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Money Talks, Loudly
Here's the biggest difference between the 2010 Mercedes-Benz E550 and the 2009 Mercedes-Benz E550: The 2010 costs $5,400 less.
Usually, we save money matters for the end of a Mercedes E-Class road test. First we tell you that it has a perfectly relaxing ride quality and a smooth V8 with an indiscreet amount of torque. Then we describe a down-to-business cabin dominated by leather, wood and COMAND. Finally, though, we have to talk about money, and, well, Benz has a well-earned reputation for pricing its sedans higher than everybody else.
But this time it's different. When the 2010 Mercedes-Benz E550 goes on sale in June, its $57,175 base price will land it smack in the middle of the V8 midsize luxury sedan class. It's also cheaper than anything else coming out of Germany.
Still Feels Like Old Money
Mercedes hasn't finalized option pricing for the 2010 Mercedes-Benz E550, but company officials assure us that $60,325 is a fair estimate for a 2010 E550 with the Premium I package that groups the COMAND navigation system, Harman Kardon Logic 7 sound, iPod integration and ventilated seats. This isn't exactly Hyundai Genesis territory, but we were still expecting to find evidence of cost-cutting in the new E-Class.
But if it's here in the new E-Class, it's well hidden. Like our long-term Mercedes-Benz C300 and the current S-Class, our 2010 E550 test car feels neatly damped and over-engineered in nearly every detail. Mundane tasks like closing the doors, twisting the control dial of the COMAND system and shifting from Park to Reverse bring uncommon pleasure.
Once you're actually driving, the W212 (the Mercedes engineering code for this new-generation E-Class) has the same character as the outgoing car. Its 5.5-liter V8 remains the largest-displacement eight-cylinder in this class, and the bulk of its 391 pound-feet of torque is yours at low rpm. Any amount of throttle elicits a healthy response, and there's just enough of an exhaust note to remind you why six cylinders can be boring. Plus, there's the 382-horsepower rating you can quote to your friends.
The V8 sedan retains its air springs and adaptive dampers for 2010, and whether you have the dampers set for Sport or Comfort, the suspension allows plenty of wheel travel. You'd call this a soft ride. But everything feels a little more controlled than on last year's Mercedes E550. It's less busy and more buttoned down over rain-grooved expressways. On back roads, the 2010 Mercedes-Benz E550 feels lighter than its 4,079-pound as-tested weight. And it corners flatter than the previous-generation E-Class.
The bigger improvement, though, is in the E550's steering, which remains a rack-and-pinion setup with a hydraulic power steering pump. It still feels light and still mutes out most road feel, but there's a level of accuracy that wasn't here before.
2010 Mercedes-Benz E550 Full Test and Video
Edmunds Inside Line
M
Here's the biggest difference between the 2010 Mercedes-Benz E550 and the 2009 Mercedes-Benz E550: The 2010 costs $5,400 less.
Usually, we save money matters for the end of a Mercedes E-Class road test. First we tell you that it has a perfectly relaxing ride quality and a smooth V8 with an indiscreet amount of torque. Then we describe a down-to-business cabin dominated by leather, wood and COMAND. Finally, though, we have to talk about money, and, well, Benz has a well-earned reputation for pricing its sedans higher than everybody else.
But this time it's different. When the 2010 Mercedes-Benz E550 goes on sale in June, its $57,175 base price will land it smack in the middle of the V8 midsize luxury sedan class. It's also cheaper than anything else coming out of Germany.
Still Feels Like Old Money
Mercedes hasn't finalized option pricing for the 2010 Mercedes-Benz E550, but company officials assure us that $60,325 is a fair estimate for a 2010 E550 with the Premium I package that groups the COMAND navigation system, Harman Kardon Logic 7 sound, iPod integration and ventilated seats. This isn't exactly Hyundai Genesis territory, but we were still expecting to find evidence of cost-cutting in the new E-Class.
But if it's here in the new E-Class, it's well hidden. Like our long-term Mercedes-Benz C300 and the current S-Class, our 2010 E550 test car feels neatly damped and over-engineered in nearly every detail. Mundane tasks like closing the doors, twisting the control dial of the COMAND system and shifting from Park to Reverse bring uncommon pleasure.
Once you're actually driving, the W212 (the Mercedes engineering code for this new-generation E-Class) has the same character as the outgoing car. Its 5.5-liter V8 remains the largest-displacement eight-cylinder in this class, and the bulk of its 391 pound-feet of torque is yours at low rpm. Any amount of throttle elicits a healthy response, and there's just enough of an exhaust note to remind you why six cylinders can be boring. Plus, there's the 382-horsepower rating you can quote to your friends.
The V8 sedan retains its air springs and adaptive dampers for 2010, and whether you have the dampers set for Sport or Comfort, the suspension allows plenty of wheel travel. You'd call this a soft ride. But everything feels a little more controlled than on last year's Mercedes E550. It's less busy and more buttoned down over rain-grooved expressways. On back roads, the 2010 Mercedes-Benz E550 feels lighter than its 4,079-pound as-tested weight. And it corners flatter than the previous-generation E-Class.
The bigger improvement, though, is in the E550's steering, which remains a rack-and-pinion setup with a hydraulic power steering pump. It still feels light and still mutes out most road feel, but there's a level of accuracy that wasn't here before.
2010 Mercedes-Benz E550 Full Test and Video
Edmunds Inside Line
M
Double fogs look also nice with AMG sportpackage, but would prefer the LED option though…
