(Road&Track) 2011 Infiniti M56 vs. 2010 Mercedes-Benz E550

While I’ve never claimed to be the R&T authority on pastries and baked goods—that’d be colleague John Lamm—I can spot a “have your cake and eat it too” scenario from a long way off. Like this pair of impressive rear-drive V-8 sports sedans, for instance. The Mercedes-Benz E550, fresh off its Ponton-fender 2009 restyle with a flinty stare from its rhomboid headlights and chiseled hood, is the better known player. The upstart? The new Infiniti M56, with 5.6 liters of direct-injected brawn, sheet-metal curves seemingly cultured in a petri dish and a lavishly trimmed interior. Each can fire off a low 13-second quarter-mile pass without even trying all that hard, and then remove its track cleats and absorb miles of Interstate with the comfort of expensive slip-on loafers.

And in the twisties? Like overfed tabbies that slalom through the coffee-table legs when the Fancy Feast is served, their agility belies their 2-ton mass. Both are equipped with Sport packages, the Infiniti’s nonadjustable chassis calibrations somewhat firmer (and augmented with rear-wheel steering), the Mercedes’ offering two damping rates with its Airmatic air-spring suspension. Each is filled to its power-operated moonroof with high-tech infotain-ment and safety equipment (the options per car here average $10,910!), some of it useful, some of it annoying...like a gnat circling your face that you can’t quite swat away.

Measured by performance and exterior dimensions, the M56 and E550 are peas in a sports-sedan pod, yet they’re very different cars in execution, feel and philosophy, which is why we do comparison tests in the first place and not just list tables of specifications and acceleration numbers. So with this in mind, National Editor Mike Monticello, videographer Jay McNally, John Lamm and I set out for two days of evaluation, circling San Diego County’s Lake Cuyamaca, ridge-running along the Sunrise Highway and ultimately having some good Italian food in the touristy apple-orchard enclave of Julian. A man’s gotta eat. Here’s what we found.

Mercedes-Benz E550
Points: 378.8 | Photos >>

From the first press of its accelerator pedal, the E550 presents itself as the kinder, gentler sports sedan—if anything with 382 bhp could be characterized as kind and gentle. Its 5.5-liter 4-cam V-8 revs with an authoritative V-8 throb, but it’s as if each exhaust pulse is softly attenuated by velvet-lined tailpipes. Its air-spring suspension firms automatically with a sudden steering input (or the press of a console-mounted button), but speed bump and chuckhole absorption remains world-class. And while styling is highly subjective, the staff consensus is this ninth-generation E-Class goes for sophistication with sporty overtones, its body an interplay of concave and convex surfaces tied together with bold creases.

So why, you ask, is this Benz on the second step of the podium? Well, it really goes back to the ride/handling compromise and where your priorities lie, because while the E550 is the M56’s equal in a straight line (despite its 38-bhp deficit), it’s Salieri to Infiniti’s Mozart in driving fun when you’re in the wring-it-out mode. Blame it on steering that feels increasingly rubbery as lateral g’s build, the transmission’s slightly lethargic kickdown reaction to heavy throttle, a bit more body roll and, as the limit is approached, understeer from front tires that are considerably narrower than the rears (245s versus 265s).

But let’s keep this in perspective, as the Merc’s structure feels drum-tight, the engine is smoother and endowed with a broader powerband, and there’s less racket transmitted through the tires and suspension on rough roads. So, at a brisk 7/10ths pace, the Benz suddenly becomes at least as—if not more—rewarding. Said Monticello, “Its smoother ride and less aggressive throttle tip-in gives it a less frantic nature than the M56—perfect for calming you down on your drive home from a long day at the office.”

Inside, the Merc’s dash styling is painted in contemporary, angular strokes that find a happy middle ground between conservatism and actual flair…a little boring for some, but it should stand the test of time. The optional Multicontour driver’s seat is great, “Exceptionally comfortable,” Monticello said, “plus it offers considerably more lateral support than the M56’s.” But we could both do without the Drive Dynamic feature (defeatable, thankfully) that inflates and deflates the side bolsters in response to cornering loads. If they were any more touchy-feely with our finely calibrated buttocks, we’d file a sexual harassment suit. And then there’s the COMAND interface, which works well in most situations yet requires multiple visits to the owners manual, versus the Infiniti’s significantly more intuitive setup and eye-friendly graphics. And on the subject of learned behavior, the E550 first-time user will attempt to signal with the cruise control stalk a couple of times.

So that’s the Mercedes…polished, comfortable, composed but just flat-out less sporty. We suspect its marketplace positioning is wholly intentional, what with buyers having the option of the vastly more driver-focused (and expensive) E63 AMG.

Infiniti M56
Points: 386.6 | Photos >>

Toss a victory wreath on the M56’s hood, but it was a hard-fought battle and the M56 is not without a few flesh wounds. As mentioned before, the performance categories were nearly a dead heat (and 4.6 sec. to 60 mph is plenty quick by anyone’s standard), right down to braking distances within mere feet of each other. But scan through our ratings chart and the scars emerge. The Sport-package seats were, surprisingly, long on cush but short on lateral support. The ride quality took a hit, predictably, with the big 20-in. wheels and firmly calibrated shocks imposing their will on ride motions. And exterior styling was rated a little too ambitious, the consensus being that the fender forms are too exaggerated and the car looks tall and narrow, especially when parked next to the Benz. It’s as if the G37 sedan’s handsome good looks just don’t quite scale up to a larger car.

But uncork the 5.6-liter direct-injected V-8 (slightly peakier and throatier than the Benz’s) and point the M56’s furrowed brow down your favorite twisty road, and the situation improves considerably. Twist the Drive Mode Selector knob to Sport and there’s right-now throttle response and higher effort from the quick-ratio steering. Large steering-wheel-mounted paddles summon crisp shifts from the 7-speed automatic, the gearbox auto-blipping the throttle expertly when changing down. The uprated Sport brakes don’t mess around either, with a firm and reassuring pedal and optional R Spec friction linings. The only real annoyance is what Infiniti calls Active Trace Control (part of the Technology package) that essentially trail-brakes for you to increase the load on the front wheels, and can modulate engine torque and selectively brake individual wheels in quick transitional maneuvers. Said Monticello, “It’s very unnerving when the car brakes harder than you were braking, and sometimes after you’ve already come off the brakes.” Fortunately, it intervenes less when in the Sport mode, but it can’t be defeated entirely.

Underperforming seat bolsters aside, the M56’s interior is great, with beautiful wood, metallic accents and leather, all arranged with a sweep and form that’s almost Italianate in expression. The electroluminescent gauges are bright and have interesting faces with a knurled texture, and the infotainment interface is among the best in the business in terms of ease of use and intuitive operation. “I especially dig the M56’s upper center stack that’s almost horizontal,” said Monticello, “kind of like a computer keyboard or a large cell phone.” Rear seat passengers aren’t neglected either; while it’s about a wash between the two in terms of space, the M56’s rear seats are better contoured and more comfortably padded than the E550’s.

So in the end, if we were racing in the Pikes Peak Premium Sports Sedan class, we’d belt into the M56 for the hillclimb record attempt. And for the drive back from Colorado Springs to our Newport Beach offices? Probably the E550. But in the final tally, the Infiniti’s blend of responsiveness, luxury, performance and style (the interior’s, at least) was enough to notch a fiercely contested win.


--->> 2011 Infiniti M56 vs. 2010 Mercedes-Benz E550

Well done Merc:eusa_clap
38hp less power, 100kg more weight and taller gearing but it is still as fast as the M56 in 0-60mph and Quarter-Mile.

I don't agree with the results about the interior styling:
(Merc 13.4) (Infiniti 15.0)

^
Shame we have to wait till 2014 for the E to get the new bi-turbo 4.7liter (402hp-443lb-ft) V8, faster steering rack and the other goodies.

I don't think we're going to have to wait that long. I'd say the 2012 model will get the new V8 and the new V6s. Facelift is too long to let the competition have an advantage.


M

MB has always interduced the new engines with the F/L models. I don`t think thats going to change.

Remember, it`s not only the engine that gets changed but thousands of other parts! (faster steering rack, updated suspension, and other new features.) Remember the 211 E-Class? Mercedes changed 2300 parts for that face-lift. It even featured slightly different tail lights to round out the package. MB does the most extensive face/lift jobs in the business.

Like the W211 E, the W212 E- will almost be a different car when that time comes around.

:t-cheers:

That isn't always the case. C and CLK got facelifts for 2005 and didn't get new engines until 2006. S-Class got facelift for 2010, won't get new engines until 2012. All of these being model years. I don't see Mercedes waiting another 2 years, especially with the outpowered E350 when the new V6 is going into everything else for 2012 ~ C, ML, SLK, etc. E350 will get new V6 this fall and I'm betting the E550 will also get the new V8. The 2-door E-Class models definitely will.

Mercedes will get the engines out the way now so when the facelift comes around for the E they can focus on other things ~ interior, quality, features, styling etc.


M

In the case of the W211, I believe that they launched the current V6 (268 hp) before the facelift, with the facelift debuting two years later. Could be wrong though...

Yep, E350 with new V6 came for the 2006 MY and then the facelift for 2007 MY.


M

Nice. Infinite has a ways to go to catch up to the E, and I'm not talking about/don't even care about the performance stat comparison when it comes to cars like these.

MY '12 W212's will definitely have the new engines BTW.

How do figure the Infinite has a ways to go when it just won the test. It seems to not be lacking anything,and it comes at cheaper price.

Like I said, performance doesn't mean much at all to me in this category, and these "Tests" usually give victories to the cars that can drag race fastest, or twirl around cones fastest, or give you the roughest most uncomfortable feel from the road (read: Whichever car transmits road pebbles to your hands the best, will usually win a Car Mag Test, lol), which is hilariously irresponsible when recommending a Luxury Sedan to the common demographic for them.

The Infinite is a great car, no doubt, and I was actually surprised at how well the interior felt, however it didn't feel up to scale with the E-Classes interior fit and finish, and quality feel. It's a bit designed in there, and comfy, like a Jaguar, but doesn't have that lasting ability to me (literally and metaphorically). Also, the design is nice and svelte in its way (like a Jaguar), but seeing both together shows the E off as a timeless shape that is much leaner and more dynamic, and will age better IMO.

Also, if I'm not mistaken (I read it a while ago), this report said the E both drove more comfortably and quieter/more solid than the Infinite, which should make it the CLEAR winner right there, how does "Steering Feel" nonsense outweigh that, in this segment? Absolute maximum Performance figures are fun to read about and good know regarding how the car is built to perform at the limit, but pointless when it comes to the E-Class.

Once again, these Magazine Tests are more selfishly catered to the gear-head Journalists who ring cars around a track for a living, and not to the actual buyer. For example, in this segment, I'd way rather know about who transmits less sound dbs into the cabin than who feels the road better. Tell me both, but why not include the most important stat here? Interior comfort? On top of that, they made it obvious that the E hailed ahead of the M here, and they still gave the M a victory because of handling feel and dynamics.

^I find knocking on the E550 for not being sporty enough as nonsense since it wasn't design for that purpose. I would choose an E class over the M56 every time,but that doesn't dismiss the fact the M had a strong showing,and the gap isn't as wide as before,the interior is finally appealing,to me it's on par with the Benz. Though I find the Infinity's exterior design questionable,and no where near that of the E class.

Agreed. Not knocking the M at all by saying I find the E superior. And yeah, I was surprised at how "non chintzy" the interior felt (I find even the nicest Japanese interiors to feel "chintzy" compared to the more substantial German counterparts), but I'm more in line with the E's theme. The Infinite does have a much more "soft touch" feel, for better or worse.

When I read the article, it basically says that the E wins in EVERY department that a car should in this segment, yet they give the "Victory" to the M. The departments that the E wins in are ones that would have me picking it as a buy even if I wasn't partial to its styling and Mercedes brand already. The ones that the M wins in are meaningless to me. I think authentic Car Journalism usually stops at Sports Cars and Exotics, as these guys don't know how to modify their scores and opinions to reflect what's appropriate to the alternative segments at hand.

Either way, the M seems to be a great buy, and GREAT car. But I'll buy the slower (or same speed, whatever it is) , more detached from the road, and more expensive E-Class all day every day, over it. :t-cheers:

Good debate guys. The E is the car more suited to this market, sales prove that out. The key for Infiniti is be able to deliver the superior dynamics with out beating you up on the ride ~ que the BMW 5-Series.

Between the E and the 5, every other car in this segment has a problem. A6, M, GS, XF, etc. all struggle for second best. I would never buy a car in this segment and deal with a choppy or harsh ride. Thats silly.

That said the piggy 5er is still my favorite car in this segment followed by the E/A6, cause I don't know which one I like the most yet between them.


M

Exactly, sacrificing ride in any way is silly for this segment. Which is why I don't get guys who throw on 20's and drop their E's to the floor. What's the point of buying it then? You're wasting your money, as much of the cost incorporated into said car is for that plush and comforting ride.

I will say, M-B needs to get their priorities straight with the Sport Packaged E350 (non Airmatic, basically). The car rides brilliantly over smooth roads, comfortable, but tight enough to be not overly floaty, and controlled and "Sporty" enough to instill some fun factor into a calming and serene ride.

However, once the roads get bumpy, it performs horribly, it gets jarring, and starts sounding like it's compromising the cars structural integrity. So you don't get the handling benefits fully, of a Sport Suspension, and you don't get the Serenity-at-all-costs of a Luxury Suspension, you're kind of in between (depending on the roads).

I prefer comfort over Sport, but I want the slightly lowered ride height, dynamic/more aggressive bodywork, and firmer feel of the chassis *TO AN EXTENT*. What M-B needs to do is do that to the best of their ability whilst keeping this car exactly what it is: A LUXURY Sedan. That, and stop over-saturating the Sport Package by keeping it a free option. Let the Dealers have flocks of Luxury Models to please the common buyer, and get good Consumer Reports scores (they've criticized the "New E" for having a harsher ride than the W211, when they failed to mention that they Tested what MBUSA has forced as the "standard" W212 (Sport) over the then-Standard W211 (Luxury). Let us enthusiasts deal with and pay extra for the exclusivity factor, and slightly rougher around the edges ride of the Sport Package.

Regarding the 5-Series, it still doesn't fully stack up to the E's ride and overall serenity when comparing equal models (i.e Sport VS Sport, Luxury VS Luxury).

The 5'er has a bit more noise intrusion into the cabin, and does feel a little more nimble and handling oriented on the roads than the E does, despite it being a downright pig (4200+ or whatever it is lbs). The 535 Turbo motor (and 550 motor as well) are known to be a bit fussy in traffic and take-off, at least in how they coincide with the transmission. It's hard to get them smoothly rolling, without some jolt-delay-hiccups.

I find that the E still does what it does better, while the 5 as well does what it does better. However, they're SO close these days, they almost feel like the same car, just tinkered differently. This isn't the W211 VS E60 days when both cars couldn't be any more different.

I think this is the key here. Today there just isn't a bad car in this class anymore. It just comes down to nuances and brand images. The trend right now is to aim to the best all-rounder.

Well, we`ll see how it goes.. The W212 E was just introduced less than
a year and a half ago. I can`t see Mercedes dropping the new V8s in 2011, or 2012.
That would uttelry devalue the 2010 models.

(This is quit a good topic. we should make another thread on this subject Merc1)

I honestly cannot read these articles anymore. Every second line is about "handling in the twisties" and "driving at the limit". What kind of person buys an E-Class or Infiniti M or even a BMW 5er to push it to the limit in the twisties? :t-hands:

99% of people buying these cars will never, ever drive like this. And something that isn't mentioned is that often these cars will have other passengers other than the driver in them and they certainly don't want to be thrown around in the car because the driver wants to take the car to its handling limits.

If these clowns want a car that handles well in the twisties then they should buy a friggin Porsche Boxster and STFU.


When are reviews from R&T, M&T and BMW and Driver, whoops, Car and Driver, actually going to talk about things that actually matter to the vast majority of people out there like cargo space, safety features, general features, payload capacity, comfort, leg space etc. :t-crazy2: