E-Class (W213) Mercedes-Benz E-Class W213 Test Drives
- Thread starter DJRaze99
- Start date
The W213 Mercedes-Benz E-Class is the fifth generation of the Mercedes-Benz E-Class, sold from 2016 as a 2017 model. It succeeded the W212/S212 E-Class models. The coupe/convertible models share the same platform as the sedan/wagon, in contrast to the previous generation. The high-performance Mercedes-AMG E63 and E63S versions of the W213 have been available as well from 2016 (as a 2017 model), and these are the only versions with V8 engines.
HUTSUTAo
High-Rev Hero
Mercedes E-Class (W213) - Star Quality
The new E-Class puts the cat amongst the pigeons in the mid-sized prestige saloon class.
When Mercedes launched their W211 E-Class in 2002, they used the tagline “Everything we know in one car.” The all-new W213 E-Class comes with no such literary fanfare, but builds on many of the high-tech features that premiered with the current S-Class in 2013, while adding a few of its own.
Styling wise, this handsome car relies on the good proportions and fine detailing that we have come to expect from Gorden Wagener’s design team. However, in doing away with the plunging swage line that gives its bigger and smaller brothers a distinctly youthful and dynamic air even when they are standing still, the new E-Class takes a more conservative turn.
Build quality is top notch inside and out. The panel gaps are narrow and consistent, and the doors close with a nice solid thud. Unless of course you have the optional powered door closers as our test cars did, when a soft click is all you hear as the doors gently pull themselves flush with the bodywork.
The cabin, especially in a light colour, is far and away the best in class both in overall ambience and detail. The stitched leather dashboard top roll and choice of materials add a classy and state-of-the-art look that, together with the new tech, puts this interior a whole generation ahead of its rivals.
The organic design of the cabin architecture gives it a more wrap around and spacious feel than the angular design of its predecessor. Combined with a light interior colour the optional panorama roof delivers a pleasing sense of air and space, even on a dull day.
That spacious feel is confirmed by the measuring tape, which reports that there is better leg, shoulder and headroom than before. At 2,939mm the wheelbase is 65mm longer within a car whose overall length has grown 43mm to 4,923mm.
Practicality is high on the list of new E-Class attributes, with folding rear seat backs remotely activated via levers in the boot providing a longer through loading cargo area.
The boot volume of the new car is down 10 litres and now takes 530 litres of cargo. A slightly setback left hand side trim panel has low-level netting at the bottom for holding small objects, but if you tick the box for the High-End version of the fantastic Burmester audio system the subwoofer positioned on the left-hand-side of the boot compartment fills this volume with a flat side trim panel. The boot floor rises very slightly towards the seatbacks, to clear the fuel tank and the multi-link rear axle.
From the driver’s perspective things have never been better. While the plethora of features contained within the infotainment system might at first seem daunting to a non-tech savvy person, the interface quickly proves not only easy to use, but also delightful in operation.
The single glass cover for the twin-screens is a visual knockout punch, and the latest instrument pack and infotainment system behind them is a well-resolved graphics driven platform that surprises and delights the more you experience its capabilities. A nice feature is the rubberised thumb controls on each spoke of the steering wheel that allow you to change screens intuitively with no visual distraction from the road.
While the two-tone Designo trim in our E220d test car looks classy in an Italian sports attire way, the more deeply contoured Sports seats in the E400 4Matic were more supportive on the twisty roads that made up some of our test route.
The electric power steering is very good indeed and I found myself guiding both E-Class versions quite intuitively down winding roads at a brisk clip without ever having to think about the steering or chassis performance. Basically, both set-ups offer a superb combination of comfort and handling.
I also spent some time in the back of the E220d. With the front passenger seat moved all the way forward to VIP mode, there is plenty of room for a rear seat passenger to enjoy maximum comfort.
There used to be a noticeable gap in perceived ride comfort between Airmatic and steel suspension. However, the engineers have closed that gap to the point where I never felt the normal suspension was anything less than comfortable and absorbent even on some pretty atrocious roads in Lisbon and the surrounding countryside.
Although it does not quite reach the top note hit by the larger and heavier S-Class, the ride quality of the air suspended E-Class is sublime for a car in this class. What really stood out though was the ultra low level of NVH in the cabin. The engineers have done a huge amount of work to suppress the intrusion of road and wind noise, especially in the rear compartment, making the new E-Class an extremely restful car to cover distance in.
Speaking of restful, the Multibeam LED headlamps are simply stunning in their illumination and the way they deliver maximum beam performance while avoiding glare for other road users. As it makes night driving safer and significantly less stressful, this is a must-have box to be ticked on the long options list.
I was curious how much of the new E-Class chassis is bespoke, and put this question to Hubert Schneider, Head of Development for the E-Class andGLC model ranges. “Our modular system shares suspension and other chassis components across the C, E and GLC ranges, with specific calibration for each model,” he explained.
“The chassis of the new E-Class saloon shares about 60-percent of its components with the C-Class. Thus, the basic hardware of the five-link rear suspension is shared with the C-Class, while the standard rear air suspension of the E-Class T model to be launched in September is adapted from the GLC.”
“The four-link front suspension of the E-Class and GLC are almost the same except for ride height set-up and calibration, the latter using longer springs and dampers,” he continued. “The E-Class is also launched with V6 engine options, which will not reach the GLC range till later. The V6 models have a different front sub-frame.”
With air suspension a cost option for those seeking the ultimate in ride comfort, buyers can also choose from three variants of the steel suspension, all paired with selective damping.
The entry-level set-up is known as Agility Control suspension with comfort tuning. Next up is the same, but lowered by 15mm, for the driver who wants sporty looks without loss of ride comfort. This comes standard with the Avantgarde trim.
Dynamic Body Control suspension uses uprated springs, adaptive damping and a 15mm lower ride height. This replaces the traditional sports suspension offering, and is roughly midway between the standard and AMG suspension in effect.
The ride quality of an air suspension system depends on several factors, the principle ones being the thickness of the air chambers rubber bellows and the opening friction of the regulator valves.
Like all traditional air suspension systems, Airmatic uses one air chamber at each corner of the car, which works perfectly well in a car set up for comfort. However, making a car roll less and handle more sportingly involves thicker rubber for the bellows, a physical factor that degrades ride comfort.
Porsche solved this problem on their Panamera saloon by using a dual chamber air suspension system where both chambers are filled for maximum comfort, with just one employed for the firmer Sport mode.
Now, with the optional Air Body Control multi-chamber air suspension on the new E-Class, Mercedes take this basic concept to the next level, using three different-sized air chambers in the rear suspension and two in front for a wider ride-handling performance envelope. This air suspension system is augmented by electronically controlled, continuously variable damping.
“Our target was limousine quality ride in Comfort mode with sports car levels of handling and agility in Sport and Sport+ modes,” said Hubert. “This is user selected under Comfort, ECO, Sport and Sport+ settings, with an additional Individual mode that a driver can use to configure the powertrain and suspension settings in the desired combination.”
My E220d test car had the optional Air Body Control multi-chamber air suspension, while the E400 4Matic had the AMG Line appearance package with Dynamic Body Control suspension. Both cars wore optional 275/40ZR18 Dunlop Sport Maxx tyres on 8.0Jx18-inch alloys, which are a good compromise between looks and performance.
The latest incarnation of the E220d uses the new OM654 engine family 1,950cc four-cylinder engine that replaces the 2.2 litre OM651. This new motor has lower internal friction and makes 194hp at 3,800rpm, with 400Nm of torque from 1,600 to 2,800rpm.
Good throttle response and a healthy torque spread coupled to the silky smooth close ratio 9-speed automatic delivers a lively 0-100km/h time of 7.3 sec and 240km/h top speed. Incredible economy and low emissions are additional pluses with Mercedes claiming just 3.9 L/100km and 102g of CO2. These are unprecedented numbers for a big car weighing 1,680kg.
Effective soundproofing in the cabin and engine bay ensures that the four-cylinder diesel soundtrack remains distant, whether from cold or when accelerating hard. The smooth, potent and economical character of this new motor will please fans of the stalwart E220d.
Next year, the E220d engine will be upgraded slightly concurrent with the E200d launch. With a Cd of just 0.23 on 16-inch wheels, this detuned version will also show a weight saving as its cooling system and some other drivetrain components are not required to handle as much power and torque.
Hubert also hinted that the next generation of six-cylinder diesel engine would be an extension of the OM654 modular engine family, and therefore a straight six! However, as the petrol powered modular engine family has a V8 at the top of its range, the petrol six will continue to be a Vee motor.
The turbocharged V6 in the E400 4Matic impressed with its punchy and silky smooth nature. Ironically, it did not feel that fast because the cabin is so well isolated and the chassis so competent. The speedometer however, told a different story.
The 333hp and 480Nm on tap never came close to ruffling the supreme composure of the 4WD chassis. And even when the tarmac on a coastal road was covered by a layer of wind blown sand from the nearby dunes, the E400 4Matic rocketed away from standstill with unerring traction, its claimed 5.3 sec 0-100km/h time entirely believable.
The new Mercedes E-Class leaves the starting blocks a very complete and well resolved car with a clear lead over its rivals in several disciplines. The Audi A6 and BMW 5-Series replacements will be along in the coming months, but they will have to be exceptionally good all rounders to beat this mid-size Mercedes at its own game.
Text By: Dr. Ian Kuah
Photos By: Dr. Ian Kuah
The new E-Class puts the cat amongst the pigeons in the mid-sized prestige saloon class.
When Mercedes launched their W211 E-Class in 2002, they used the tagline “Everything we know in one car.” The all-new W213 E-Class comes with no such literary fanfare, but builds on many of the high-tech features that premiered with the current S-Class in 2013, while adding a few of its own.
Styling wise, this handsome car relies on the good proportions and fine detailing that we have come to expect from Gorden Wagener’s design team. However, in doing away with the plunging swage line that gives its bigger and smaller brothers a distinctly youthful and dynamic air even when they are standing still, the new E-Class takes a more conservative turn.
Build quality is top notch inside and out. The panel gaps are narrow and consistent, and the doors close with a nice solid thud. Unless of course you have the optional powered door closers as our test cars did, when a soft click is all you hear as the doors gently pull themselves flush with the bodywork.
The cabin, especially in a light colour, is far and away the best in class both in overall ambience and detail. The stitched leather dashboard top roll and choice of materials add a classy and state-of-the-art look that, together with the new tech, puts this interior a whole generation ahead of its rivals.
The organic design of the cabin architecture gives it a more wrap around and spacious feel than the angular design of its predecessor. Combined with a light interior colour the optional panorama roof delivers a pleasing sense of air and space, even on a dull day.
That spacious feel is confirmed by the measuring tape, which reports that there is better leg, shoulder and headroom than before. At 2,939mm the wheelbase is 65mm longer within a car whose overall length has grown 43mm to 4,923mm.
Practicality is high on the list of new E-Class attributes, with folding rear seat backs remotely activated via levers in the boot providing a longer through loading cargo area.
The boot volume of the new car is down 10 litres and now takes 530 litres of cargo. A slightly setback left hand side trim panel has low-level netting at the bottom for holding small objects, but if you tick the box for the High-End version of the fantastic Burmester audio system the subwoofer positioned on the left-hand-side of the boot compartment fills this volume with a flat side trim panel. The boot floor rises very slightly towards the seatbacks, to clear the fuel tank and the multi-link rear axle.
From the driver’s perspective things have never been better. While the plethora of features contained within the infotainment system might at first seem daunting to a non-tech savvy person, the interface quickly proves not only easy to use, but also delightful in operation.
The single glass cover for the twin-screens is a visual knockout punch, and the latest instrument pack and infotainment system behind them is a well-resolved graphics driven platform that surprises and delights the more you experience its capabilities. A nice feature is the rubberised thumb controls on each spoke of the steering wheel that allow you to change screens intuitively with no visual distraction from the road.
While the two-tone Designo trim in our E220d test car looks classy in an Italian sports attire way, the more deeply contoured Sports seats in the E400 4Matic were more supportive on the twisty roads that made up some of our test route.
The electric power steering is very good indeed and I found myself guiding both E-Class versions quite intuitively down winding roads at a brisk clip without ever having to think about the steering or chassis performance. Basically, both set-ups offer a superb combination of comfort and handling.
I also spent some time in the back of the E220d. With the front passenger seat moved all the way forward to VIP mode, there is plenty of room for a rear seat passenger to enjoy maximum comfort.
There used to be a noticeable gap in perceived ride comfort between Airmatic and steel suspension. However, the engineers have closed that gap to the point where I never felt the normal suspension was anything less than comfortable and absorbent even on some pretty atrocious roads in Lisbon and the surrounding countryside.
Although it does not quite reach the top note hit by the larger and heavier S-Class, the ride quality of the air suspended E-Class is sublime for a car in this class. What really stood out though was the ultra low level of NVH in the cabin. The engineers have done a huge amount of work to suppress the intrusion of road and wind noise, especially in the rear compartment, making the new E-Class an extremely restful car to cover distance in.
Speaking of restful, the Multibeam LED headlamps are simply stunning in their illumination and the way they deliver maximum beam performance while avoiding glare for other road users. As it makes night driving safer and significantly less stressful, this is a must-have box to be ticked on the long options list.
I was curious how much of the new E-Class chassis is bespoke, and put this question to Hubert Schneider, Head of Development for the E-Class andGLC model ranges. “Our modular system shares suspension and other chassis components across the C, E and GLC ranges, with specific calibration for each model,” he explained.
“The chassis of the new E-Class saloon shares about 60-percent of its components with the C-Class. Thus, the basic hardware of the five-link rear suspension is shared with the C-Class, while the standard rear air suspension of the E-Class T model to be launched in September is adapted from the GLC.”
“The four-link front suspension of the E-Class and GLC are almost the same except for ride height set-up and calibration, the latter using longer springs and dampers,” he continued. “The E-Class is also launched with V6 engine options, which will not reach the GLC range till later. The V6 models have a different front sub-frame.”
With air suspension a cost option for those seeking the ultimate in ride comfort, buyers can also choose from three variants of the steel suspension, all paired with selective damping.
The entry-level set-up is known as Agility Control suspension with comfort tuning. Next up is the same, but lowered by 15mm, for the driver who wants sporty looks without loss of ride comfort. This comes standard with the Avantgarde trim.
Dynamic Body Control suspension uses uprated springs, adaptive damping and a 15mm lower ride height. This replaces the traditional sports suspension offering, and is roughly midway between the standard and AMG suspension in effect.
The ride quality of an air suspension system depends on several factors, the principle ones being the thickness of the air chambers rubber bellows and the opening friction of the regulator valves.
Like all traditional air suspension systems, Airmatic uses one air chamber at each corner of the car, which works perfectly well in a car set up for comfort. However, making a car roll less and handle more sportingly involves thicker rubber for the bellows, a physical factor that degrades ride comfort.
Porsche solved this problem on their Panamera saloon by using a dual chamber air suspension system where both chambers are filled for maximum comfort, with just one employed for the firmer Sport mode.
Now, with the optional Air Body Control multi-chamber air suspension on the new E-Class, Mercedes take this basic concept to the next level, using three different-sized air chambers in the rear suspension and two in front for a wider ride-handling performance envelope. This air suspension system is augmented by electronically controlled, continuously variable damping.
“Our target was limousine quality ride in Comfort mode with sports car levels of handling and agility in Sport and Sport+ modes,” said Hubert. “This is user selected under Comfort, ECO, Sport and Sport+ settings, with an additional Individual mode that a driver can use to configure the powertrain and suspension settings in the desired combination.”
My E220d test car had the optional Air Body Control multi-chamber air suspension, while the E400 4Matic had the AMG Line appearance package with Dynamic Body Control suspension. Both cars wore optional 275/40ZR18 Dunlop Sport Maxx tyres on 8.0Jx18-inch alloys, which are a good compromise between looks and performance.
The latest incarnation of the E220d uses the new OM654 engine family 1,950cc four-cylinder engine that replaces the 2.2 litre OM651. This new motor has lower internal friction and makes 194hp at 3,800rpm, with 400Nm of torque from 1,600 to 2,800rpm.
Good throttle response and a healthy torque spread coupled to the silky smooth close ratio 9-speed automatic delivers a lively 0-100km/h time of 7.3 sec and 240km/h top speed. Incredible economy and low emissions are additional pluses with Mercedes claiming just 3.9 L/100km and 102g of CO2. These are unprecedented numbers for a big car weighing 1,680kg.
Effective soundproofing in the cabin and engine bay ensures that the four-cylinder diesel soundtrack remains distant, whether from cold or when accelerating hard. The smooth, potent and economical character of this new motor will please fans of the stalwart E220d.
Next year, the E220d engine will be upgraded slightly concurrent with the E200d launch. With a Cd of just 0.23 on 16-inch wheels, this detuned version will also show a weight saving as its cooling system and some other drivetrain components are not required to handle as much power and torque.
Hubert also hinted that the next generation of six-cylinder diesel engine would be an extension of the OM654 modular engine family, and therefore a straight six! However, as the petrol powered modular engine family has a V8 at the top of its range, the petrol six will continue to be a Vee motor.
The turbocharged V6 in the E400 4Matic impressed with its punchy and silky smooth nature. Ironically, it did not feel that fast because the cabin is so well isolated and the chassis so competent. The speedometer however, told a different story.
The 333hp and 480Nm on tap never came close to ruffling the supreme composure of the 4WD chassis. And even when the tarmac on a coastal road was covered by a layer of wind blown sand from the nearby dunes, the E400 4Matic rocketed away from standstill with unerring traction, its claimed 5.3 sec 0-100km/h time entirely believable.
The new Mercedes E-Class leaves the starting blocks a very complete and well resolved car with a clear lead over its rivals in several disciplines. The Audi A6 and BMW 5-Series replacements will be along in the coming months, but they will have to be exceptionally good all rounders to beat this mid-size Mercedes at its own game.
Text By: Dr. Ian Kuah
Photos By: Dr. Ian Kuah
mercpassion
Highway Hunter
Mercedes E-Class (W213) - Star Quality
The new E-Class puts the cat amongst the pigeons in the mid-sized prestige saloon class.
When Mercedes launched their W211 E-Class in 2002, they used the tagline “Everything we know in one car.” The all-new W213 E-Class comes with no such literary fanfare, but builds on many of the high-tech features that premiered with the current S-Class in 2013, while adding a few of its own.
Styling wise, this handsome car relies on the good proportions and fine detailing that we have come to expect from Gorden Wagener’s design team. However, in doing away with the plunging swage line that gives its bigger and smaller brothers a distinctly youthful and dynamic air even when they are standing still, the new E-Class takes a more conservative turn.
Build quality is top notch inside and out. The panel gaps are narrow and consistent, and the doors close with a nice solid thud. Unless of course you have the optional powered door closers as our test cars did, when a soft click is all you hear as the doors gently pull themselves flush with the bodywork.
finally a review with the standard steel suspension variant, which looks very promising going by this review, he goes on to say that the gap between Air Suspension and steel suspension is closing more with the new E, i'm liking it, hope this really proves to be true..
The cabin, especially in a light colour, is far and away the best in class both in overall ambience and detail. The stitched leather dashboard top roll and choice of materials add a classy and state-of-the-art look that, together with the new tech, puts this interior a whole generation ahead of its rivals.
The organic design of the cabin architecture gives it a more wrap around and spacious feel than the angular design of its predecessor. Combined with a light interior colour the optional panorama roof delivers a pleasing sense of air and space, even on a dull day.
That spacious feel is confirmed by the measuring tape, which reports that there is better leg, shoulder and headroom than before. At 2,939mm the wheelbase is 65mm longer within a car whose overall length has grown 43mm to 4,923mm.
Practicality is high on the list of new E-Class attributes, with folding rear seat backs remotely activated via levers in the boot providing a longer through loading cargo area.
The boot volume of the new car is down 10 litres and now takes 530 litres of cargo. A slightly setback left hand side trim panel has low-level netting at the bottom for holding small objects, but if you tick the box for the High-End version of the fantastic Burmester audio system the subwoofer positioned on the left-hand-side of the boot compartment fills this volume with a flat side trim panel. The boot floor rises very slightly towards the seatbacks, to clear the fuel tank and the multi-link rear axle.
From the driver’s perspective things have never been better. While the plethora of features contained within the infotainment system might at first seem daunting to a non-tech savvy person, the interface quickly proves not only easy to use, but also delightful in operation.
The single glass cover for the twin-screens is a visual knockout punch, and the latest instrument pack and infotainment system behind them is a well-resolved graphics driven platform that surprises and delights the more you experience its capabilities. A nice feature is the rubberised thumb controls on each spoke of the steering wheel that allow you to change screens intuitively with no visual distraction from the road.
While the two-tone Designo trim in our E220d test car looks classy in an Italian sports attire way, the more deeply contoured Sports seats in the E400 4Matic were more supportive on the twisty roads that made up some of our test route.
The electric power steering is very good indeed and I found myself guiding both E-Class versions quite intuitively down winding roads at a brisk clip without ever having to think about the steering or chassis performance. Basically, both set-ups offer a superb combination of comfort and handling.
I also spent some time in the back of the E220d. With the front passenger seat moved all the way forward to VIP mode, there is plenty of room for a rear seat passenger to enjoy maximum comfort.
There used to be a noticeable gap in perceived ride comfort between Airmatic and steel suspension. However, the engineers have closed that gap to the point where I never felt the normal suspension was anything less than comfortable and absorbent even on some pretty atrocious roads in Lisbon and the surrounding countryside.
Although it does not quite reach the top note hit by the larger and heavier S-Class, the ride quality of the air suspended E-Class is sublime for a car in this class. What really stood out though was the ultra low level of NVH in the cabin. The engineers have done a huge amount of work to suppress the intrusion of road and wind noise, especially in the rear compartment, making the new E-Class an extremely restful car to cover distance in.
Speaking of restful, the Multibeam LED headlamps are simply stunning in their illumination and the way they deliver maximum beam performance while avoiding glare for other road users. As it makes night driving safer and significantly less stressful, this is a must-have box to be ticked on the long options list.
I was curious how much of the new E-Class chassis is bespoke, and put this question to Hubert Schneider, Head of Development for the E-Class andGLC model ranges. “Our modular system shares suspension and other chassis components across the C, E and GLC ranges, with specific calibration for each model,” he explained.
“The chassis of the new E-Class saloon shares about 60-percent of its components with the C-Class. Thus, the basic hardware of the five-link rear suspension is shared with the C-Class, while the standard rear air suspension of the E-Class T model to be launched in September is adapted from the GLC.”
“The four-link front suspension of the E-Class and GLC are almost the same except for ride height set-up and calibration, the latter using longer springs and dampers,” he continued. “The E-Class is also launched with V6 engine options, which will not reach the GLC range till later. The V6 models have a different front sub-frame.”
With air suspension a cost option for those seeking the ultimate in ride comfort, buyers can also choose from three variants of the steel suspension, all paired with selective damping.
The entry-level set-up is known as Agility Control suspension with comfort tuning. Next up is the same, but lowered by 15mm, for the driver who wants sporty looks without loss of ride comfort. This comes standard with the Avantgarde trim.
Dynamic Body Control suspension uses uprated springs, adaptive damping and a 15mm lower ride height. This replaces the traditional sports suspension offering, and is roughly midway between the standard and AMG suspension in effect.
The ride quality of an air suspension system depends on several factors, the principle ones being the thickness of the air chambers rubber bellows and the opening friction of the regulator valves.
Like all traditional air suspension systems, Airmatic uses one air chamber at each corner of the car, which works perfectly well in a car set up for comfort. However, making a car roll less and handle more sportingly involves thicker rubber for the bellows, a physical factor that degrades ride comfort.
Porsche solved this problem on their Panamera saloon by using a dual chamber air suspension system where both chambers are filled for maximum comfort, with just one employed for the firmer Sport mode.
Now, with the optional Air Body Control multi-chamber air suspension on the new E-Class, Mercedes take this basic concept to the next level, using three different-sized air chambers in the rear suspension and two in front for a wider ride-handling performance envelope. This air suspension system is augmented by electronically controlled, continuously variable damping.
“Our target was limousine quality ride in Comfort mode with sports car levels of handling and agility in Sport and Sport+ modes,” said Hubert. “This is user selected under Comfort, ECO, Sport and Sport+ settings, with an additional Individual mode that a driver can use to configure the powertrain and suspension settings in the desired combination.”
My E220d test car had the optional Air Body Control multi-chamber air suspension, while the E400 4Matic had the AMG Line appearance package with Dynamic Body Control suspension. Both cars wore optional 275/40ZR18 Dunlop Sport Maxx tyres on 8.0Jx18-inch alloys, which are a good compromise between looks and performance.
The latest incarnation of the E220d uses the new OM654 engine family 1,950cc four-cylinder engine that replaces the 2.2 litre OM651. This new motor has lower internal friction and makes 194hp at 3,800rpm, with 400Nm of torque from 1,600 to 2,800rpm.
Good throttle response and a healthy torque spread coupled to the silky smooth close ratio 9-speed automatic delivers a lively 0-100km/h time of 7.3 sec and 240km/h top speed. Incredible economy and low emissions are additional pluses with Mercedes claiming just 3.9 L/100km and 102g of CO2. These are unprecedented numbers for a big car weighing 1,680kg.
Effective soundproofing in the cabin and engine bay ensures that the four-cylinder diesel soundtrack remains distant, whether from cold or when accelerating hard. The smooth, potent and economical character of this new motor will please fans of the stalwart E220d.
Next year, the E220d engine will be upgraded slightly concurrent with the E200d launch. With a Cd of just 0.23 on 16-inch wheels, this detuned version will also show a weight saving as its cooling system and some other drivetrain components are not required to handle as much power and torque.
Hubert also hinted that the next generation of six-cylinder diesel engine would be an extension of the OM654 modular engine family, and therefore a straight six! However, as the petrol powered modular engine family has a V8 at the top of its range, the petrol six will continue to be a Vee motor.
The turbocharged V6 in the E400 4Matic impressed with its punchy and silky smooth nature. Ironically, it did not feel that fast because the cabin is so well isolated and the chassis so competent. The speedometer however, told a different story.
The 333hp and 480Nm on tap never came close to ruffling the supreme composure of the 4WD chassis. And even when the tarmac on a coastal road was covered by a layer of wind blown sand from the nearby dunes, the E400 4Matic rocketed away from standstill with unerring traction, its claimed 5.3 sec 0-100km/h time entirely believable.
The new Mercedes E-Class leaves the starting blocks a very complete and well resolved car with a clear lead over its rivals in several disciplines. The Audi A6 and BMW 5-Series replacements will be along in the coming months, but they will have to be exceptionally good all rounders to beat this mid-size Mercedes at its own game.
Text By: Dr. Ian Kuah
Photos By: Dr. Ian Kuah
finally a review on the standard steel suspension cars, which seem very promising going by this review, I'm liking it..
Mr. Mercedes
Premium
Wolfgang
Kraftwagen König
Yes, that's correct, Mr. Mercedes. The petrol I6s may follow a little later, though.
http://www.germancarforum.com/threa...o-v8-and-new-3-5-v6.33184/page-11#post-783301
DjordjeC63
Vorsprung Visionary
^ 2018. or 2017. S class facelift? I'd say 2017. January?
DJRaze99
Headlight Hero
Vitamin E: 2017 Mercedes-Benz E300 Second Drive Review
ETTLINGEN, Germany — As the crow flies, less than 270 miles lie between France and the Czech Republic by way of Germany, but we’re taking the long way, zigzagging through Deutschland on a three-day, 500-mile steeplechase in the all-new 2017 Mercedes-Benz E-Class. By journey’s end, we want to know: What are the real-life benefits of all those costly safety and comfort-enhancing innovations? And can this Mercedes carve out a big enough lead to beat the present Audi A6 and BMW 5 Series, not to mention the next-generation models due in the next couple years?
Unrestricted autobahns are an enthusiast’s dream, but in reality, they more often serve up mind-numbing stop-and-go, with aggressive lane hopping and infuriating tailgating. We expected our Hyacinth Red E-Class to create a stir in the Teutonic weekend traffic, but strangely enough, the car turns no heads and raises no questions. The new E-Class has an evolutionary design and looks rather similar to the handsome car it replaces, but it is set apart by being more curvaceous and aerodynamically efficient.
With an extra 2.6 inches in length and a 1.8-inch-longer wheelbase, the 10th-generation E-Classshould also be roomier, though it is difficult to see any material gains in cabin or cargo space at first glance. Instead, a sculpted dashboard and involved door panels seem to take a bite out of the additional interior room.
Our test car, an E300, is fully loaded and priced accordingly. Essential options are the all-inclusive Drive Pilot assistance system, the Business Pack (LED lights, heated seats, parking assist, and Map Pilot), and the entry-level Burmester sound system. We could also get excited about the wide-screen display with COMAND nav, multibeam LED headlights, ventilated massage seats, and heated armrests and door panels.
The COMAND controller stays in its usual place, but Mercedes added two small control pads to the horizontal steering wheel spokes. The left thumb accesses all vehicle functions; the right masterminds the infotainment. Scrolling works in four directions—up and down, left and right—and as soon as the desired menu or submenu pops up, you simply press the button to select it. The car’s build quality matches the brand’s reputation; its ambience strikes a credible balance between luxury and functionality.
Outfitted with almost all feasible options bar heated safety belts and a leather-wrapped speedometer needle, our E300 can do quite a few things most cars can’t. It can park itself automatically via a remote-control app, allow the driver to briefly take hands off the wheel at speeds up to 130 mph, adapt to what the vehicle in front is doing, steer itself through obstacles like a narrow construction lane at speeds up to 80 mph, and overtake traffic automatically. The car recognizes and adheres to speed limits (with an adjustable margin), and congestion is an open invitation to let the car do the driving. It takes time to get used to these trickeries, to relinquish control even if only for a few seconds, and to build trust.
The landscape unfolding from the Rhine inland is picturesque, but rain soon ruins it. Traffic thickens, visibility becomes a concern, and progress becomes painfully slow. Even long detours are often worth the extra drive time to avoid jams like this. There is no sensible way to circumnavigate the bottlenecks between Karlsruhe and Heidelberg, but the countryside eventually opens up on the far side of the Neckar Valley, where big skies beckon and a fascinating topography unfurls. Here, we get to know the more mature dynamics of the new E-Class.
Base E300s come standard with Mercedes’ turbocharged 2.0-liter inline-four with 241 hp and 273 lb-ft of torque bolted to a nine-speed automatic transmission with shift paddles. Depending on the chosen drive mode, the turbo-four can go from sounding like a hush-quiet background singer to a guttural baritone. Sport Plus, the most aggressive of four driving modes, may deliver too many revs too often, but Sport manages the transition between energetic to relaxed with bravura, and the transmission barely pauses for breath during upshifts. Mercedes says the E300 can do 0-60 mph in 6.2 seconds, and it will eventually top out at an indicated 155 mph. Fuel consumption is about 26.8 mpg on a mixed bag of roads tackled with inspiration.
We rejoin the Basel-to-Frankfurt autobahn. With adaptive cruise control in charge, no more throttle or brake action is required, and the chip-controlled steering will follow the road the best it can. At moderate speed, it’s OK. At 100 or 130 mph, it’s eerie. Up to 80 mph, the steering assistance can be more pronounced, but only until the radius tightens or the car approaches the edge of the tarmac at too wide an angle. If the driver ignores the grab-the-wheel symbol and the warning beeps that follow, the system triggers a short-but-abrupt unilateral braking maneuver, and a bright red symbol display confirms that you’ve reached the limit of semi-autonomous driving.
About 5 miles short of the Heidelberg exit, the left lane is closed due to a crash, and the trail of taillights grows longer by the minute as we creep along. The E300 duly follows the car in front until suddenly a van pulls out and forces our invisible co-driver to slam on the brakes. Sure enough, this happens again and again because adaptive cruise control is too polite for the belligerent environment it works in.
We get onto the empty A81 autobahn and vacant backroads that will take us all the way to eastern Bavaria. This is fast driving in its purest form. The E-Class is equipped with optional, all-new air suspension that lowers and raises the body on demand, keeping the car level even when fully laden or under hard acceleration. It blends an underlying cushiness with a remarkable damping prowess and an almost majestic stability, and we suspect competitors will find it difficult to match this broadband compliance. The steering is reassuringly competent, and effort is neither too light nor too meaty. The response varies little as you wind on lock, the self-centering effect feels natural rather than artificial, and the precision leaves little to be desired. It’s honest and linear tuning that is nicer to live with than the overassisted lightness of an S-Class and the underassisted pseudosportiness of the current E63 AMG.
We divert onto the esses cutting through spooky Steigerwald Nature Park at full gallop before cutting over toward the rolling hills of the Fränkische Schweiz. Driving the E300 fast is not a test of courage. The 168 LEDs in the headlamp assembly beautifully illuminate the road ahead. Unfortunately, adaptive LED headlamps won’t be available in the U.S. until Mercedes and/or others can twist NHTSA’s arm. There is always enough grip to lay down torque early, enough traction to shift down into a lower gear before giving it stick, and enough revs left to hold on to a gear until the next corner. Liftoff affects the handling balance ever so slightly, pulling the nose a tad tighter toward the apex and encouraging you to open up the steering earlier on exit.
The final bit before the Czech border is a 30-mile stint on numberless rural roads, where we’ll see what the E300 can do in everything-off mode. Not a single assistance system can interfere now; even the transmission is operating in manual mode. In Sport Plus, full-throttle upshifts are brusque, the steering has reduced assistance, and the air suspension feels firmer and even better grounded. We arrive at the border with smelly tires, crackling brakes, and the mud-sprinkled mask of three long days in a car that has intelligent innovation written all over its fly-dotted windscreen.
The 2017 Mercedes-Benz E-Class is a compelling car, and it is in a league of its own in some respects. If comprehensive connectivity, state-of-the-art digitalization, and partly autonomous driving are what the silver-haired core clientele of this model really want, then the fully loaded E-Class delivers. When it comes to classic talents such as packaging, performance, consumption, and handling, however, the gap between the competition narrows, but we won’t know by exactly how much until the new Audi A6 and BMW 5 Series meet this E-Class head on.
2017 Mercedes-Benz E300 Specifications
On Sale: Summer
Price: $50,000 (base) (est)
Engine: 2.0L turbo DOHC 16-valve I-4/241 hp @ 5,500 rpm, 273 lb-ft @ 1,300-4,000 rpm
Transmission: 9-speed automatic
Layout: 4-door, 5-passenger, front-engine, RWD/AWD sedan
EPA Mileage: N/A
L x W x H: 193.8 x 72.9 x 57.8 in
Wheelbase: 115.7 in
Weight: 3,902 lb
0-60 MPH: 6.2 sec (est)
Top Speed: 155 mph
automobilemag.com
ETTLINGEN, Germany — As the crow flies, less than 270 miles lie between France and the Czech Republic by way of Germany, but we’re taking the long way, zigzagging through Deutschland on a three-day, 500-mile steeplechase in the all-new 2017 Mercedes-Benz E-Class. By journey’s end, we want to know: What are the real-life benefits of all those costly safety and comfort-enhancing innovations? And can this Mercedes carve out a big enough lead to beat the present Audi A6 and BMW 5 Series, not to mention the next-generation models due in the next couple years?
Unrestricted autobahns are an enthusiast’s dream, but in reality, they more often serve up mind-numbing stop-and-go, with aggressive lane hopping and infuriating tailgating. We expected our Hyacinth Red E-Class to create a stir in the Teutonic weekend traffic, but strangely enough, the car turns no heads and raises no questions. The new E-Class has an evolutionary design and looks rather similar to the handsome car it replaces, but it is set apart by being more curvaceous and aerodynamically efficient.
With an extra 2.6 inches in length and a 1.8-inch-longer wheelbase, the 10th-generation E-Classshould also be roomier, though it is difficult to see any material gains in cabin or cargo space at first glance. Instead, a sculpted dashboard and involved door panels seem to take a bite out of the additional interior room.
Our test car, an E300, is fully loaded and priced accordingly. Essential options are the all-inclusive Drive Pilot assistance system, the Business Pack (LED lights, heated seats, parking assist, and Map Pilot), and the entry-level Burmester sound system. We could also get excited about the wide-screen display with COMAND nav, multibeam LED headlights, ventilated massage seats, and heated armrests and door panels.
The COMAND controller stays in its usual place, but Mercedes added two small control pads to the horizontal steering wheel spokes. The left thumb accesses all vehicle functions; the right masterminds the infotainment. Scrolling works in four directions—up and down, left and right—and as soon as the desired menu or submenu pops up, you simply press the button to select it. The car’s build quality matches the brand’s reputation; its ambience strikes a credible balance between luxury and functionality.
Outfitted with almost all feasible options bar heated safety belts and a leather-wrapped speedometer needle, our E300 can do quite a few things most cars can’t. It can park itself automatically via a remote-control app, allow the driver to briefly take hands off the wheel at speeds up to 130 mph, adapt to what the vehicle in front is doing, steer itself through obstacles like a narrow construction lane at speeds up to 80 mph, and overtake traffic automatically. The car recognizes and adheres to speed limits (with an adjustable margin), and congestion is an open invitation to let the car do the driving. It takes time to get used to these trickeries, to relinquish control even if only for a few seconds, and to build trust.
The landscape unfolding from the Rhine inland is picturesque, but rain soon ruins it. Traffic thickens, visibility becomes a concern, and progress becomes painfully slow. Even long detours are often worth the extra drive time to avoid jams like this. There is no sensible way to circumnavigate the bottlenecks between Karlsruhe and Heidelberg, but the countryside eventually opens up on the far side of the Neckar Valley, where big skies beckon and a fascinating topography unfurls. Here, we get to know the more mature dynamics of the new E-Class.
Base E300s come standard with Mercedes’ turbocharged 2.0-liter inline-four with 241 hp and 273 lb-ft of torque bolted to a nine-speed automatic transmission with shift paddles. Depending on the chosen drive mode, the turbo-four can go from sounding like a hush-quiet background singer to a guttural baritone. Sport Plus, the most aggressive of four driving modes, may deliver too many revs too often, but Sport manages the transition between energetic to relaxed with bravura, and the transmission barely pauses for breath during upshifts. Mercedes says the E300 can do 0-60 mph in 6.2 seconds, and it will eventually top out at an indicated 155 mph. Fuel consumption is about 26.8 mpg on a mixed bag of roads tackled with inspiration.
We rejoin the Basel-to-Frankfurt autobahn. With adaptive cruise control in charge, no more throttle or brake action is required, and the chip-controlled steering will follow the road the best it can. At moderate speed, it’s OK. At 100 or 130 mph, it’s eerie. Up to 80 mph, the steering assistance can be more pronounced, but only until the radius tightens or the car approaches the edge of the tarmac at too wide an angle. If the driver ignores the grab-the-wheel symbol and the warning beeps that follow, the system triggers a short-but-abrupt unilateral braking maneuver, and a bright red symbol display confirms that you’ve reached the limit of semi-autonomous driving.
About 5 miles short of the Heidelberg exit, the left lane is closed due to a crash, and the trail of taillights grows longer by the minute as we creep along. The E300 duly follows the car in front until suddenly a van pulls out and forces our invisible co-driver to slam on the brakes. Sure enough, this happens again and again because adaptive cruise control is too polite for the belligerent environment it works in.
We get onto the empty A81 autobahn and vacant backroads that will take us all the way to eastern Bavaria. This is fast driving in its purest form. The E-Class is equipped with optional, all-new air suspension that lowers and raises the body on demand, keeping the car level even when fully laden or under hard acceleration. It blends an underlying cushiness with a remarkable damping prowess and an almost majestic stability, and we suspect competitors will find it difficult to match this broadband compliance. The steering is reassuringly competent, and effort is neither too light nor too meaty. The response varies little as you wind on lock, the self-centering effect feels natural rather than artificial, and the precision leaves little to be desired. It’s honest and linear tuning that is nicer to live with than the overassisted lightness of an S-Class and the underassisted pseudosportiness of the current E63 AMG.
We divert onto the esses cutting through spooky Steigerwald Nature Park at full gallop before cutting over toward the rolling hills of the Fränkische Schweiz. Driving the E300 fast is not a test of courage. The 168 LEDs in the headlamp assembly beautifully illuminate the road ahead. Unfortunately, adaptive LED headlamps won’t be available in the U.S. until Mercedes and/or others can twist NHTSA’s arm. There is always enough grip to lay down torque early, enough traction to shift down into a lower gear before giving it stick, and enough revs left to hold on to a gear until the next corner. Liftoff affects the handling balance ever so slightly, pulling the nose a tad tighter toward the apex and encouraging you to open up the steering earlier on exit.
The final bit before the Czech border is a 30-mile stint on numberless rural roads, where we’ll see what the E300 can do in everything-off mode. Not a single assistance system can interfere now; even the transmission is operating in manual mode. In Sport Plus, full-throttle upshifts are brusque, the steering has reduced assistance, and the air suspension feels firmer and even better grounded. We arrive at the border with smelly tires, crackling brakes, and the mud-sprinkled mask of three long days in a car that has intelligent innovation written all over its fly-dotted windscreen.
The 2017 Mercedes-Benz E-Class is a compelling car, and it is in a league of its own in some respects. If comprehensive connectivity, state-of-the-art digitalization, and partly autonomous driving are what the silver-haired core clientele of this model really want, then the fully loaded E-Class delivers. When it comes to classic talents such as packaging, performance, consumption, and handling, however, the gap between the competition narrows, but we won’t know by exactly how much until the new Audi A6 and BMW 5 Series meet this E-Class head on.
2017 Mercedes-Benz E300 Specifications
On Sale: Summer
Price: $50,000 (base) (est)
Engine: 2.0L turbo DOHC 16-valve I-4/241 hp @ 5,500 rpm, 273 lb-ft @ 1,300-4,000 rpm
Transmission: 9-speed automatic
Layout: 4-door, 5-passenger, front-engine, RWD/AWD sedan
EPA Mileage: N/A
L x W x H: 193.8 x 72.9 x 57.8 in
Wheelbase: 115.7 in
Weight: 3,902 lb
0-60 MPH: 6.2 sec (est)
Top Speed: 155 mph
automobilemag.com
vios1
Autobahn Adventurer
http://www.auto-motor-und-sport.de/bilder/mercedes-audi-a6-jaguar-xf-vergleich-10754735.html
Comparison test review.
Comparison test review.
vios1
Autobahn Adventurer
http://www.autobild.de/artikel/mercedes-e-klasse-audi-a6-bmw-5er-test-8848075.html
Another test review from Autobild.
Another test review from Autobild.
Mick Briesgau
Tire Trailblazer
This, exactly this, I'll be testdriving in a fortnight 
Mr. Mercedes
Premium
What engine Mick? Will it have airmatic?
Mick Briesgau
Tire Trailblazer
A 350d (V6 diesel;190kW/258 hp/620 Nm) and it has just about everything, Mr. Mercedes
. Air Body Control, HUD, widescreen cockpit, Burmester, nappa leather Exclusive, multibeam LED, 360 degree camera, carplay, panoramic sunroof, remote-park pilot, keyless-go and every assistence goodie imaginable (Mercedes-Benz intelligent drive professional) German price > € 91.000
Similar threads
Mercedes-Benz
Mercedes-Benz Group AG is headquartered in Stuttgart, Germany.
Established in 1926, Mercedes-Benz Group produces consumer luxury
vehicles and light commercial vehicles badged as Mercedes-Benz, Mercedes-AMG,
and Mercedes-Maybach.
Its origin lies in Daimler-Motoren-Gesellschaft's 1901 Mercedes
and Carl Benz's 1886 Benz Patent-Motorwagen, which is widely regarded
as the first internal combustion engine in a self-propelled automobile.
The slogan for the brand is "the best or nothing".
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
