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First driveMERCEDES-BENZ E-CLASS
ooking firmly to the future while nodding acknowledgement to the past can’t be easy, but it’s exactly what Mercedes-Benz has attempted with the new E-Class. As the eighth generation of a model that is “the heart of the Mercedes-Benz brand”, as one executive at the international launch in Spain correctly asserted, ignoring its long heritage was never an option. At the same time, the new E-Class had to include the ingredients for success in a world where the rate of change, in both customer priorities and government rules, is accelerating.
There’s certainly nothing about the exterior design of the new E-Class that shouts progress. Quite the opposite, in fact. The new model is actually intended to appear a little more formal and conservative than its immediate predecessor, confirms designer gerd Schutzke. He points to the way the more upright C-pillar frames the rear door glass as an example of how the car’s shape expresses a greater sense of “status and comfort”.
The basic proportions of the new E-Class are attractive, yet the car isn’t a nose-to-tail visual treat. There’s just a bit too much going on. it’s not only the heavy-handed creases that begin either side of the air intake beneath the traditional grille, then trace an ascending trajectory along the car’s flanks. it’s the references to the E-Class’s ancestors, both distant and more recent, that are a touch too much. The four-eyed front, which recalls the 1986-’95 W124 E-Class, isn’t as much of a problem as the attempt to make the rear guards evoke the spirit of the 1953 ‘Ponton’ Mercedes. Pastiches of the past are seldom successful (check Jaguar’s recent back catalogue for proof), and the new E-Class is no exception.
Although the exterior design is both busy and lacking in harmony, air evidently loves the shape. Mercedes claims its coefficient of drag is 0.25, a number that’s better than any other luxury sedan and which, among production cars, is
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Conservation,foundation
MERCEDES-BENZ launches its eighth-generation E-Class with technology for tomorrow wrapped in styling
that references the past. It’s a fine drive, but the model’s significance means it can’t shake that conservative lineage
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Benz says new E’s 0.25 Cd rules luxury sedan class
The difference between the four-cylinder turbo-diesels earmarked for Australia boils down to boost. Shared details are cylinder bore, piston stroke and static ratio (the purely mechanical compression ratio, which doesn’t take into account the additional compression delivered by the turbo). With its pair of turbos huffing harder, the E250 CDi engine delivers torque to the tune of 500nm from 1600 to 1800rpm, compared with the E220 CDi’s 400nm from 1400 to 2800rpm.
Although the E250 CDi’s narrower band of max torque suggests it may lack driveability compared with the E220 CDi’s broader spread, this ain’t the case. The 250 has more to give no matter where the tach needle points. its easy responsiveness feels exactly right for the E-Class.
Like every other four-cylinder E-Class, the E250 CDi engine is teamed with a five-speed automatic. While it’s more than likely the carry-over auto was a cost-saving measure on Mercedes’ part, it barely matters. There are more than enough newton metres to cover the gaps between the gears. The transmission is best left in ‘C’ for comfort mode, where it upshifts earlier and holds higher gears than in ‘S’ for sport.
There’s little between the pair of diesels and the smaller, direct-injection, turbo-petrol four for refinement. in its own way the E250 Cgi is as remarkable as its diesel siblings. Just 1.8 litres to push such a large car doesn’t seem like a recipe for driving pleasure, but it doesn’t struggle with the
equalled only by the more obviously aero third-generation Toyota Prius. According to designer Schutzke, work on aero tuning began with “wind channel” testing of quarter-scale models more than four years ago.
Excellent aerodynamics undoubtedly contribute more than a mite to the new E-Class’s fuel efficiency. There are plenty of hard numbers to support Mercedes’ claim that the new E-Class is a “pacemaker” when it comes to environmental impact, an area that’s of increasing interest to both legislators and consumers.
All three of the E-Class’s 2.1-litre turbo-diesel fours deliver a 5.3L/100km result in the European combined cycle fuel consumption test, which is basically the same as Australia’s ADR81. These are truly remarkable numbers for a large car weighing more than 1700kg. BMW’s 520d, to choose an obvious turbo-diesel rival, records a 6.1L/100km ADR81 result.
While the single-turbo 100kW E200 CDi isn’t destined for Australia, both the twin sequential turbocharged diesels are. The 125kW E220 CDi and 150kW E250 CDi will arrive in September, along with the direct-injected and turbocharged 1.8-litre E250 Cgi petrol burner and E350 CDi V6 diesel. The first wave, in July, will consist of E350 V6 and E500 V8 petrol models. The coupe versions will be introduced in lock-step with the sedan range.
Just 1.8 litres to push such a large car doesn’t seem like a recipe for
driving pleasure, but it doesn’t struggle with the task
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1. Primary instruments evoke E’s conservative heritage. Middle of speedo displays sat-nav directions, trip, etc 2. Console-mounted controller lets driver or passenger loose on big, centre-dash colour display 3. ‘Thermotronic’ system means HVAC works more effectively, front and back
4. Column-mounted shifter cleans up console of bigger-engined Es. Fours get regular shifter, plainer console 5. Benz’s padded seat piping adds comfy additional layer of foam. Means standard pews are so good, optional massaging and shape-shifting dynamic seat pack seems over the top
Cabin cruiser
It’s sober and efficient but interior
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While the E500’s thirst is out of date, there’s nothing at all wrong with its chassis. it’s the only model equipped as standard with Mercedes’ excellent Airmatic suspension (it’s also an option in the V6 models). The updated pneumatic springing system for the front struts and multi-link rear offers the choice between two beautifully judged settings. ‘Comfort’ is deliciously absorbent, yet controlled, while ‘Sport’ brings more disciplinary damping with only a moderate degradation in ride comfort. The less expensive, steel-spring E-Classes are fine, just not as subtle or refined as those with Airmatic.
Regardless of spring type, E-Class handling is very good. Although width and length have both increased (32mm and 12mm respectively) compared with the previous model, the Mercedes feels agile and precise. Despite its size, the E-Class was right at home on narrow and winding roads just outside Madrid. Partly because the car has remarkably slim A-pillars and great forward vision, allowing the driver to make good use of the car’s accurate steering.
E-Class’s interior design is more pleasing than its exterior. The shapes of the primary instrument binnacle and adjacent colour screen surround are obviously intended to evoke Mercedes’ past, but here it works. While the tone is sober and efficient, there’s a quiet air of quality. The interior of the V6 and V8 models is cleaner looking, thanks to their column-mounted gear selector stalks. The fours have conventional transmission sticks and less elaborate centre console.
task. indeed, if Mercedes 0-100km/h claim of 7.7 seconds for the E250 Cgi is close to correct, its performance is very similar to non-turbo models with twice the cubic capacity. Such as, say, your basic Falcon or Commodore. And with, it must be pointed out, a provisional 7.3L/100km European combined cycle consumption test result.
The V6-powered E-Classes may be more refined than the super-frugal fours, thanks in part to being teamed with Mercedes excellent seven-speed automatic, but they’re less interesting. The 3.5-litre petrol V6 of the new E350, for example, is basically unchanged from the previous generation E-Class. Mercedes has developed a direct-injection Cgi version of this engine which is offered in some markets. Australia isn’t one of them because, apparently, our fuel isn’t yet good enough for it. The 3.0-litre turbo-diesel of the E350 CDi is the smarter V6 choice in any case. Although less powerful – 170kW compared with 200kW – the compression-ignition engine whips the petrol-burner’s torque figure and delivers superior refinement.
Smoothest and sweetest of all the E-Class drivetrains, however, is the 285kW 5.5-litre V8 and seven-speed auto of the E500. Quick and quiet, powerful and polished, it’s a driver’s delight. But there’s a price to pay for the pleasure; the E500’s fuel consumption – 10.9L/100km in the Euro combined cycle – is more than double that of the four-cylinder turbo-diesels. in a time when even luxury needs to be thrifty, it’s surely a model with diminishing relevance.
The Mercedes feels agile and precise. Despite its size, the E-Class
was right at home on narrow and winding roads just outside Madrid
MERCEDES-BENZ E350 CDIwww.mercedes-benz.com.auBody steel, 4 doors, 5 seatsDrivetrain front-engine (north-south), rear-driveEngine 2987cc V6 (600), dohc, 24v, turbo-dieselPower 170kW @ 3800rpmTorque 540Nm @ 1600-2400rpm
Transmission 7-speed automatic Size l/w/h 4868/1840/1447mmWheelbase 2874mmWeight 1730kg 0-100km/h 6.9sec (claimed)Price $105,000 (estimated)On sale September
1 CRaSh MitigatioN: Brake assist plus applies maximum brake force if driver fails to react when crash is inevitable. Uses same radar sensors as adaptive cruise control
2 LaNE-kEEpiNg aSSiSt: Detects straying from lane, warns via steering wheel vibration
3 BLiND-Spot aSSiSt: Visual and audible warnings of other vehicles present when changing lanes or merging
4 FatigUE DEtECtioN: Monitors parameters, including steering input patterns, that indicate onset of drowsiness, sounds warning
5 iMpRoVED Night ViSioN: adaptive high-beam assist automatically raises and lowers headlights’ aim depending on presence or absence of oncoming traffic. Works in conjunction with intelligent cornering headlight system
The new E-Class isn’t short of safety hardware (it has up to 11 airbags to protect its occupants, plus a pop-up bonnet to afford pedestrians who are struck by the car better odds of survival), but it also highlights the role sophisticated electronics can play in reducing the likelihood of a crash. The new E-Class includes new or improved standard and optional technologies to counter the effects of inattention and fatigue, to enhance night vision, and finally, once a crash is inevitable, mitigate its severity. Here are the highlights…
Watch over me
Design boss Gorden Wagener, clearly chuffed the ‘pontons’ from 1953’s W120 got the nod
The driving position and basic control ergonomics (except the awkward foot-operated parking brake), are very good. And the front seats are so supremely comfortable that there seems little point in opting for the optional Active Multicontour Seat package. This adds pneumatic massage and dynamic functions to the front seats, the latter increasing the inflation pressure of the appropriate side bolster to give support against cornering forces. Sounds like a good idea, feels very strange…
While the new E-Class’s extra width spells greater shoulder room, its rear seat isn’t perfect. Ease of access is good, and there’s ample space in every direction, but the backrest is too reclined and the cushion too short for perfect comfort. Moving further aft, there’s a usefully large – 540 litres – cargo compartment.
There’s little doubt the new E-Class will satisfy most of the core practical requirements of its customer base. it’s a large, comfortable, well-engineered car that can, in four-cylinder form, deliver conscience-salving and money-saving fuel efficiency. it is also technically advanced throughout, most obviously in the number of new, supplementary safety systems it includes, some of which are actually worth having (see panel, left).
it’s undoubtedly a good car. But not a pretty good one. Although the new E-Class is, for quite logical reasons, the premium big sedan you should choose, its exterior design isn’t on the same wavelength. Styling that references the past, and none too adeptly, is out of place on a car with technology that won’t be passé tomorrow.
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In July, we’ll get the basically unchanged petrol 3.5 V6 (E350) and E500 petrol V8. Other engines follow in September, including new 2.1 twin-turbo-diesel (E220 CDI), boostier twin-turbo-diesel E250 CDI, direct-injected, turbo-petrol 1.8-litre E250
CGI, and 3.0-litre E350 CDI V6. E-Class fours get carry-over five-speed autos; sevens for V6s and V8s. Benz says poor fuel quality means we won’t get direct-injection petrol V6, but the torque-laden diesel V6 is a better bet anyway.
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Business
Comparison
Audi A6 TFSi
BMW 530i
MercedeS e350
Merc’s new E-Class is out to show its German rivals a suite of executive skills that extend from the carpark all the way to the corner office
Takin’ care of
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The Benz badge is still the best advertiser of wealth
W ELCOME to the departure lounge. You have been cleared
for takeoff. Destination: executive success. Please fasten your seatbelt, we’re
expecting some challenges during the steep climb, but nothing your over-achieving nature and
positive attitude can’t handle. How you complete the journey to the corner office is up to you, but remember:
clothes maketh the manager. Sharp suits and a sharp car: a luxury sedan that advertises your achievements to date and your bold ambitions for the future.
Forget budget-beaters and home-grown fleet specials; six figures is the starting point, and it must be European. The members of our trio for this suit ’n’ tie stoush are the Audi A6 3.0 TFSI, the BMW 530i and the fresh-faced Mercedes-Benz E350. In standard form they’ll lighten the (leasing company’s) bank account by about $120,000. For you, however, that’s barely a deposit on the penthouse apartment at the top end of town.
If you’re paying six figures, a high level of active and passive safety is expected, and assured. All our contenders have front, side and curtain airbags, and advanced stability and braking systems to maximise car control in an emergency. Five-star crash safety is a given, too.
The W212 E-Class is the catalyst for this executive slugfest, and it takes safety even further. This ninth-gen Stuttgart middleweight hosts new features that target the hot topics of safety and environment. Carey covered it in-depth in May’s issue, so you’re up to speed on its Prius-shading drag coefficient, and such systems as lane assist, blind-spot assist, attention assist, headlight assist, et al… With similar systems expected on the next 5 Series, it’s interesting to note that middleweight sedans are supplanting their bigger, more expensive brothers as the vanguard of automotive development. We’ve seen many of the E-Class’s headline systems before, but never so many on the one car. That makes the new E a pioneer of sorts, and among the first to explore the potentially contentious realm of driver behaviour modification.
The Mercedes-Benz badge is still the best advertiser of its owner’s wealth, and so commands the best resale. The E350 Avantgarde starts at $128,900, making it the most expensive of our trio. That price includes a healthy basic kit: leather seats, bi-xenon headlights, CD/DVD sound system with sat-nav, parking sensors and reversing camera are the big-ticket items.
Our test car added radar cruise control, panoramic sunroof, premium sound, memory seats and auto climate control, raising the price to $142,400.
Audi A6 TFSi
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glenn was determined not to be late for his big break
in the lowes commercial
The Audi is quick to get to a corner, not so flash through that corner
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Striking Mormons down clipboards and storm off the job, demanding less ostentatious transport
For each Mercedes-Benz model variant there’s a BMW rival, in this case the 530i. The current-generation 5 Series was the second of Munich’s volume models to wear designer Chris Bangle’s new clothes after the 7 Series, but that was way back in 2003. BMW’s plastic surgeons have fought to keep age at bay with regular updates. To bring lustre in the run-out phase, its recent surgical enhancement was marketing-driven: additional features (sat-nav, TV and head-up display) and three-years’ free servicing. It should see this generation into retirement ahead of the new 5 next year.
The last mechanical upgrade was in mid-2007: an extra 10kW and 15Nm for the 3.0-litre in-line six, faster shift times for the six-speed auto, and standard fitment of Active Steering. Styling tweaks inside and out lifted an ageing visage, and BMW’s polarising iDrive – once touted as the omnipotent in-car controller – received a few ‘master’ buttons to make interaction more intuitive.
Our test car adds to the standard kit an electric sunroof and sports steering wheel, which brings the ask to $120,619.
Audi has been giving the foundations at the big end of town a seismic shake in the last few years. The A6 is not the freshest face on the block, but it’s younger than the BMW and has a stomping new forced-induction engine to see out its twilight years. Audi retrenched two engines in the A6 range – its 3.2-litre V6 and 4.2-litre V8 – and replaced them with one, more efficient, Euro V compliant engine. This direct injection 3.0-litre V6 has a Roots-type supercharger nestled in the vee, force-feeding air through one intercooler per bank into the combustion chamber. It produces 420Nm between 2500-4850rpm, at which point the peak 213kW comes on board until 6800rpm. Mechanically, it’s primed for hostile takeovers.
There’s enough standard equipment here to impress the stingiest financial controller, even if the balance sheet will cop a flogging down the track because of the Audi’s lesser resale (Audi’s 47 percent three-year return plays the BMW’s 56 and Merc’s 57). It, too, boasts a multimedia interface with sat-nav and full leather interior, plus optional sports seats, sunroof, xenons, keyless-go and metallic paint.
The A6 starts out as the cheapest of our three contenders ($112,500) but quickly leapfrogs the BMW because, like the Benz, our test car is brimming with the above-named options and more, adding almost $14,000 to the sticker.
Financial numbers digested, it’s time to add real-world acceleration testing to the mix. So, is it superficial to expect the newest kid on the block to also be the quickest and most efficient? Forget it, because Benz’s habit of renewing drivetrains mid-model-cycle means the E350 toes the starting line packing a carryover donk (expect it to be replaced by late-2011). With no forced induction, the 3.5-litre V6 produces an unimpressive 200kW – the same as the BMW’s smaller 3.0-litre in-line six. It does use its capacity to some advantage, however, bringing an extra 35Nm to negotiations compared with the BMW’s 315Nm, and it shows.
The Benz’s lethargy off the line lets the eager 530i secure an early lead, but as they hit 60km/h its extra torque and gear ratio help it start to reel in the BMW. They post an identical 7.2sec through 100km/h, and by the 400m mark the BMW’s early head-start is almost erased. It stops the clock at 14.9sec, a mere tenth quicker than the Benz but with a lower terminal velocity.
Meanwhile, the Audi A6 has bolted. It’s three-tenths quicker to 60km/h, seven-tenths quicker to 100 and almost a
full second faster over 400m; a resounding victory. The A6 is equally dominant in real-world overtaking, sprinting from 80 to 120km/h half a second quicker. In big business, power is the most desirable commodity, and the Audi delivers.
But the A6’s all-wheel drive is actually of little benefit off the line; the extra weight and its inability to wheelspin at launch means it feels doughy out of the blocks. Once that supercharger gets into positive territory, though, the Audi leaves its corporate rivals to fight over the scraps.
The A6’s performance superiority also works beautifully in the mountains. It simply surfs that big wave of torque from one corner to the next. Pity, then, that the rest of the dynamic package isn’t as persuasive. There’s a distinct lack of front-end feel compared with its rear-drive rivals, and that brings an element of guesswork to exploiting grip levels. The Audi’s overly firm ride makes it annoying on the transport stages and a nervous flyer on fast, twisting roads, because it’s easily unsettled by corrugations and bumps – which can tug nastily at the steering at times. Fast, yes, but not exactly fun or confidence inspiring.
The Benz isn’t able to keep with the supercharged Audi on the straights, but it certainly handles the switchbacks with more refinement and aplomb. In fact, the Benz is a spirited revelation. Gone is the old E-Class trait of leaning on its outside front, and changing direction begrudgingly. There’s
a nimbleness to its step, a responsiveness and adjustability that simply wasn’t crafted into the old model. This newfound verve speaks volumes for Benz’s focus on chassis dynamics during development, because it makes the E a joy where before it was a chore. Better body control, a flatter stance in corners, and quicker on the change of direction. Heck, it out-handles the BMW and has a smoother ride that does a better job of filtering out bumps while keeping you tuned in to road conditions.
The Benz would be better again if it had an engine with the Audi’s punch or the BMW’s sweet-singing nature, because the lacklustre 3.5-litre V6 is its weakest link. Even so, the fundamentals are undeniable: on the right roads, the E350 is an exciting and invigorating sedan.
Despite the double albatrosses of run-flat tyres and Active Steering around its neck, the BMW 530i continues to show how good a sports sedan can be. On smooth roads, its quick steering is in its element; clinical and efficient. Combined with a once-great naturally aspirated engine and quick-thinking transmission, it can transport you to heaven in an instant. But it takes only a corrugation or crack in the road to quickly bring the euphoria crashing down.
The Active Steering’s quick ratio is too sensitive on average road surfaces, and this skittishness is not helped by a strange numbness in the front-end that keeps the driver at arm’s length. Also, the 530i’s standard seats don’t provide enough
Meanwhile, the A6 has bolted
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1. E350 Avantgarde offers best seats, well-placed controls and excellent visibility. The 5.8-
inch display can be operated by driver or passenger via the Controller. Ambient lighting’s now blue
2. BMW’s improved iDrive’s master buttons mean it no longer strains brains. Best graphics here
3. Audi again sets the pace for interior class. Fine ergonomics and instrumentation
From the big chair
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Above left: Benz victory sees the undertaker measuring the opposition
for caskets. left: expect styling of all-new 5 Series, due next year, to pay
less homage to dame edna everage
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lateral support, so in corners the driver has to tense-up while concentrating both on maintaining his stability and the car’s.
When it came time for the long drive home on the mind-numbing Hume, everyone reached for the Benz’s keys. Not content with showing its superiority on the back roads, it also demonstrated leadership on the highways. The new E is refined and relaxed on the open road, and the most compliant and cosseting cruiser of the three.
The cabin isn’t as inviting as the Audi’s or as driver-focused as the BMW’s, but it is much quieter, and the seats more comfortable and supportive. The necessary controls are well-placed and visibility is hard to fault.
The Benz also has more rear foot- and legroom. Headroom in all three is acceptable, but only the Benz offered rear occupants a place to put their drinks, and control over their own climate (part of the Comfort Package). Both the Benz and BMW have seatback map pockets, the Audi doesn’t.
The BMW’s cabin is the least welcoming. Dark colours, an awkwardly shaped back-door opening and the least legroom compromise the back row. Up front, the latest-iteration iDrive is a breeze to use and has the best graphics. Our test car came with proximity sensors but not the optional reversing camera. BMW also has no answer to Benz’s swag of (optional) dynamic safety systems. But it must be said the BMW’s stability control is the best of the three, using a fine touch to finesse overeager drivers.
So, which one would we drive away with? The BMW comes across as a once-great leader whose best days
are in the past. With a new generation on the horizon, that’s not surprising. Some initially confronting features have grown on us. The styling is no longer an issue, and iDrive has finally reached
maturity. Some areas of contention remain – Active Steering and run-flat tyres are not a dynamic advantage in Australia – and we hope the new model offers an alternative. We’ll be sad to see the economical and energetic 3.0-litre magnesium-alloy engine disappear, but it is easily out-muscled by Audi’s blown V6 – a situation the next model’s TwinPower six should rectify.
Thanks to a virile engine that sets a performance benchmark the others must now beat, the Audi is a corporate jet. Fuel economy is less impressive, but let’s put that in context. Against the BMW, the Audi drinks an extra four litres a week – about $6 worth – and that’s no deal breaker. What would stop us signing the cheque is the unrefined chassis. There’s no reason for such a terse ride when it brings no tangible handling benefit. And the Audi’s cabin may be the leader in terms of layout and quality, but not for noise suppression.
Which leaves the Mercedes-Benz E350 as the worthy winner. Despite its average engine, it shades the others dynamically, and it’s easily the most refined cruiser, making it the easiest to live with. It is the most spacious, most comfortable and by far the quietest. Yes, it is the most expensive, but the equipment is there to almost justify the cost and it has the best resale value. Many of its headline safety features are optional, but points are awarded for breaking relevant new ground. The Benz’s biggest flaw is its engine – underwhelming and overly thirsty – and against such an impressive engine in the Audi, and a frugal one in the BMW that also doesn’t give any ground on performance, that made it a closer decision than we expected.
For now, the Mercedes-Benz E350 is the best executive express, but there’s tough competition looming on the horizon. Hey, no-one ever said climbing the corporate ladder was easy.
The Benz shades the others dynamically
