The starter model is an agreeable car, with a broader spread of capabilities than you might at first expect.

Price: $86,000 ($90,000 as tested).

Engine: 1496cc inline four-cylinder petrol, 150kW/ 300Nm, nine speed automatic, combined economy 6.9 litres per 100km, CO2 157g/km.

Vital statistics: 4751mm long, 1820mm wide, 1437mm high, 2865mm wheelbase, 455 luggage capacity,  19-inch alloy wheels.

We like: Modest engine doesn't let it down, with plenty of refinement and enough urge in most scenarios; well calibrated chassis; beautiful interior.

Not so much: Artico (when modern cloth options are just as agreeable); no head-up display; high time to rethink gear shift wand.

 BIG sixes, gargantuan V8s. Those days have gone. Today, small is big.

 And, yet, knowing all this, will there be reservations about buying into this version of Mercedes’ sales stalwart, the C-Class?

 Citing the designation on the back end is the most obvious thing to do yet, in circles where badge envy still exists, might as always retain risk. Some will simply see ‘C200’ and think ‘hah, runt of the litter.’

 But is that short-sighted? As said, we’re into a period when the car industry is by and large committing to doing more with less.

 Once were the days when a 2.0-litre four-cylinder petrol seemed barely enough.

 Now, of course, that’s the current top-tier choice, behind the C300 badge in pure petrol configuration and others – even AMG’s venerated C63 – with electric assist. The times have changed.

 You can huff about it and steer clear. Or you can embrace and enjoy the new opportunity from a brand that, by and large, does not take chances.

 So, back to the C200. Beneath the bonnet, something new for the C. A 1.5-litre. And, honestly, if chances are if you were none the wiser about this, then you’d imagine it was at least a 2.0-litre. In the same way that, if again oblivious to the actual circumstances, you might really think the 2.0-litre in the C300 was something larger still. Not just in capacity but cylinder count. There’s a real ‘sixi-ness’ to the more expensive model’s driving feel, if not always its soundtrack.

 The C300 is for another day. It’s the C200 under the microscope here and it’s a fascinating study, not least for outputs; 150kW of power and 300Nm of torque, the latter at just 1800rpm, seem good in larger capacity company. In the 1.5-litre sector, they’re simply brilliant – just 40kW and 100Nm shy of the C300’s unit.

 But there’s Mercedes for you. Like I say, this is not a brand to do things by halves. When they engineer, they really engineer. Though the C200 is not as energetic off the line as the C300 – with 0-100kmh taking 7.3 seconds (whereas the larger model does it in six flat) – nor as muscular in the mid-range, it doesn’t feel weak or insipid and has no issue working with the nine-speed auto that provisions across the whole C-Class family.

 Plus, in addition to expressing quiet resolve, it’s also doing the world a good turn by sipping fuel. Mercedes’ claims a combined fuel consumption of 6.9L/100Km for this engine, whereas the 2.0-litre knocks back at 7.3.

 That in itself is really attractive at a time when the litre price of petrol is coming up to match that of world-best champagne, but what is more alluring is the potential for the car to better that result.

 Achievable? From this experience, easily. The final stint of this test was a two hour open road run, almost wholly at 100kmh. The average economy for that leg came to 6.1 litres per 100km. The only previous C-Class sedans I’ve seen do better have run compression ignition.

 The potential for enjoying very decent economy might not necessarily be a priority when you’re buying into a car that, in costing close to $90k as tested (the base package is $86,000 but this one had a $1700 SPORT Package, metallic grey paint for $1600 and anthracite lime wood trim; for $700), is almost double the cost of a mainstream model of similar size and capability. But, rest assured, the premium-ness that also attracts buyers to this badge also evidences coherently in this car. plus you get a very decent dollop of comfort, space and junior S-Class kudos. The latter not simply through the latest C picking up on some styling elements first tried out on Mercedes’ flagship limo. Even the least expensive C-Class has some of the top model’s impressive technology, much operated via a touch screen that’s as impressive in its design and operability as its sheer size.

 Most luxury sector cars now come with a raft of safety aids on board, but the C-Class definitely is not one in which you can easily find lapses. There is a LOT of smart electronic tech, some new to the category, to win attention and even though the best stuff is contained to upgrade packages that lift buy-in by $2400 to $3800, even in base factory provision the highest-volume Mercedes-Benz model of the past decade (2.5 million-plus sold globally in its outgoing iteration, including more than 4000 here), has features that were either unavailable or optional on the outgoing car. An important consideration given prices are up by $8900 and $10k respectively.

 It has blind-spot assistance as standard, which isn’t the case for some of its competitors. There’s also the usual active lane-keep assist and active brake assist, both of which are, despite being at times a touch too sensitive, really important safety assists.  You also get variable cruise control and the Sport provision implements the parking package, which includes a 360-degree camera. The C300 bumps up the accident-avoidance kit more, with an acronym-thick ‘driving assistance package plus’, with one highlight being a side accident anticipation and protection system. However, even at entry level, all the important boxes are ticked.

 Regardless that it’s not the ultimate spend edition, first impression when sliding behind the wheel is how swish this interior is and how closely it mirrors the S’s minimalist aesthetic. Sure, when you’re not spending absolute top dollar, you’re not achieving absolute luxury.

 An entry C-Class not having a full leather interior is not such a bad thing these days; so many brands are now going for the ‘vegan’ option as part of their effort to show stronger Green conviction. In saying that, Artico (Benz-speak for vinyl does a seem a touch off the pace now). The cost-extra wood trim was a bit of a visual pep, though not overwhelming so; day grey trim in an overly black cabin only lifts the mood so far. However, one plus of an environment in which the surfaces are sombre toned is that it brings out the full strength of the interior ambient lighting package, which is really something else.

 The latest ergonomic approach swaps out many of its physical buttons in favour of touchscreen housing the latest version of MBUX infotainment and driver involvement technology, which Mercedes says has more processing power than the previous generation.

 Set into the centre console and slightly tilted towards the driver, the touchscreen is larger of two Mercedes NZ could have chosen and it is massive. Its placement pushes the three air vents up above the display. The centre-console touchpad and controller knob found in the outgoing car have disappeared completely.

 If you know MBUX already, the updated version is obviously improved yet fundamentally no different. If you are a first-timer for both, it might be best to spend some time attuning to basic capabilities before starting the engine. Honestly, it’s not that daunting, but it does demand attention, since so much functionality is hosted here, though it’s not like a Tesla in being a sole activation entry.

 At least functions such as the windscreen wipers and lights are still operated by orthodox controls; there’s also the column-mounted gear selector that, sooner or later, is bound to be confused for an indicator wand.

 As much as the big screen demands effort to understand, that smaller screen – that immediately ahead of the driver – is potentially the one that, initially at least, delivers more of a sense of information overload. The options for choosing which dial displays what information, as well as different instrument styles and layouts, seems a bit unnecessary, given there are really only two – the standard and sport – that are fully useful.

 The big screen is just futuristic enough to be impressive without being overtaxing. The button count is much diminished, and the ‘hey Mercedes’ voice recognition, a console-mount touchpad and track pads embedded in the multifunction sports-styled steering wheel also come more to the fore for infotainment, nav and phone-related operability.

 Apple CarPlay and Android Auto now at last connect wirelessly. The navigation can be upgraded to include augmented reality, which utilises a forward-facing camera to show real-time directional assistance. This second-gen MBUX enables software updates via WiFi. But this isn’t a one-way thing. In addition to receiving data it can also act as a command module. The ultimate trick, not yet involved for NZ operation, is a car-to-home function, co-developed with Google and designed to run Bosch and Samsung smart home devices of all ilk. So you could turn on the living room lights, close the curtains and set a heat pump temp and also patch into a compliant home security system to check for intruders.

 Some cars have head-up displays as standard. A HUD being optional on the Mercedes does seem a bit mean, even though Benz’s is not a regular kind, being one that creates the impression of a virtual image in colour, floating above the bonnet about 4.5 metres in front of the car, similar to a hologram.

 LED headlamps with headlamp assist and adaptive high beam assist are standard. Spend more and these will smarten up to digital types that can detect if a driver is about to run a red light or a stop sign, has accidentally driven the wrong way onto a motorway, or has crossed to the wrong side of the road.

 Although the overall proportions look similar to the outgoing model, the first major redesign since 2014 is basically new from the ground up. In addition to a more aggressive look and cleaner profile, the body is 10mm wider and longer overall (by 65mm) and in wheelbase; the roofline has lowered 9mm to suit the more athletic stance.

 Boot space remains pegged at 455 litres but cabin room has enhanced a touch, mainly for rear occupants, who achieve 35mm more knee-room and 13mm more head-room.

 As much as it clearly feels impact of cost constraint, the C200 is one of those Mercedes cars whose price isn’t easy to accurately judge, in that it feels like a luxurious proposition to drive or be driven in.

 There's no getting away from a slightly rough-edged four-cylinder rasp when accelerating hard, but it’s largely refined otherwise and the engine note is not too intrusive, settling down to a much quieter hum when you're cruising, which is to the benefit of long-range comfort.

 True, you don’t enjoy the big easy oomph that arrives with larger capacity petrol or, for that matter, a diesel. In reference to the latter, Benz has built some brilliant oilers, but given that the dark stuff is fast falling out of fashion, this unit delivers yet more proof that going back to petrol power for more or less the same levels of parsimony is possible. Agreed, the 1.5 is no firecracker; responses are always rounded rather than head-smackingly urgent. Yet its progressive thrust is ample enough to dial up respectable pace and there’s enough on tap for instant gap-plugging or sudden overtaking from a cruising velocity.

 The 9G-tronic automatic gearbox works smoothly almost all of the time, with only an occasional shunt down the cogs when you ask for sudden kickdown. You can use the little paddles behind the wheel to shift up and down, but the gearbox is so competent that’s not going to happen often.

 How special does it feel to drive? That’s an interesting aspect. Truth be told, there’s really  nothing spectacular going on, with light steering and an urban ride quality that's is perhaps just a tad too firm for absolute comfort.

 But, then, as you clock the kays, you start to be impressed by how quietly resolved it all is. As much as the engine’s traits are going to make it welcome for urban driving, the open road stuff is not challenge, either. Those Autobahn genes impart in accurate steering, excellent stability, strong brakes and a general feeling of utter competence. It's very much the kind of car that makes a long run not merely easier, but pleasurable, as you revel in the sheer solidity of it. Refinement is excellent, and there's very little tyre noise.

 If the road turns twisty, it’s not going to have you seeking out a pair of driving gloves, but it is nonetheless good enough. Not quite lithe, but neither does it feel bulky nor inaccurate. It is here, though, where the drivetrain will feel a bit under-cooked, all the same. But that’s why Mercedes has AMG, right?

 Local distributor prediction that eight in every 10 C-Class buyers will opt for this model isn’t a sign of buyers wussing out. There’s no doubt that you will be able to buy better C-Class editions; when the C200 and C300 were driven together at the launch event, the larger was the more communicative and enjoyable driver’s car.

 Yet, for the same total of its talent, the C200 is perhaps the better effort. Working with less to deliver more always requires special effort, after all.