Mercedes four-cylinder range at www.europeancarweb.com/features/0307ec_engines/. It's an all-new design, with bore and stroke identical to the Toyota 2ZZ that will be used in the U.S.-spec Lotus Elise. That engine is my personal pick for smoothest, best-sounding four-cylinder ever to reach production. It makes peak power at 7600 rpm and has left the factory with fuel cut as high as 8400 rpm. Perhaps the Mercedes' balance shafts account for its personality, as they turn at twice crankshaft speed. Experience with other balance-shafted fours shows they absorb significant power, and can lead to reduced reliability, at higher performance levels.
None of that is really the point. Does the C230K have enough power? If the C240 has enough to be enjoyable, then the C230K certainly does. It's the way it makes its power that has failed to please most of this car's drivers.