E-Class Coupe Test Drives Thread

[SKYSONY]

Can someone take a stick and kicck hard the ass of the one who design those double fogs?. I would be gratefull.

[NarutoRamen]

Damn, there are some nice reviews in this thread. I'm getting more confidence with this car, but as of right now I'm still not sure if I like it more than the S5. I will have to see it in person to truly appreciate it, just like what happened with me an the S5.

[Merc1]

Back in the 1980s, Mercedes sold its midsize E-class in both four-door and two-door form, the latter with either a fixed steel roof or a convertible cloth top. It wasn't a particularly sporty car, but it-like all 124-chassis Mercedes E-classes-was built like a nuclear bunker. And priced accordingly.

The W124 E-class sedan was replaced for the 1995 model year, and a few years later, the E-class coupe's spiritual successor of sorts debuted in the form of the 1998 CLK. Mercedes' new nomenclature reflected the fact that this coupe was no longer simply a two-door variant of the E-class; indeed it was based on the smaller C-class, but styled more similarly to the E-class. And it was far, far less expensive than the old E coupe.

The CLK enjoyed two generations (the 1998 C208-chassis and the 2003 C209-chassis), the second being the far better car, with interior materials again befitting a vehicle wearing a three-pointed star. (If we're being honest, the C208-like many late 1990s Mercedes models-wasn't quite up to the quality and reliability standards that buyers of Daimler-Benz vehicles had come to expect.)

Thankfully, Mercedes has cleaned up its act considerably-in terms of quality, and now it's cleaning house in terms of its naming scheme. The CLK name proved confusing to customers, not by virtue of the particular three letters, but because there are so many other vehicles in the Mercedes lineup. Quick quiz: what's the difference between a C, CL, CLK, and CLS?

You get the point. To help customers keep track of what Mercedes is what, the CLK is being renamed the E-class coupe for the C207-chassis. Unlike the old C124, it's not merely a two-door version of the sedan. In fact, it's not really based on the sedan at all. Mercedes insist that sixty percent of the coupe's structure and parts comes from E-class, but of course that means that the other forty come from somewhere else. In this case, it's the C-class.

Sure, Mercedes could have called the new coupe a D-class, as D is halfway between C and E in the alphabet. BMW did something similar with the 6-series coupe (based on the 5-series sedan) and so did Audi (the A5 is a two-door based on the A4). But since the company wants to simplify its naming scheme, the coupe reverts to E nomenclature.

The 2010 E-class coupe goes on sale this summer in two forms: the V-6-powered E350 and the V-8 E550. In both cases, the powertrain is familiar from the current E-class sedan, which the coupe is styled to look like. In terms of size, the coupe is still C-class.

The E350 will start at $48,925, about $50 less than last year's CLK350 coupe. Despite the price reduction, the E includes a substantial amount of standard equipment that wasn't included in the CLK350, such as a sliding glass panorama roof, three additional air bags (two pelvic bags and a driver's knee bag), Bluetooth, auto dimming mirrors, and the COMAND user interface. Also included is Mercedes' new Attention-Assist system, which warns the driver that he or she may be losing concentration due to fatigue. It monitors seventy factors to make its decision to scold the driver with a coffee-cup and a message on the instrument cluster display.

The E350's 3.5-liter V-6 produces 268 hp and is matched to a seven-speed automatic, propelling the coupe to 60 mph in a claimed 6.2 seconds.

The second E-coupe is the $55,525 E550. Under its hood is the torque-monster V-8 we know and love from other 550-badged Mercedes, producing 382 hp, 391 lb-ft of torque, and two strips of black rubber on the asphalt, if asked to. It uses the same seven-speed automatic, and can scoot to 60 mph in 5.0 seconds, according to Mercedes

Replacing the E350's conventional suspension, and in place of the Airmatic air suspension found on the E550 sedan, the E550 coupe uses a new system called Dynamic Handling. It uses computer-controlled adjustable shocks to allow both a smoother ride and better body control than the E350's. Mercedes says it chose this new system instead of Airmatic because it provides a more sporty driving experience. We suspect cost--the air-spring system isn't cheap--played just as important of a role in that decision.

The two E coupes share their steering gear--a rack-and-pinion layout that has an overall ratio of 14.7:1, much quicker than the E-class sedan's 17.0:1. Indeed, the quicker steering helps to make the E coupe feel lighter and smaller than the sedan-but then again, it actually is smaller and lighter than the sedan. Over the road, though, it doesn't feel small at all: road and wind noise are unusually well hushed. In fact, the E coupe seemed to provide near S-class levels of quietness on the open road, even at its 130-mph speed limiter.

The E coupe is more of a high-speed grand tourer than it is a sports car. The seven-speed automatic is smooth in normal driving, but can be slow to react and clumsy in manic driving. Typical of most Mercedes, the steering is devoid of feedback on-center, where there's an appreciable amount of play in the system. In crosswinds, the E requires more input than one would expect to keep it traveling in a straight line. Unfortunately, there is also a substantial amount of lateral compliance in the rear (C-class-based) suspension, which results in an unsettling yaw moment as the rear takes a set.

There are no complaints about the E's cabin, which is filled with first-rate switchgear and very high-quality materials. It lacks the E-class sedan's ambient lighting, but it uses the sedan's new, straightforward climate control, which operates effectively and quietly. The front seats (optionally heated, ventilated, and highly adjustable) are aggressively bolstered and very comfortable. The rear seats are also buckets, and there's plenty of legroom, but the low roofline restricts headroom for passengers approaching six feet tall. Headroom is tight up front, too, for very tall adults. The optional Harmon/Kardon stereo plays well with iPods and offers excellent sound reproduction.

It's the interior's feeling of quality that's the E-class coupe's best attribute. Like the CLK, this two-door will sell on emotional appeal rather than logic. (In other words, people will buy it because of the way it looks.) It's in that area that the new C207-chassis is a little awkward. It's a mish-mash of styling cues from all over the map, including rear fenders that have a modern interpretation of the rear flare from 1950s Ponton-fendered Mercedes. Not only do the fenders look a little out of place on a vehicle with such an aggressive face (especially on the E550, which gets standard AMG body-styling), it's obvious that they were flared to help distract the eye from what would otherwise be a big ol' expanse of plain steel. The relatively short doors leave an emormous rear quarter panel. And the LED taillight treatment-though pretty-isn't particularly distinctive.

As with most modern Mercedes-especially the S-class-the E coupe looks best in motion, painted in a dark color. Under such conditions, the eye notices less of the awkward details and more of the traditional Mercedes cues-the trapezoidal grille, CLS-like arching roofline, and get-out-of-my-way headlights. It's then that the new coupe becomes glamorous enough to proudly wear its E-class badge.


2010 Mercedes-Benz E-class Coupe - Mercedes Benz Luxury Coupe Review - Automobile Magazine


I love the W124 references!


M

[Merc1]

Mercedes-Benz aligns its entry-level coupe with its stoic mid-size sedan in both look and feel. Should we play along?


In car-speak, acronyms have their pros and cons. Alphanumeric, gobbledygook names force customers to use the parent company’s name every time they identify a car, casting a halo effect for the brand. “I drive a Legend,” for example, did less for Acura than, “I drive an Acura.” And so the RL was born.

Now apply that thinking to Mercedes-Benz, which, to be fair, has always used alphanumeric names. But as the company expanded its lineup to some 15 separate nameplates—not counting the AMG models—it resulted in confusion on the showroom floor and significant marketing challenges in promoting individual models. Things needed to get simpler, and they have: the replacements for Mercedes’ mid-sized CLK-class coupe and cabriolet models will henceforth be identified as part of the E-class family. (The CL coupes will also become part of the S-class lineup.)

E-class Innards, C-class Dimensions

Unlike the last C124 E-class coupe from the mid-1990s, as well as most of the E-class coupes before it, the 2010 E coupe is not simply a two-door version of the 2010 E-class sedan. Rather, as with the CLK, it is more or less a blend of C-class and E-class components under the skin. But whereas the CLK was more C-class than E-class, the new E coupe has more suspension and powertrain bits in common with the E than the C, according to Mercedes-Benz USA product manager Bernhard Glaser. Dimensionally, however, the E coupe is much closer to the compact C than the mid-sized E, sharing the C-class’s 108.7-inch wheelbase, and the exterior dimensions remain within an inch or two of the C even given the wider, longer, and lower bodywork. Compared with the E-class sedan, however, the E coupe has a three-inch-lower roof and five fewer inches of wheelbase, and is about 200 pounds lighter, seven inches shorter, and a whopping five-and-a-half inches narrower.

E-class Style Inside and Out

Mercedes clearly wants the E coupe to be seen as an E, and so it adopts the sedan’s design cues, including quad headlamps and the Ponton-inspired rear quarters. Few pieces are actually shared, however; look closer and you’ll notice that the fender contours are ever-so-slightly exaggerated compared with those of the sedan and that the low-beam headlamps are unique. Unique also describes the grille treatment—here, it features two bars bracketing the three-pointed star, whereas the sedan has three or four grille slats with a vertical hood ornament. Most distinct, however, is the roofline, which like that of the CLK, remains pillarless (that is, if you don’t count the mullion that forms the little rear quarter window). Wheels start out at 17 inches in diameter, with 18s optional on the E350 and standard on the E550. All E coupes get a full-length, partially retractable moonroof as standard equipment, the light from which is particularly appreciable from the snug rear bucket seats.

In the front row, the low-mounted seats ensure a sporty driving position, and settling in is made easier as the seatbelts are presented upon startup by motorized arms. The driver faces a dashboard that recalls the sedan’s retro-inspired, angular cabinetry without copying it outright; differences include a subtle V-shape that helps reduce the design’s imposing squareness, while a conventional console-mounted transmission shifter—as found on the C-class—stands in for the sedan’s column-mounted electronic gear stalk.

The driver faces arguably one of Mercedes’ best-ever gauge clusters, which combines five Porsche-like intersecting circles with clear, crisp displays. All E-classes feature Mercedes’ COMAND infotainment system that bundles secondary controls into a reasonably sensible screen-based interface, and E550 coupes add navigation as standard. Other options include front seat ventilation, pneumatically adjustable seat bolsters, and a five-channel surround sound stereo. Sadly, there’s nothing on the list capable of adding any visual spice to the conservative burlwood-trimmed interior décor, which is as exciting as a bank lobby, especially compared to the intense driving environs of the Audi A5 and the BMW 3-series coupe. It’s reasonable to assume more interesting trim options are forthcoming.

Capable and Quick, but Misses Being Engaging

Consider the stage set, then, for a mature driving experience, one that neither sets one’s heart ablaze nor lulls a guy to sleep (although if indeed the latter occurs, the list of E-class safety equipment includes a drowsiness monitor). The E350’s 268-hp, 3.5-liter V-6 pulls hard and is capable of hustling the car to 60 mph in an impressive 6.1 seconds, according to Mercedes. While the E350 never feels slow or winded, it lacks the sexy engine notes of, say, the Infiniti G37 or any six-cylinder BMW. The 382-hp, 5.5-liter V-8 of the E550 is far more glorious, with buckets of torque all over the range, a claimed 0–60 time of 5.2 seconds, and a surprisingly hurly-burly exhaust grunt. Throttle response on the E550 can be sharpened by pressing the Sport button, which also stiffens the shocks and raises shift points of the ubiquitous seven-speed automatic that is shared with the E350 (and nearly every other model in the Mercedes lineup). Manual shifts can be requested via the shift lever or paddles mounted to the steering wheel spokes—left for downshifts, right for upshifts.

Speaking of steering, both models present beautifully weighted helms with quick responses, complemented by suspensions (with adaptive shocks that stiffen automatically in turns) communicative enough to instill confidence long after the speedo passes the century mark. Meanwhile, ride quality remains civilized, even when equipped with the staggered-width 18-inch wheels, which are shod with thin 40-series front and 35-series rear tires. The electrically variable shocks—standard on the E550—manage body roll gracefully, and in their stiffest settings, dial in considerable road feel while mitigating harsher impacts.

All things considered, there isn’t much to fault with either E coupe, except to say that they’re a little low on excitement. The utter repose of the chassis and eerie silence at triple-digit speeds made our repeated bursts up to the E-class’s computer-limited top speed of 130 mph relatively anticlimactic. Seriously, if you can’t have fun at 130, when does the fun start? That said, autobahn stoicism has always been a trait of Mercedes-Benz passenger cars. And scrubbing off speed for the occasional oncoming Crown Vic (or anything that might look like one from a mile away) proved that Mercedes did its homework in the braking department, too. Still, we climbed out of the coupes feeling rather apathetic toward them as performance vehicles. But we’re not ready to blame the car just yet—the roads Mercedes chose for our route were heavy on high-speed sweepers, affording us no sustained opportunity to test its transitional liveliness, let alone coax it into tail-out shenanigans. (An AMG model would up the fun nicely, but Mercedes is making no promises, and hints that even if we were to get a two-door E AMG, it would likely be of the convertible variety.)

So there is little about either the E350 or E550 coupes that really invites sports-coupe hooliganism. Pretty much everything about them—from their graceful styling and comfort-oriented interiors to their serene ride characteristics and stealthy speed—reflects an attitude not seemingly concerned with the competition from BMW, Audi, or even Jaguar. The 2010 E-class coupe feels stronger and more confidence-inspiring than the outgoing CLK, and at $48,975 for the E350 and $55,535 for the E550, they are nearly identically priced. But the E-class coupe is also more mature in pretty much every respect, offering luxury-sedan hospitality in coupe attire. So we’ll go along with the name change. Because after all, if it looks like an E-class and drives like an E-class, it’s pretty fair to call it an E-class.


2010 Mercedes-Benz E-class / E350 / E550 Coupe - First Drive Review/The Coupe Coop/Car Shopping/Hot Lists/Reviews/Car and Driver - Car And Driver


M

[ree]

This car needs the AMG sportpackage…and it looks good in red! But would definitely prefer a darker colour!

[far2000]

oh my GOD...Its downright Illegally Beautiful in RED...

[Merc1]

First Drive | Tuscany, Italy | Mercedes-Benz E-Class Coupé |

Mercedes-Benz's replacement for the CLK coupé takes more than just its name from the company's most important four-door saloon. When we drove that car in March we concluded that the overwhelming list of new technology and safety systems were well, overwhelming. Cutting edge as it all is - and undoubtedly useful when you need it most - we found it quite distracting. We're hoping that the Coupé diverts our attention in other ways.

In the Metal

The most honest thing I can say about the new Coupé is that it's a very interesting design. That's not to damn it with faint praise, you understand, it's just that it can't be described as simply beautiful or ugly and it certainly is not dull. Mercedes obviously asked its designers to pen a shape that aims to be more elegant than it is sporting. Overall it's quite a striking car, though it's the detailing that makes it so interesting. From some angles the kink in the rear wing really works, lending a muscular shoulder to the two-door shape, yet from others it looks a little contrived. In contrast, the rear lights get a unanimous thumbs up. From a distance the front-end is striking and modern, but look closer and the detailing is a little fussy. It's such a pity that the parking sensors and covers in the bumper for the light washing jets and the tow hook are all so visible.

Admittedly, this is hypercritical, but one of the primary considerations when choosing a coupé is how it looks. Overall it's a distinctive, desirable car, but one that is even more colour and wheel-size sensitive than most. We'd highly recommend the optional panoramic sunroof (£1,287.02), as it further differentiates the Coupé from the saloon. The UK is getting its own model range, comprising of SE and Sport models and the latter will look particularly sporting thanks to an AMG body kit and 18-inch wheels as standard.

Inside, the new Coupé follows the lead set by its four-door brother. In general there is a sense of high quality, with superb seats and good space in the back for this type of car. The boot is huge too. A few items stood out for the wrong reasons though, such as the switches for the (admittedly fantastic) multi-adjustable lumbar support, which look decidedly aftermarket, while the plastic gearshift paddles (standard on the Sport models fitted with an automatic gearbox) just are not nice enough for a car of this calibre.

What you get for your Money

As mentioned, the line-up is pretty simple, split between the 'luxury' spec SE and the more overt Sport. Highlights of the standard SE specification include 17-inch alloys, a fancy parking assist system, leather upholstery and wheel, heated front seats and climate control. Sport models feature 18-inch rims, an AMG styling kit (front and rear aprons and side skirts), Adaptive High Beam Assist, LED daytime running lights, a lower ride height, 'Parameter Steering', bigger brakes, and sports seats and steering wheel. All that comes at a premium of just £1,995, which is incredible value.

So far, prices have only been released for the two E 350 models and for the E 500. The E 350 CDI starts at £33,285, the E 350 CGI at £35,175 and the E 500 (only available in Sport guise for some inexplicable reason) at £48,360. At those prices the 350 models are in direct competition with the BMW 330i and 330d Coupés, along with higher powered versions of the Audi A5, yet the E-Class name suggests that this car is in a class above. That's before you take into consideration the wealth of new technology and safety systems the new Coupé shares with its four-door sibling. Value is not a word you'd automatically associate with a Mercedes-Benz coupé.

Driving it

Let's get this out of the way: the E-Class Coupé features all the same safety systems and warnings as the four-door, which can be a little distracting. Saying that, it's likely that an owner will soon become accustomed to the barrage of information offered up via the dashboard, something two days at the wheel can't replicate.

We did, however, get to test the car's capabilities. There is no doubting its commendable competence. There is grip aplenty in most situations and the Coupé is notably more agile than the saloon it's based on. Balance is inherently neutral; arrive at a corner a little too quickly and the nose tends to push wide unto a little understeer; do that with too much pace and the electronic stability system kicks in to bring you back on line. However, set the car up properly before the corner and your exit from it can be mildly rear-led. In default mode the orange traction control light will flash before you detect any slide, while pressing the traction control button allows a few degrees of slip before power is cut, which renders the E-Class Coupé virtually foolproof to drive quickly.

Sadly, it can't touch its BMW rival for driving enjoyment. The steering offers little feel and even in Sport mode the automatic gearbox is slow to react to manual changes, meaning it's all too easy to be in the wrong gear on the exit of a corner. The E-Class Coupé's trump card comes in the form of decent ride comfort. Body control can be reigned in further if you opt for the Dynamic Handling Package (standard on the E 500, otherwise £479.57). Rather than offering the driver a series of customisation options, this adds a simple 'Sport' button, which affects the gearshift strategy, damping and throttle calibration. It's effective too and useful for road use when you're in the mood to drive.

Until an AMG version arrives later this year, the range-topper is the V8-engined E 500. With 383bhp and 391lb.ft of torque at its disposal, this model feels significantly faster than the E 350 CGI (288bhp, 269lb.ft), yet it's also more enjoyable to thread through a series of sharp bends. The V8 sounds much better than the slightly raucous V6 too. We couldn't recommend the V6 petrol version over its diesel equivalent. The E 350 CDI is our pick of the line-up with 228bhp and 398lb.ft of torque ensuring that it's probably as quick as the E 500 in the real world, yet its lower-revving engine endows it with a more relaxed gait.

Worth Noting

Given that 45 percent of CLKs sold were the 220 CDI variant, it's unsurprising to learn that there'll be further models added to the new E-Class Coupé range. First up will be the all-important E 250 CDI, which is surely set to be the best-seller. Though it makes do with four cylinders, it boasts an ample 201bhp and (more than ample by any measure) 369lb.ft of torque. Despite impressive pace Mercedes quotes a figure of 55.4mpg on the combined cycle and 135g/km. The adoption of a stop-start system in the near future should improve on those figures further.

Summary

With the change in name from CLK to E-Class Coupé, we assumed that the new two-door Merc had moved up a class. In some ways it has, yet the pricing of many of the variants puts them in direct competition with the smaller BMW 3 Series Coupé. This only serves to emphasise the Merc's value for money, a point that is hit home by the massive level of standard equipment. On first acquaintance the myriad warning and safety systems are overkill, though we can't deny their potential to prevent mishaps. Thankfully, the E-Class Coupé has a lot more to offer.



Car reviews | Mercedes-Benz E-Class Coupé | Merc coupÉ | by Car Enthusiast


M

[bmer]

Originally Posted by Merc1

Sadly, it can't touch its BMW rival for driving enjoyment. The steering offers little feel and even in Sport mode the automatic gearbox is slow to react to manual changes, meaning it's all too easy to be in the wrong gear on the exit of a corner. The E-Class Coupé's trump card comes in the form of decent ride comfort.

I guess by BMW rival they are referring to 3er Coupe. However as the name tells the E-Coupe is meant to offer E-Class -like comfort so I don't think the customers even want it to have as sporty steering & handling as the 3er.

[Merc1]

And in reality the CLK never competed agains the 3er coupe on dynamics either, they've never matched up in market like say the A6/5/E sedans do for instance. Hopefully we'll get a real C-Class coupe for that task.

M

[cawimmer430]

Originally Posted by far2000

oh my GOD...Its downright Illegally Beautiful in RED...

This kind of sexiness should be illegal, eh?

[bmer]

Originally Posted by Merc1

And in reality the CLK never competed agains the 3er coupe on dynamics either, they've never matched up in market like say the A6/5/E sedans do for instance. Hopefully we'll get a real C-Class coupe for that task.

True. A real C-Class Coupe should be a stunner judging by the looks of this car.

[VroomVroom]

The grille is starting to bug me

[HighestOfHigh]

-

[ree]

I start to like this E-Class Coupé more and more!! Looks quite dynamic and elegant…

[Tarek]

It's pretty safe to say that this car is a stunner,great job IMO

[tennmb]

I'm glad they mention the tow hook cover. Why can't mercedes integrate that into the mesh part of the bumper? And the headlamp washers do need to be less obvious.

[VroomVroom]

Originally Posted by tennmb

I'm glad they mention the tow hook cover. Why can't mercedes integrate that into the mesh part of the bumper? And the headlamp washers do need to be less obvious.

Becausee then they wouldn't have anything to change in the face lift. Notice how Mercedes didn't have the E-class coupe the fresher cluster(same as the E-class), they give it the boring, dull layout just like the CL (which is dated) so they have something to change.

The facelift will just consist of a new grille, the fussyness of the parking sensors and tow hook cover will all be intertrated to appear more sleek.

[SirOracle]

Driven: 2010 Mercedes-Benz E-Class Coupe | NextAutos.com and Winding Road

[ree]

[klier]

Originally Posted by Tarek

It's pretty safe to say that this car is a stunner,great job IMO

Opposite here. I think the car's a mess.

[SirOracle]

Originally Posted by ree

How come that in the AMS test of the W212 E-Class 250 CDI, the interior noise levels is lower (at some spedds by 3 dB) than in the coupe tested here? And this is a 6 cylinder gasline engine vs. 4 cyiinder diesel? Is the sedan so much better?

[Bartek Sikorski]

Mercedes-Benz's replacement for the CLK coupé takes more than just its name from the company's most important four-door saloon. When we drove that car in March we concluded that the overwhelming list of new technology and safety systems were well, overwhelming. Cutting edge as it all is - and undoubtedly useful when you need it most - we found it quite distracting. We're hoping that the Coupé diverts our attention in other ways.

In the Metal

The most honest thing I can say about the new Coupé is that it's a very interesting design. That's not to damn it with faint praise, you understand, it's just that it can't be described as simply beautiful or ugly and it certainly is not dull. Mercedes obviously asked its designers to pen a shape that aims to be more elegant than it is sporting. Overall it's quite a striking car, though it's the detailing that makes it so interesting. From some angles the kink in the rear wing really works, lending a muscular shoulder to the two-door shape, yet from others it looks a little contrived. In contrast, the rear lights get a unanimous thumbs up. From a distance the front-end is striking and modern, but look closer and the detailing is a little fussy. It's such a pity that the parking sensors and covers in the bumper for the light washing jets and the tow hook are all so visible.

Admittedly, this is hypercritical, but one of the primary considerations when choosing a coupé is how it looks. Overall it's a distinctive, desirable car, but one that is even more colour and wheel-size sensitive than most. We'd highly recommend the optional panoramic sunroof (£1,287.02), as it further differentiates the Coupé from the saloon. The UK is getting its own model range, comprising of SE and Sport models and the latter will look particularly sporting thanks to an AMG body kit and 18-inch wheels as standard.

Inside, the new Coupé follows the lead set by its four-door brother. In general there is a sense of high quality, with superb seats and good space in the back for this type of car. The boot is huge too. A few items stood out for the wrong reasons though, such as the switches for the (admittedly fantastic) multi-adjustable lumbar support, which look decidedly aftermarket, while the plastic gearshift paddles (standard on the Sport models fitted with an automatic gearbox) just are not nice enough for a car of this calibre.

More:carenthusiast

[ree]

Moved the last posts with the rear window discussion to the standard Coupé thread:

http://www.germancarforum.com/e-class...-coupe-46.html

[Verbier]

Mercedes-Benz E-Class Coupe E350 CDI Sport full road test report - RoadTestReports.co.uk

[Verbier]

A good quality video presented by the likable Chris Harris. Watch him get the tail of this puppy sliding at around the 2 min 30 second mark. nice : ) Starting to wish I ordered an E-500 now instead of an E-350 CDI... especialy after his C63 comparisons : (

Mercedes E500 Coupe First Drive