Mercedes-Benz W212 E-Class

Mercedes-Benz W212 E-Class sedan

What we liked
>> Cabin quality and materials
>> Punchy new four-cylinder engines (Yes, four)
>> Ride and refinement

Not so much
>> Styling
>> Five-speed auto on fours
>> Speed Limit Assist

OVERVIEW
Purely and simply, the new E-Class is designed and built to be the "best medium sedan in the world".

The claim is that of Daimler AG boss, Dr Dieter Zetsche (made at the car's pre-Detroit Motor Show unveiling in January -- more here). And while the "medium" part of the claim was added for the parochial US market (the E-Class is a large exce EVERY else in the world), the rest remains relevant.

At the very heart of the Mercedes-Benz brand, the world's automotive community and Benz buyers demand every new generation of E-Class become a benchmark on four-wheels. In preparation for this responsibility, the new W212 was subjected to more than 36 million km of testing, over 150 real life crash tests and more than 17,000 virtual crashes and other simulations. Benz is not disclosing the total cost of development of the new E, but it clearly runs into billions of dollars.

With more interior space but built on a similar footprint to the W211, the latest E-Class pioneers new, more efficient engines, is fitted with new technologies to propel and pamper, and arrives with an armoury of updated safety features.

Though not all the features or engines will come Down Under, we will see a significant upgrade in safety equipment and at least two four-cylinder powertrains when the new E arrives Down Under. The stalwart V6 and V8 models land first (in July) but, before year end Mercedes Australia will have on offer the most frugal E-Class ever -- one that sips at just 5.3L/100km and still punches out 500Nm.

PRICE AND EQUIPMENT
Australian pricing and final specification for all-new E-Class models is still to be finalised, says the company's local connections. Dr Z claimed the new E-Class' more efficient drivetrains, enhanced safety and significantly upgraded quality and interior would all come at "no increase in cost" at both Detroit and again last week at the Geneva show, so we're not expecting local prices to drop either.

More likely what we'll see is a rationalising of the E-Class specification and option price list with local E-Class models benefiting via higher equipment levels.

The Australian W212 E-Class range will kick off with the arrival of the petrol 350 and 500 models and the 350 CDI turbodiesel in July. Then around the end of the third quarter of 2009, three four-cylinder models will land -- the 250CDI direct-injected turbocharged petrol four and Benz's latest diesels, the twin-turbo 220 CDI and 250 CDI.

The full-welly 380kW-plus E 63 AMG will debut at the Frankfurt show in September and arrive Down Under in time to be parked under your Christmas tree.

Though the AMG car will be offered in one-spec, across the wider E-Class range Elegance and Avantgarde trim levels will be offered, and for the first time, you'll have badges inside the cabin to help you remember what variant you're driving.

In Europe, both Exclusive and AMG Sport Pack model upgrades will also be offered. Expect the same Down Under.

Standard specifications of E-Class differ markedly across the world. For example, in Germany and other Euro markets, Benz offers manual gearboxes in the small-engined models. Locally all Es will be auto and standard specification levels will be high.

Benz lists standard E-Class fare as including adaptive airbags, antilock brakes with brake assist and in-traffic hold function, electric mirrors, windows and (in Aussie models) memory seats. An eight-speaker audio system, climate control, 16-inch alloy wheels with tyre pressure monitoring system, cruise control plus speed limiter, auto headlamps and wipers, Bluetooth handsfree, and alloy and high-gloss eucalyptus interior trim elements are all included.

Avantgarde adds a sporting edge to the E and features 17-inch five-twin-spoke alloys with 245 series tyres, bi-xenon headlamps with Intelligent Light System and washers, revised front bumper, three-bar grille and brightwork, LED daytime running, LED taillights and lowered sports suspension.

Inside ambient lighting is featured and there are special Avantgarde-specific colours offered. The seat trim piping orientation of the E-Class' new pillow-top seats is horizontal and the instrument panel features unique recessed gauges complete with sporty chrome bezels. Interior trim is black high-gloss ash or optional brushed aluminium.

The Elegance models feature ten-spoke alloys (17-inch on the 500) and add body finish tweaks, a four-bar grille and chrome external trim highlights. Inside ambient lighting is added to doors and dash, the seats get a traditional longitudinal piping pattern and trim elements are upgraded to brown high-gloss burr walnut.

The AMG sports package will likely prove as popular on the W212 as it has on previous Es -- in part as it offers a number of components (such as larger drilled discs and upgraded brake calipers) that cannot be optioned separately. In its latest form the pack includes 18-inch alloys and wider rear rubber, three-spoke Nappa leather sports steering wheel with shift paddles, manual shift program for 7G-TRONIC seven-speed automatic transmission (on V6 and V8 models), AMG sports suspension and body add-ons. Sports front seats are also featured.

In the case of all trim grades extra equipment is added depending on the powertrain. For example E 500 variants feature Airmatic adjustable air suspension as standard, while all other variants use steel springs and Benz's latest Direct Control dampers.

The E-Class' active and passive safety systems are extensive enough to need an article in their own right. Check out SAFETY below for a summary of the key systems of the new E-Class' suite of safety equipment.

MECHANICAL
Under the skin, the E-Class is a technical tour de force. It literally builds on decades of experience.

Mercedes says the new W212 claims a record for the percentage of high and ultra-high strength steels in the construction of its body-in-white -- a whopping 72 per cent. Body rigidity has been boosted by 30 per cent, with attendant improvements related to safety, suspension tuning and refinement all claimed by the carmaker.

The new car's design features front and rear subframes that are integral to the E's crash structure and also locate the front and rear suspension, steering and drivetrain components.

Front suspension is a three-link modified McPherson strut design. Benz uses its Direct Control variable damping system in non-Airmatic models and two of the three lower links are aluminium alloy. The company claims the Mac strut-based design has crash and refinement benefits over a double wishbone.

The rear suspension is a further development of Mercedes' trademark multi-link independent suspension. Modifications mean the forces channeled into the passenger cell are reduced for better refinement. Aluminium is extensively used.

The V6 and V8 W212s are the first Mercedes-Benz models to feature Airmatic air suspension with electronically-controlled adaptive damping. The system uses seven sensors to monitor factors such as road speed, steering wheel angle, braking torque, engine torque and body attitude and then calculates optimum damper characteristics. The system then adjusts the damping force for each wheel individually.

Both Comfort and Sport modes are offered, however, the system will also automatically adjust to driving style.

The new E-Class' steering is rack and pinion with Benz's Direct Steer variable system standard on V6 and V8, and optional on other models. Steering assistance is hydraulic, but as part of the drive for better fuel efficiency it's a 'smart' system that only pumps to deliver assistance when required.

Adaptive Brake is Benz's title for the antilock braking system fitted to the new E-Class. In addition to normal emergency brake assist, brake force distribution, brake drying, fade compensation and hill holder functions, Adaptive Brake includes the E-Class's signature hold function. This function allows the driver to depress the pedal a touch further once stopped to activate a hold mode that is automatically released when the accelerator pedal is pushed. Perfect in heavy traffic...

The four-wheel brake hardware ranges in size, depending on the specific E-Class model. At the top end of the range the E500 gets vented 344 x 32mm front brakes with four-piston calipers, while the rears are 320 x 24mm rotors gripped by single-piston units.

In terms of powertrains, it's largely steady as we go for the V6 and V8 end of the E-Class range. Though minor improvements have been made to the E 350's 200kW/350Nm 3.5-litre V6 petrol engine and E 500's 285kW/530Nm 5.5-litre V8, the engines are essentially unchanged.

Australia will not get the new 215kW E 350 CGI BlueEfficiency direct-injected petrol V6 for the foreseeable future for reasons of fuel incompatibility -- Australian unleaded petrol has too much sulphur. We do get the E 350 CDI, however.

Though the base 3.0-litre single turbo V6 turbodiesel is unchanged from its appearances in the W211, it now delivers 170kW and 540Nm -- 30kW and 100Nm more than the current range's top diesel, the E 280 CDI).

Benz claims the 350 CDI returns a Euro cycle economy figure of 7.3L/100km. By way of comparison the abovementioned E 280 is 0.2L/100km thirstier (on the similar but not the same, Aussie cycle)

All V6 and V8 models (petrol and diesel) retain Mercedes' proven 7G-TRONIC seven-speed automatic gearbox. In this generation, the shifter is moved to the steering column -- the same set-up as the S, M, GL, G and R-Class models. Avantgarde spec cars get steering wheel shift paddles.

The four-cylinder models retain a 'normal' transmission tunnel shifter -- as required by their older 'analog' shifting five-speed autobox. But though they are saddled with this 'old' transmission, both the petrol and turbodiesel fours are for all intents and purposes new engines.

The 250 CGI shares the same bore and stroke dimensions of the old 200K supercharged fours, and therefore their 1796cc capacity, but little else. A new direct-injection system has been developed necessitating a new cylinder-head design and the engine is now turbo rather than supercharged.

Benz claims 150kW at 5500rpm and 310Nm stretched from 2000-4300rpm for the new engine -- along with a Euro combined cycle fuel consumption of 7.3L/100km. This easily outguns the 135kW/250Nm and 8.7L/100km of the old E 200K and compares more than favourably with the credentials of the old E 240 variant (130kW/240Nm). The new entry-level petrol E's 0-100km/h time of 7.7sec is better than both (8.8 and 9.1sec respectively).

On the diesel side of the fence the E 220 CDI and E 250 CDI share the same (new) longer-stroke twin-turbo 2.1-litre engine architecture and, in the case of the latter, is the surprise package of the new E-Class range.

The 220 CDI is now rated at 140kW and 400Nm up from the 125kW/400Nm currently fitted to the C 220 CDI (to date there's been no E model equivalent Down Under). Fuel economy is rated at 5.3L/100km.

Packing 150kW at 4200rpm and 500Nm from 1600-1800rpm (and more than 350 from almost idle through to 3700rpm), the 250 CDI may be slower on paper than its petrol namesake (0-100km/h in 8.2sec) but on the road, the diesel just torques away into the distance. It also matches the 5.3L/100km combined Euro figure of its diesel entry-level sibling.

In Europe a hybrid-equipped diesel E-Class will go on sale in early 2010. Until then, the 250 twin-turbo is arguably unique. Where else can you get this sort of fuel economy coupled with V8 levels of torque?

PACKAGING
Perhaps the most amazing fact about the new E-Class range is its drag coefficient (cd). Somehow, the wizards at Stuttgart have presented a car with undeniably E-Class proportions but with a cd of just 0.25 -- the same as the new Prius.

And this in a car that is actually larger than the W211 it replaces. The dimensional changes are not huge, but the car is 22mm longer (4868 v 4856), rides on a 20mm longer wheelbase (2874 v 2854), has more track front and rear (up to 34mm at the rear) and is wider as well. The only dimension not bettered is height -- the W212 is 18mm lower than the car it replaces.

The amazingly low drag number is the result of very careful airflow management over, around and under the car. Measures include "automatically adjustable fan louvres which control the airflow to the engine compartment in line with the engine's cooling requirements" plus underbody fairings and other tweaks...

This is no aero special, however. The new E has an imposing presence on the road -- befitting its place in the automotive hierarchy. Sharper than the car it replaces, there's added angularity to the lines, but what we'd call a somewhat awkward blend of geometric and organic elements to its front end.

That it picks up aspects of both the W204 C-Class and the current S-Class marque flagship suits its place in the manufacturer's model range. That said, as we noted after the car's Detroit sneak peek, there's a touch of the 'oriental' to the car -- especially the rear end.

Where the W211 had real elegance to its lines from all points of the compass, the new car has awkward angles -- a few of them, in fact. As good as the new E may drive, this writer is not a fan of its styling.

Inside the cabin is all new. The dash is a double element affair with traditional three-dial instrument panel (the Avantgarde gets its own three-barrel look) plus large separate eye-level central nav screen a la S-Class. The angular theme continues here, with the binnacle itself recalling older Benz efforts.

The centre stack is much more vertically oriented than the previous model, to the point that it plunges almost vertically to meet the centre console at a near right-angle. There Benz's COMAND controller sits within easy reach of the split-lidded centre console and on the 7G-TRONIC versions there's extra storage room in place of the shifter (see MECHANICAL above).

A proper-sized glovebox and doorbins provide incidental storage. It would be nice if every manufacturer could adopt Audi's hinged door bins -- the E-Class' are too tight to be really useful.

That said, this is a cabin in which you'd happily spend many hours. The materials used are wonderfully tactile and there's beautiful detailing everywhere -- like the fine satin alloy vent surrounds and dash spears. The wood looks like wood -- and is... At night, ambient lighting under the metal highlights across the dash and on a corresponding level across each door face perfectly sets off the beautifully tooled upholstery.

We love the pillow-style seats. They look like the Benz armchairs of old, but have more initial plushness. They too are simply gorgeous in their detail.

There's more room in the new car, thanks largely to the wheelbase stretch. Benz claims more shoulder room front and rear, too. As the W211 was hardly lacking in either, suffice to say you and yours will be comfortably accommodated.

Well four of you anyway, if you choose the 'club' style rear seat option. Offered as Benz's 'Rear Comfort Package' the optional layout delivers "luxury individual rear seats for the rear passengers, luxury head restraints, roller sunblinds integrated in the rear doors and an electrically operated roller blind on the interior of the rear window".

Mere mortals will likely opt for the three-place bench Mercedes Australia will make standard across the local range.

Boot space is stated as the same as the W211 (540 litres). We were surprised to find conventional goose-neck hinges back here -- rather than the more space-efficient multi-element hinges most prestige cars use. At least there's a load through option.

There's such a wide range of options and features available across the new E-Class range, there seems little point in prattling on about specifics. Chances are, if you want it -- Benz can deliver it: panoramic sunroof, special wood finishes, ballistic anti-terrorist protection, drinks cabinet... And so on...

SAFETY
Though once all of Mercedes' key new technologies were introduced in the range-topping S-Class, the E-Class increasingly wears the mantle of joint technology leader these days. Thus W212 introduces a host of driver safety aids.

The new E sees Benz's (optional) Distronic Plus dynamic cruise control paired with brake assist and Pre-Safe Braking for the first time to provide a four-step defence system against collisions. In essence the systems overlap to prompt and assist the driver that a high risk situation is imminent, and if necessary then provides autonomous emergency braking.

The E-Class also debuts a new version of Benz's night vision system and an excellent (we've tested it, so we can say so) high beam assist system that automatically adjusts the light available in deference to oncoming traffic. These systems will be optional in Aussie Es too.

All E-Class models will, however, benefit from blind spot and lane departure warning systems. Benz's new Attention Assist -- a driver alert system which monitors 70 parameters to detect building drowsiness -- will also be standard across the range.

Not coming Down Under is Benz's Speed Limit Assist -- a system that recognises speed limit signs and alerts the driver. In our experience, this is no loss.

During the Madrid launch drive of the E-Class the system ignored some speed limits signs, but more of an issue is the system's user interface. When a speed limit sign is passed, the notification (via Benz's in-speedo multifunction display) lasts only a few seconds. There's an option via the onboard menu to select permanent display of the posted limit, but that too disappears after a time, leaving the driver to guess where he or she is at. Plus if you chose the latter option, you must 'hide' all of the other information the MFD normally displays.

A better option would be to display the posted limit on the digital speedo screen the E-Class's MFD already includes.

Obviously, the E-Class includes all the 'normal' Mercedes active safety systems -- that is to say state of the art. The powerful antilock brakes come with a swag of extra features (such as fade compensation, brake drying and the like) and stability control is, of course, standard. The carmaker's Pre-Safe anticipatory safety system has been refined.

The passive systems the E-Class includes are also second to none. The structure of the car incorporates all the lessons Mercedes safety teams have learned from decades of research, and the E-Class introduces the company's new Neck-Pro active head restraints and takes adaptive airbag technology and count to new levels. Though it's unclear what the final Australian spec will be, don't bet against the W212 arriving with 11 airbags as standard.

In addition to front driver and passenger bags, plus front and rear side bags and curtains (that's eight!), the W212 includes front pelvis bags and a driver's knee bag. According to E-Class program safety engineer, Dirk Ockel, pelvis bags are the next level of protection for occupants. They allow side impact loads to be spread across a wider section of the body, decreasing the chance of injury.

The E-Class uses belt pretensioners for all outboard positions and includes an automatic belt tightener for front occupants. This tensions the belt to a still-comfortable, but better controlled 35N (newtons) when you first buckle up. By way of comparison, a 'normal' belt sits on a passenger at 10N.

To be introduced from the arrival of the E-Class Estate later this year, and as a running change on the sedan, the rear belts on the new W212 E-Class will also incorporate a self-adjusting load limiting function that should be 'kinder' to smaller passengers.

The system works by 'measuring' the weight of the rear occupants based on how much seat belt they need to unroll to 'fit'. Where the rear belt load limiters normally use a 7kN (kilonewtons) threshold, the system will limit 'skinny' beltees to half of that.

This feature isn't even in the Benz literature yet, but it is an indication of the level of detail to which the carmaker is going. Little wonder Benz safety boss Ulrich Mellinghoff has no qualms in declaring the new car as the safest in the world.

And Benz hasn't forgotten pedestrians. Eschewing pyrotechnics for an easily 'reloaded' spring-based system, the E-Class active bonnet is simple and effective. At this stage, however, it will not be coming Down Under -- at least until our pedestrian safety regs catch up with Europe.

COMPETITORS
One of the simple ones -- BMW 5 Series, Audi A6 and Lexus GS and LS ranges. This large executive saloon market is a perennial battleground for the German trio and the Japanese prestige brand has earned a place in the consideration set for consistency of delivery, as much as any other factor.

Some might also include Jaguar's XF or even XJ here, but those cars appeal to such a small audience nowadays they border on irrelevant.

Both the BMW 5 and the Audi A6 have recently had midlife makeovers and offer ranges that echo the Benz's engine selection -- from frugal 2.0-litre diesels through to stonking V10 petrol powerhouses. They tick many of the same boxes as the big Benz.

And spicing up the segment in the next year or so will be a five-door alternative variant from both. Shown as concept cars, the Sportback and 5 Series Gran Turismo, will evolve to take on the E-Class as the A7, and, err, 5 Series Gran Turismo (probably).

Just how Benz decides to price the new E locally will decide final calculation of which is the executive to pick.

ON THE ROAD
Mercedes-Benz's international launch of the E-Class took place in the Spanish capital of Madrid. In unseasonably cold weather our two days on the ground were characterised by freezing winds, sleet and occasional snow. Indeed, the conditions meant the best drive loop was closed to traffic thanks to the white stuff.

So our impressions are tempered by the fact we spent most of our kilometers on Spanish freeways and unchallenging (read: straight) country roads. The best section of the launch route was tackled under the cover of darkness -- so at least that gave us the opportunity to sample the excellent Adaptive High Beam Assist system.

We concentrated on the two four-cylinder Es -- both have essentially all-new powertrains and thanks to their improved performance (and fiscal pressures) are likely to make up a larger percentage of local E-Class sales than ever before.

Neither are terribly quiet powerplants, though Benz has managed to keep overall noise levels hushed even at the bottom end of the E-Class range. And though we're no real fan of the five-speed automatic transmission to which they're matched (and kickdown changes can still be harsh), in its latest guise overall shift quality is improved.

Given its modest 1.8-litre capacity, the 250 CGI direct-injected petrol four does a good job of hauling around the E-Class' not inconsiderable bulk (1650kg). Acceleration from a standstill is far from eye-watering but it's sprightly enough. In-gear acceleration too is acceptable; though from 'normal' Aussie overtaking speeds full throttle can be accompanied by a solid kickdown and a none-too elegant lift in engine noise levels.

This isn't the most harmonious powerplant when the revs get up, but it is a willing one. There's no direct impact on the cabin or occupants save for a slight resonance at some revs, but all the same it sounds like it's working hard at times.

Once wound up to European freeway speeds (130-140km/h) the engine has a definite sweet spot. In this performance range it will provide our continental friends with big car comfort and pace, though with small car fuel bills.

The 250 CDI twin-turbo four-cylinder common rail diesel powerplant is, in contrast, a punchy powerplant that will be better suited to our roads, speed limits and driving styles. With V8-style torque available at revs that correspond with Aussie open road limits in top gear, overtaking requires just a roll of the right foot. You're rewarded with a gruff, grumbly timbre that has a character quite different from previous four-cylinder diesel Benzes.

No, this is not a super quiet four either, but we soon learned to admire the little diesel that could.

At start-up and idling in traffic, it is very clearly a diesel, but equally it doesn't have the aurally harsh moments of the petrol four. It also offers quite lag-free acceleration -- unlike the petrol engine (and the 350 V6 turbodiesel for that matter). We'd like to spend significantly more time behind the wheel of the 250 CDI before we shout its praises from the rooftops, but early indications are good.

As is often the case, it's these 'smaller' E-Class models that are our pick of the E-Class range -- at least initially. And much of the reason behind that is their well fettled steel-sprung running gear. Adjustable Airmatic air suspension is standard on the 500 V8 petrol model, but in some ways it lags behind the clean, well composed ride/handling balance of the fours (and turbodiesel E 350 CDI BlueTec) we drove.

On the Madrid regions at times pockmarked roads, the steel sprung cars were impressive. Though the Continental Contisport Contact rubber might be a touch nicer on our coarser chip roads, the overall package is quite compelling.

The non-Airmatic E now features the same adaptive damping system in its suspension as the W204 C-Class. The system essentially firms up the damping (for better suspension control and to help control body roll) when required, but still delivers an excellent ride around town.

On 17-inch wheels and 45-series rubber, the four-cylinder models and 350 CDI to Madrid lumps and bumps in their stride. In contrast, the Airmatic 500 on 18-inch wheels exhibited a choppier demeanor on the Comfort setting, which further deteriorated on Sport.

Given the E-Class size and target market, any benefits yielded by the air suspension in the corners are moot in this writer's opinion. In fact, given the general capabilities of the 250 and 350 CDI turbodiesel models, we'd be hard pressed to recommend the 500 over either. If you're after V8 petrol thrills, wait for the E 63 AMG which will deliver performance and handling benefits.

Though the first W211 E models had forgettable steering manners, a midlife update improved things immensely. Now, the W212 arrives with a tiller that is a touch sharper than the outgoing model (the V6s and V8s get Direct Steer). In terms of response, the steering strikes a happy medium and is not so touchy as to be nervous on the freeway.

In the strong 50-70km/h winds we encountered on Day One in Madrid the car could be placed accurately but we think the E's steering could still be more communicative. For the record, the AMG car will get its own bespoke front end, with revised steering geometry as well as unique components.

A trademark of all Es -- and the new model especially -- nonetheless are their mile-eating ability. Mercedes has much to say about its new seats and though we spent only a modest amount of time in them, we're happy to believe the claims of "hundreds of kilometres" in a sitting.

The general lack of fuss in the cabin, even at high speed in the inherently more frantic four-cylinder cars, makes for relaxing progress while the revised cabin and instrument panel layout (with eye-level navigation screen) requires less eye time away from the road for the driver when using satnav and other systems.

We could go on -- the new E-Class's press kit runs to almost 140 pages and the owner's manual to twice that... But we won't.

While we must wait to drive the new E locally, and wait for the all-important local pricing and specifications before we tick the last box, we're prepared to say this much: With more luxury, more safety, better economy and 'that' three-pointed star on the bonnet, the new E-Class has every chance of claiming the title of world's best luxury exec.

Chances are, if you liked the old E, you're going to love the new one....