Used Mercedes B-Class Check: How affordable and practical you can drive a Mercedes

Compact vans are now leading a niche existence. Despite their practical advantages, they are increasingly disappearing from the market – many manufacturers no longer offer models at all. The SUV has long since overtaken the family-friendly compact van. The Opel Zafira and Ford C-Max have not been available new for sale for six years, and VW is also planning to discontinue the Touran, which has been in production since 2015. Mercedes is expected to discontinue the B-Class in 2026. Anyone who is expected to pay more for less space in an SUV and accept higher maintenance costs is entitled to take a critical view of this.

The history of the B-Class begins in 1997 with the first A-Class. Its high entry and good visibility were particularly well received by older buyers. However, the short, steeply sloping front caused dissatisfaction – many missed a classic hood. In response, the B-Class was created with an extended front end. The compact, front-wheel-drive van was a success and cost the C-Class several customers. The B-Class offers a comparatively affordable entry into the world of the current, rounded Mercedes design. The third generation was launched in December 2018, followed by a facelift in October 2022. All gasoline engines were converted to a 48-volt electrical system and the manual transmission was eliminated.

The roots of the B-Class reach back to the first A-Class, which, at just 3.58 meters long, already offered three meters of flat loading length – thanks to a sandwich floor and an optionally removable passenger seat. With the 176 series launched in 2012, the A-Class moved away from the "tall and practical" concept and became a sleek, fashionable compact. However, the B-Class remained true to its spaciousness – not least because it was able to attract a customer base that likes to climb in through large doors and sit high. Also unbeatably practical: the large tailgate, behind which lie 455 to 1,545 liters of highly flexible storage space. The bottom line is that the whole thing is very comparable to a cross between a VW Golf Plus/Sportsvan and the Touran.

In the past, the compact van format was not uncommon. The Renault Scénic, Ford C-Max, various Korean models, and (somewhat smaller) the Opel Meriva enjoyed immense popularity until the SUV and crossover boom. The B-Class remained, focusing stylistically on its sophisticated exterior and interior finish. Accordingly, the bodywork is also of a very high standard, starting with the smooth underbody paneling that offers neither dirt nor air resistance a foothold, and continuing with the fine gaps and very low wind noise. Consequently, the B-Class has an outstanding drag coefficient of 0.24. There are only a few examples that are worthy of criticism, with vibration frequencies producing a certain tendency to drone when driving at higher speeds.

The amount of space is one of the B-Class's biggest advantages. Four people travel very comfortably, and the luggage compartment is also generously sized. For short trips, three adults can even fit in the rear seat. Starting in summer 2019, this seat could be optionally moved by 14 cm—in combination with a folding passenger seat backrest, this creates a cargo area over three meters long. While practical, it's not a quantum leap over the first A-Class.

The raised seating position makes it easier for older people to get in and out. However, the controls take some getting used to for some drivers. Even tech-savvy drivers need some time to configure the desired display in the digital instrument cluster, for example, using tiny touchpads on the steering wheel spokes. With the MBUX operating system, the B-Class boasts an infotainment standard that still offers the most modern features today. A three-way freely configurable head-up display is a great detail, as is the augmented reality navigation, which overlays the navigation arrows in real time onto the real video image (both optional). So Mercedes is moving with the times. It's just a shame if customers prefer everything a little simpler. At least: thanks to the most important physical buttons, the central controller, the touch controls, the steering wheel buttons, and the (very good) voice control, every imaginable control redundancy is available. It couldn't be better. The seats impress with good lateral support and a high level of comfort, even in the rear. The same applies to valuable materials and the best workmanship.

The second B-Class generation offered electric and natural gas drive for the first time, while the third introduced a plug-in hybrid. The tested B 250e (2020, 68,000 km) is one of the more powerful models. It combines a 160 hp 1.3-liter turbo gasoline engine (a Renault engine with revised peripherals) with a 102 hp electric motor for a system output of 218 hp and 450 Nm. This enables it to reach a top speed of 235 km/h. Since the facelift, the top speed has been limited to 223 km/h despite identical system output. The battery capacity was recently increased to 17.1 kWh, enabling an electric range of 83 km according to the WLTP – six km more than before. In hybrid mode, the electric motor powerfully supports the combustion engine. However, when lifting the accelerator pedal, the gasoline engine experiences a noticeable turbo lag. The power delivery is also sometimes uneven when overtaking. However, if you press the pedal firmly, it moves along quickly. The exhaust ends under the front seat, which is noticeable acoustically. The hybrid battery is located at the rear between the wheels. Incidentally, the same engine is also found in the non-hybrid gasoline models up to and including the B 200. It is sufficiently powerful and smooth.

Around 24 percent of used models are diesel, with the 180 and 200 engines being the most common. The less powerful diesels up to 116 hp (Renault K9) are considered robust. The more powerful OM654 diesels are durable, with mileages of over 500,000 km possible. Initial problems with the timing drive (see the Defects section) have been resolved, and the injectors work reliably. Criticism is more directed at the harsh sound of the OM654 and the hybrid's small 35-liter fuel tank. The plug-in hybrid operates with separate cooling circuits for the combustion engine and electric motor.

Powerful two-liter gasoline engines are rare. The hybrid is highly recommended: no sluggish acceleration like diesels, no judder like larger gasoline engines. Its performance figures: 0–100 km/h in 6.5 seconds, top speed of 235 km/h, and tested fuel consumption of 7.9 l. At the launch of the third generation, gasoline engines were available with 136–224 hp and diesel engines with 95–190 hp. Later, the B 250 e with 218 hp and a 77 km electric range was added.

The hybrid comes standard with an eight-speed dual-clutch transmission. This tends to shift up nervously when driving gently, but is responsive and smooth when the accelerator is applied forcefully. Overall, both the seven- and eight-speed dual-clutch transmissions deliver solid performance—partly because of their durability, and partly because their tuning is almost as smooth as that of a torque converter automatic transmission. Manual transmissions were only available until the facelift—and in very small numbers: Of the 2,900 used W 247s in Germany, only 178 have a manual transmission. Since October 2022, the manual transmission has been discontinued entirely. Automatic transmissions are now standard on around 93 percent of models.

Here, prospective buyers should carefully consider what they want. Due to its rather fashionable design and close resemblance to the sporty, low-slung A-Class, Mercedes has managed to sell many models with higher design lines and correspondingly larger rims. Adding the "comfort suspension with lowered suspension" to the mix, the inherently comfortable B-Class loses a lot of its ability to absorb shocks. Is that really necessary in a compact van? Regardless of the equipment, the B-Class delivers a confident driving experience even at higher speeds without sacrificing comfort. With the standard suspension and a bit more rubber on the wheels, you get comfortable suspension, confident handling, and precise steering.

The B-Class is technically reliable. Problems with hybrid or combustion engines are rare. The ADAC classifies the B-Class as "in the green zone" across all model years. Despite the high level of reliability, there are some well-known points to consider when buying used cars, which are mostly limited to wear and tear on the chassis: After higher mileage, worn wheel control joints, strut support bearings (if the front axle creaks or rattles), coupling rods, and wishbone bearings can be issues. However, these parts are available in the open market, sometimes in improved quality. Less frequently, a fault with the electric parking brake is noticed, for example, if the braking effect is uneven. More important in some cases is the implementation of possible recalls. These affected the adaptive high beam, the driver's airbag, and the oil supply to the turbocharger on the 1.3-liter gasoline engine. Models with sports brakes were recalled over a certain period due to faulty brake caliper bolting.

We mustn't forget to mention the problems of the early two-liter diesel engines (up to summer 2020). Models that constantly idle in taxi service, for example, and practically never have the opportunity for DPF regeneration in city traffic, struggle with oil dilution due to fuel ingress. In particularly severe cases, this leads to a lubrication deficiency in the cylinder head. The roller rocker arms that operate the valves can then wear out. If this is overlooked, there is a risk of engine failure if the timing chain is overstressed. This phenomenon has been widely reported in taxi circles, but so far has rarely affected a normally driven private car.

The B 250e shown here, with 48,000 km, is offered for €25,580 – a fair market price. Generally speaking, a B-Class is no bargain. Around 2,900 used W 247s are currently listed in Germany. Prices start at around €8,000 – mostly for former taxis with high mileage. For vehicles with five-digit mileage, you'll need to invest at least €18,500. B 250e models start at around €21,000. Conversely, thrifty shoppers can also confidently buy a commercially powered petrol or diesel car with around 100,000 kilometers on the clock for a good €15,000. Considering the utility and modernity of the B-Class, that's downright cheap. Maintenance costs are manageable thanks to moderate vehicle class classification: liability 14–17 (petrol engines), partial insurance 20–23 (diesel), fully comprehensive insurance 21–23 (PHEV, powerful petrol engines).