With the glitz and glam of the
Las Vegas strip, there was not a better way for Mercedes-Benz to showcase their latest addition and “big gun,” the new E-class.
Among the sin city’s nip/tuck crowd, the new face joining Mercedes’ line-up was out to prove beauty is not skin deep.
Or, is it?
Coming from a long list of descendants, the new E-class is of significant importance to the three-pointed star.
Although it is not quite the firm’s bread and butter, the C-class, the brand needs the E to be a volume selling success.
2010 Mercedes-Benz E-Class Photo Gallery
As Agent 009 reported last week, the E-class was the third most sold Benz year-to-date in April 2008 and year-to-date in April 2009 it ranked second place. Overall, Mercedes sales were down 28 percent year-over-year from April 2008 in the U.S.
Note: with the inclusion of the CLK into the E-class line-up, it will become the second largest selling class for Mercedes.
Clearly, this facelift is either going to inject some excitement into the brand or bring newfound pain upon the boys from Stuttgart.
Armed to the teeth with plenty of safety, technology and powerful engines, the E is coming to a knife fight with an M16 and some ammunition to boot. But, even with powerful forces victory is not always ensured. Ask the Brits about how they were going to tromp the colonies.
Initially taking a walk around the fresh E-class, it is obvious that it has become relatively edgy over the previous generation’s design.
No longer present are the bulbous headlights of the W210 and W211. Now, the eyes are squared off. Replacing the swooping, graceful roofline of the previous two generations is a more abrupt rendition. Is Mercedes bringing back the look of the late 1980s, early 1990s W124? I like to think so.
The most controversial line of the sedan is seen from the front of the rear wheel and into the rear fender. Rising up and over the rear wheel a la Bentley Continental GT, it is said to have been inspired by the 1950s W120 Ponton. This accentuation could have been more elegantly integrated without the paralleling, dramatic line that extends through the door handles from just behind the front wheel.
Although the lines parallel for only a short period of time, it bears resemblance of a wrinkled suit or the rear haunches of the E65 7-series, which featured an ensemble of too many parallel lines. Well, it did work for BMW’s sales, perhaps it will work for MB.
Mercedes’ new coupe carries the new design language a bit more eloquently. For instance, the same Ponton-inspired line is executed perfectly with the line sweeping into the rear taillight. There are no “wrinkles,” or a mass confusion of parallel lines.
Other pluses, for the coupe, include the removal of the B-pillar. Although one would expect rigidity to be lacking, it is more than adequate in the E-class coupes. Now, the elegant teardrop is carried forth as seen in the CL coupes, albeit with a fixed window – a pet peeve of mine.
Remaining exterior details of the car are not over the top but many noticed the particularly interesting design of the wraparound taillights. Several journalists noted that they appeared as though they were from the Far East.
Whether they bear resemblance to a Lexus ES350 or Hyundai Azera is still up for discussion.
Hunkering down within the confines of the cabin reveals an interior with more sharp angles and a chunky usage of wood combined with bits of aluminium.
In a throwback move, the sedan’s shifter has been moved up to the column but if you have sporting intentions, have no fear. Located just behind the steering wheel are mounted paddles for shifting if you need control.
The coupe’s designers decided it was only right to place the shifter on the center console and so it proudly stays as a testament to sporting intentions.
Unique to the coupe are the sport seats which contain aggressively designed bolsters. After putting the E coupes through their paces it is apparent they do their job but the bottom bolsters will pinch if you have wide hips.
Soft touch plastics make up the door panels and dash. With a nice feel and solid fit and finish, there is no doubt these are quality pieces. Over bumps and rough pavement there are not any sounds of rattles or squeaks. This E is as solid as a tank.
Window switches and some buttons, however, feel a bit chintzy. The most noticeable piece is the emergency brake release; it feels as though it is going to break off mid release.
Interior door handles are “L” shaped, decked out in chrome and surrounded with a chrome strip that contains the handle and appropriate seat controls with memory functions. I do not know if it is the design or feel, it just screams tacky to my eyes.
And, there is more where that came from.
Note: This is the gauge cluster from the E63 AMG. Instrumentation is set-up the same as regular E-class cars.
The upper dash region’s wood trim has chrome on its upper limit and the gauge cluster is adorned with chrome rings.
Any piece of the interior you imagine could have used a touch of chrome has it in the new E. A bit over the top, to say the least.
Speaking of the gauges, Mercedes has included these features in the cluster from left to right. Fuel, clock, speedometer, tachometer and temperature.
Although the inclusion of the clock sounds cool, its placement is irrational when looking for your shift point on the tachometer and you find yourself saying “Oh, it is a quarter to three,” as you bounce off the redline.
A large, seven inch display is placed front and center and is controlled VIA the circular controller on the center console.
After spending sometime behind the wheel, the COMAND system becomes easier to use but at first can be slightly daunting. One aspect of the controller, which eventually became annoying, was its placement.
For long arms it is located too far behind the shifter, so, you will find yourself cocking your wrist at ridiculous angles to work the controller. Shorter individuals, who have their seat adjusted further forward, may find the placement too far behind them to use comfortably.
With exception to these misgivings, the interior makes for a generally pleasurable place to be during long-distance journeys.
This brings us neatly to the most important aspect of these new vehicles; how they drive.
The first vehicle I was able to pilot was the E550 Sport sedan. Equipped with all the goodies, it was ready to get rolling.
With a 5.5 liter, 382-horsepower motor producing 391 lb-ft of torque, power is not an issue. Do not get too excited though; all E-class motors are mated to seven-speed automatic transmissions. No rowing through the gears for you!
Plant your foot down and soon you will find that the rest of civilization is behind you. Here’s the catch though. It is not dramatic in the least. The speedometer surges in an even fashion and you do not feel as though you are being pulled brutally.
Looking down you soon realize you are hitting triple digits, whoops!
Adding to this no drama factor was the lack of character from the motor. Upon revs it does not provide you with that lovely, mean V8 burble. Instead, it remains subdued as though Mercedes purposely detuned the motor’s sound.
Somewhat surprising with such a powerful motor.
Steering is weighted relatively lightly and is reasonably direct for a 4,145 pound vehicle. Although the E-class will not make you feel as though you are piloting a dedicated sports car, with its daft body roll, it does a nice job of creating sensitive, responsive steering from its piggish heft.
Considering it is labeled the Sport model, I was hoping for a bit more steering feel but was left disappointed with numbness. Although many contemporary autos do not provide that “nook and cranny” feedback, I can still have faith.
The four-wheel independent AIRMATIC suspension provides two different lifestyles with the E sedan. It is equipped with both a comfort and sport setting. In sport, the car stiffens up a bit and takes care of floating in dips and bumps. If you are looking for more of a magic carpet ride, from the suspension, comfort is the setting you should be looking for.
A surprise from the new E were the brakes, which were astoundingly good. Pressing on the pedal gave immediate bite and modulation was accomplished with ease. Not bad for a set of standard brakes that do not seem off-the-charts on paper.
Next, getting behind the wheel of the E350 Sport sedan, I was confronted with many of the same findings; however, it was a 268-horsepower, 258 lb-ft of torque motor.
By no means is this vehicle’s motor wimpy. As a matter in fact, I am willing to say that unless you do a lot of long-distance touring, the 550’s upper-level power is not necessary. And, the steering was a notch or two heavier. This provided a bit more confidence while driving the 350 hard.
Although the 350 lacks the AIRMATIC suspension, the standard gear is a fine compromise between sporty and comfortable. It is not so harsh that it will hurt your backside, but, it will not let the car float all over the place like a minivan going through the corkscrew at Laguna Seca.
Following up the sedans were the coupes. Shoehorned with the same 3.5 and 5.5 liter engines, power is the same while 0-60 times shave off a couple of tenths due to reduced weight.
For the 350 coupe, 0-60 comes in a brisk 6.2 seconds, meanwhile the 550 coupe records a respectable five seconds flat.
The reduced weight works wonders on the coupes. Steering feel is heavier and requires less corrections at speed, and body roll is less evident. Interestingly enough, AIRMATIC is not featured on either coupes, yet their suspensions manage to ride much better than either of the sedans.
Sound wise, the 350 coupe’s motor sounds essentially the same as the sedan. But, when driving the 550 coupe, it becomes vastly apparent there have been some changes. The 550 sounds as though it should be taking on waves like a speedboat, with its V8 rumble, than battling the pavement.
Letting off the throttle produces a blissful, bassy thump from the 550’s exhaust. I found myself letting off the throttle and yearning to hear the subwoofer-like bump.
As expected, the coupes corner better, are more fun and feel better, but at a price. Limited practicality. If you need seating for five, I suggest selling off a child on the black market, because the coupes are that much better than the sedans. Really.
After spending two days with the new E’s, it is apparent these have the potential to be big sellers for Mercedes. With their solid fit and finish, loads of standard equipment and cheaper prices (that add significant value over the previous generation), they certainly make an interesting argument over the competitors.
For those curious cats, I would say the direct competitor to the 2010 E is the Lexus GS. Now, with MB lowering the price of the E to the $48,000 mark, it falls just about even with an optioned GS350. But remember, the new E has a lot of new, standard features.
However, I would not look at the new E-class’ seriously if I was requiring a hardcore, sporty handler. Although the coupes have more capabilities in the twisties, the sedans lack the steering feel and have more body roll than desired.
Granted, being in my early 20's, my opinion may be slightly more bias towards a more taut feeling vehicle than say the demographic the E-class typically targets; a senior-level executive in his late 40's or early 50's.
At the end of my time with the new E-class, I surmised that it remains a mid-tier luxury sedan with a yearning for a sporty side. I think the Vegas location for the press drive was fitting for one reason. The car is like the Vegas nip/tuck crowd: although the façade has been rejuvenated, the truth remains beneath the skin.
2009 BimmerFest Photo Gallery
2010 Mercedes-Benz E-Class Photo Gallery
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