What is it? This is the new Mercedes E-class coupe. After just two iterations, Mercedes has killed off the CLK name, and has resurrected the E-class coupe moniker. The E-class coupe has been conceived to occupy a larger and more lucrative section of the coupe market than the CLK. As such, it comes as no surprise to discover that it has grown. It’s almost 50mm longer and wider, but 22mm lower. It’s a more grown-up car, underpinned by a brand new chassis that borrows heavily from the E-class rather than from the C-class. Inside there is a familiar theme, with the angular dashboard, switchgear and associated trims mirroring those of the new E-class saloon. Crucially, though, the thinly padded front seats, with integrated headrests, are unique to the coupe. They’re also mounted a touch lower, providing a more sporting driving position; the comparatively high waistline creates an enclosed feeling. Safety kit reflects Merc’s determination to lead the class; you get seven airbags, including a knee device for the driver, and a drowsiness detector called Attention Assist. Pedestrian protection is addressed by an impact sensor which lifts the bonnet through a mechanical process, as opposed to the pyrotechnic set-up used by rivals. The engines are a mix of old and new, but all are mated to BlueEfficiency measures such as brake energy recuperation, a water pump that only operates when required rather than being primed permanently, and low-resistance tyres. The gearbox choices depend on the engine; we tried the mid-range 3.5-litre V6 petrol motor mated to Merc’s seven-speed 7G-tronic automatic, which gets remote paddles behind the steering wheel. Other engines get a six-speed manual or five-speed automatic. Full Test: Autocar - Mercedes E-class E350 CGI Coupe M
OH MY.....I really liked the earlier pics of the Coupe, thought it looked Sexy and Modern, with that Elegant Touch to it, but now, after looking at these pics, something is definitely looking wrong with the car, i think the front is a bit 2 busy.. Maybe its the colour and spec combination, but i remembered the older CLK even in standard trim looked way more WOW,....Hope my mind changes once seen in real life... Farouk...
Edmunds - 2010 Mercedes-Benz E350 CGI Coupe First Drive Looking back now, the only question is why the 2010 Mercedes-Benz E350 CGI didn't arrive sooner. It is hard to figure why the current second-generation Mercedes-Benz CLK managed to sell quite as well as it has. Sure, it has a shiny three-pointed star sitting up front on the grille, but it is based on the humble underpinnings of the C-Class and draws its styling influences for the most part from the previous-generation E-Class, itself no classic in the looks department. Worldwide sales topped 250,000 in seven years, an outstanding performance. But now that the Audi A5 and BMW 3 Series have begun to encroach on the CLK's turf, Mercedes-Benz has finally responded. And the 2010 Mercedes-Benz E350 CGI isn't at all like the CLK. The New Deal Unwilling to take the CLK into a third generation, Mercedes has replaced its hugely successful two-door with this car, the 2010 Mercedes-Benz E-Class Coupe. And because it's based upon the recently introduced launched E-Class sedan, it moves this model into a rather more exclusive part of the coupe market where it will line up against a production version of the Audi A7 concept shown earlier this year as well as next year's all-new BMW 6 Series. It is the 2010 Mercedes-Benz E350 CGI's distinctive styling that clearly represents the most obvious change, as the car adopts cues from the E-Class sedan. But where its four-door stablemate has adopted a stately look in its latest incarnation, the E-Class coupe instantly looks lithe thanks to its edgy, pillarless roof. (There's also a convertible version of this car in the works, but don't expect to see it until this time next year. Like the outgoing CLK cabriolet, the new car features a traditional fabric top.) Given its upmarket positioning, the E-Class coupe is larger than the old CLK in almost every dimension. Overall length goes up 1.9 inches to 185 inches, while overall width has increased 1.9 inches to 70.3 inches. Despite going up in size, improved production techniques have seen a 27 percent increase in overall structural rigidity of the body. The wheelbase has increased by 1.8 inches to 106.9 inches, while the front track has increased 1.7 inches to 60.6 inches and the rear track has increased a considerable 2.7 inches to 60.8 inches. More Living Space The stretched dimensions are put to good use inside the cabin, where accommodations have been enlarged in every dimension. You wouldn't call it palatial, but by the standards of a two-door, there's adequate space for four full-size adults along with a decent amount of luggage space (the trunk's capacity of 15.9 cubic feet puts many dedicated sedans to shame). The design of the interior draws heavily on that found in the new E-Class sedan, which itself is redolent of that seen in a number of Mercedes-Benz models of late. The excellent seats have been developed specially for the E-Class coupe, and they can be adjusted to a quite low driving position, fittingly sporting for a coupe. Meanwhile, the stretch in wheelbase and width dimensions has also created added space for front-seat occupants. With no B-pillars to block your view, there are no blind spots over your shoulder, although the headrests of the rear seats severely restrict the view out of the rear window. In the current fashion, there are just two seats in the back, and they're separated by a prominent center console. While benefiting from the added legroom in this new package, rear-seat occupants will find headroom is restricted by the curvature of the roof, which plunges quite dramatically. Motoring The rear-wheel-drive E-Class coupe will launch in Europe with seven different engine options — three of them gasoline and two diesel. North American buyers will get to choose between just two of these engines, a 292-horsepower 3.5-liter V6 for the E350 CGI and a 388-hp 5.5-liter V8 for the E550 CGI. Each comes with Mercedes-Benz's excellent seven-speed automatic transmission. A number of mpg-boosting innovations have been introduced under the German carmaker's BlueEfficiency banner, including brake energy regeneration, an on-demand water pump and low-rolling-resistance tires. For our first drive we choose the E350 CGI, which will form the majority of sales here in North America. Twist the key and the first impression is of exceptional refinement. At idle, the engine is so quiet that it's barely perceptible from behind the wheel. Once under way, this direct-injection V6 offers crisp response and impressive levels of performance. Left in Sport mode, the automatic gearbox works well, as upshifts are almost seamless even under full throttle and downshifts come swiftly. The V6 doesn't produce its maximum torque of 269 pound-feet until 3,000 rpm is wound on the dial, so it needs to be worked a bit before it can be coaxed into delivering its full potential. But with such a hushed nature and an inherent willingness to rev to the 6,800-rpm redline, this is no real hardship. Acceleration reveals just how effective the new high-compression engine really is, as the sprint to 100 km/h (62 mph) from a standstill takes just 6.5 seconds. The E350 CGI achieves a top speed of 155 mph, making it a good deal faster than the old CLK320 and more than a match for its keenest rivals, the Audi A5 3.2 FSI and BMW 330i coupe. Serenity The E350 CGI is further distinguished by its deeply impressive on-road character. Your first impression is of real serenity, but as we went faster, this car's optional Advanced Agility Control package came into play. It combines variable-rate steering and electronically controlled shock absorbers that can be set in three distinct modes (Normal, Comfort and Sport). The most satisfying feature is its ability to cruise down the highway with quiet confidence, tremendously well insulated from road and wind noise. Part of the performance comes from extensive wind-tunnel testing, because the E-Class coupe's 0.24 Cd is the sleekest of any production car, Mercedes tells us. You're nicely insulated from the road, but not anaesthetized, a telling distinction that Mercedes seems to understand very well. You could add composure to this list, too. Body movement is well checked as long as you don't do anything too extreme over challenging sections of bitumen. While the steering effort initially feels a touch too light for any real engagement with the act of driving, it becomes more accurate and informative as your speed increases. There's plenty of cornering grip and the handling is safe and neutral, with a bias toward understeer near the limits of adhesion. With serious provocation, you can coax the E350 CGI to drift into oversteer, though the stability control quickly responds to any wayward action even when disengaged. Dynamically, this is an impressive package, a real improvement on the old CLK, even if the overall impression is not exactly sporting in nature. The most impressive thing is the way this new coupe eats up the miles with such nonchalant ease. New Priorities The 2010 Mercedes-Benz E350 CGI represents a shift in priorities for Mercedes-Benz. Conventional new model logic would have seen the Stuttgart automaker freshening up the CLK for another generation, an affordable, incremental improvement to fend off the competition. Yet what has been delivered is nothing less than an all-new model that is positioned a whole class higher than the car it replaces. Objectively, the 2010 Mercedes-Benz E-Class Coupe is a better car in every aspect. However, success for cars like this is rarely if ever based upon simple objective advantage. Instead a coupe's chances in the marketplace are all about pure desirability, and it is here where this car makes its case. Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report. 2010 Mercedes-Benz E350 CGI Coupe First Drive on Inside Line
Another horribly inaccurate review. The E-coupe is not underpinned by the E sedan. And I imagine this is going to cause MB some headaches when these rags figure it out.
The review sounds so immature. They make it sound as if the C209 CLK was an "inferior car" because it was built up on the chassis of the W203 C-Class. What does that have to do with it? :t-hands: By all accounts the C209 CLK was a great car that did everything well it was designed to do - be comfortable and luxurious. So who cares if it used the chassis of the W203? The W222 S-Class could be based on the chassis of a W170 A-Class and still be a damn fine car.
^^ Actually from what I gathered, the C and E share a lot of their underpinnings. So it's not completely untrue to say the 207 is based on the 212 platform, especially given that the front axle is directly taken of a W212 if I'm not mistaken. The size however tends to indicate the 204 platform. I think it's confused, it's based on both and therefore nobody will be able to say clearly "it's a C" or "it's an E". Both are tue in a sense...Even if it's more C than E.
I think we need one thread for all E coupe test drives. Here's another from Autoexpress. Sounds very promising so far (And from what ive been told this car does share quite a bit from the E class saloon!) FIRST OPINION "Mercedes has distilled the latest E-Class saloon’s styling into a lower, wider and sleeker shape with great success. The interior is luxurious, while the sculpted seats and steeply raked dash are pure coupé. The dynamics are sharper, too, yet the four-door’s superb ride remains. Add a strong line-up of efficient engines, and the E-Class Coupé shows Mercedes is back to its best" Mercedes E250 CDI Coupe SE | First Drives | Car Reviews | Auto Express
Does anyone understand the engineering definition of platform? A basic definition of a platform in automobiles, from a technical point of view, includes: underbody and suspensions (with axles) — where the underbody is made of front floor, underfloor, engine compartment and frame (reinforcement of underbody).[2] Therefore, key mechanical components that define an automobile platform include: Floorpan, the collective pieces of the large sheet metal stamping that serves as the primary foundation of the monocoque, of most of the structural and mechanical components (still often informally referred to as the "chassis") Wheelbase, the distance between the front and rear axles Steering mechanism and type of power steering Type of front and rear suspensions Placement and choice of engine and other powertrain components
MB marketing has worked it magic. Their intention all along was to create the perception this was a REAL E coupe, when we know it isn't. It borrows very very heavily from the C and is still a CLK at heart. What I don't like is that these morons think its supposed to compete with the A7 and 6-series, which is OBVIOUSLY not the case. As far as I understood prices are only marginally more then the previous CLK, so how exactly does it jump up a class? :t-banghea:t-hands:
Edmunds really gives some dumb-arse reviews sometimes. They praised the previous CLK500 Cabriolet, now it is all of sudden lacking. M
Driver's Republic E500 Coupe: Mercedes-Benz E-Class Coupe 23 April 2009 RATE: Author: Chris Harris Image: Mercedes-Benz Want a coupe but think the 3-Series and A5 are just a little too young and thrusting for you? Well, you’re in luck - 12-years after it abandoned the E-Class platform for three-door use, Mercedes has finally produced a worthy successor to the W124 coupe, and it’s a corker. It’s not that the CLK was a bad car, far from it in the case of the more potent versions. More that it sat in a slightly uncomfortable market position, being less sporting than the aforementioned rivals but not offering the more luxurious approach we might have expected from Mercedes because it was based on the C-Class platform. It may have had about 10cm carved from a new E-Class’s wheelbase, but this new model –deliberately called E-Class Coupe to denote its parentage - is much more the genuine 4-seat coupe. First drive of Mercedes-Benz E-Class Coupe
Damn you Bilal. You beat me to it! Chris Harris gives the car a glowing review! No better praise, really.
Ive noticed in quite a few recent reviews where the reviewers have found the steering on MB's better than BMW's. Its becoming a normal thing now Another positive review, cant wait to test drive one myself!
BMW came up with a new steering solution when facelift for 1-series came to the market. Its a part of the Efficient dynamics programe. After that all new Bimmers get this new steering, so called Servotronic or Electric power steering (I think thats the name). The new steering solution is suppose use less energy and improve the fuel consumption or something like that. I dont know if it works in reality or not. Funny thing is that my parents have the "old" steering and I have the "new" steering. Whatever the critics are the new steering is better. Even my father says so after driving my car. Another advantage with the new steering is they are much easier to turn left and right which makes it better for city driving than the "old" steering. When you drive slow the steering is much lighter and not much feel. But the new steering gets more direct and heavier the faster you drive or quicker you turn the steering left or right. So take these words from carjournalist with a grain of salt and make your own opinion. The "new" steering isnt worse than the "old" steering. Some Carjournalists are just afraid of changes. I know EVO complained on the steering when the drove facelifted E90. Here are info regarding the "new" steering: BMW Technology Guide : Servotronic http://www.bmw.com/com/en/insights/...icles/servotronic.html&article=power_steering
Autocar, when they tested the new ML in a comparison test said the MB had the best steering. Cant remember which mag, but I remember a class test drive where they said the C class steering felt better than the 3 series. Ive read an E class (w212) test, might have been msn, not sure and in that the reviewer said it had better steering than the 5er and now this, the E coupe by Chris... Vivaki
