Buying a used Mercedes-Benz E-Class (2009-2016)

Mid-size Mercedes-Benz models had since the 1950s been designated ‘E-Class’, but only when the W123 series started arriving during the 1970s did Australia become aware that ‘E’ stood for something apart from ‘Einspritz’ or ‘fuel injection’.

Local listings throughout the 1980s and into the 1990s showed ‘E’ as a suffix, before 1993 saw the very popular 124-series 300E and 320E replaced by an extended range all carrying their ‘E’ designation up front.

Along with minor changes to the body design, our part of the world from 1997 saw an enlarged Mercedes-Benz range, with models including the E 220, E 280, E 320 and E 500.

In 1995, a restyle and progressively larger engines emerged in Europe to accompany the W210 series. It would survive into the 21st century (officially 2002) before W211 E-Class models with their smarter grille, angled headlights and more pronounced wheel-arches were unveiled.

The W211 was extraordinarily successful, with over 1.5 million of all types built to meet the needs of local markets throughout Asia and the Middle East.

The new ninth-generation W212 E-Class in 2009 saw single-lamp units replace the quad-headlight look that had characterised the classification for more than a decade.

W212 models underwent significant engineering change, especially in the areas of ride quality, economy and driver assistance. The series would run for the next seven years in Australia, with a major mid-life facelift arriving in 2013.

The first examples of the 10th-generation W213 E-Class launched Down Under in July 2016.

• Diesels develop cooling system leaks so watch the temperature gauge and note any smell of coolant.
• Failing seals that leak oil into the turbocharger are revealed by a puff of white smoke at start-up. Keep an eye on oil levels.
• Gear selection software can malfunction and prevent the column-mounted shifter communicating with the transmission.

In this review we won’t be looking at the entire range. Sorry, no E 63 AMG or E 500 performance models here, but instead we concentrate on versions appealing to buyers on more modest budgets.

These sold new in 2009 as an E 220 CDI diesel at $80,990 (plus on-road costs), then climbed past $90,000 when funding the more powerful E 250 CGI.

These used 95 RON petrol and delivered 150kW of power via a seven-speed automatic transmission. The CGI’s turbo-diesel companion, the 2.1-litre E 250 CDI, produced exactly the same amount of power plus a big chunk of additional torque – and at $96,900 plus ORCs was just $3900 dearer than the petrol 250.

The 2.1-litre turbo-diesel featured Mercedes-Benz’s BlueEfficiency technology with precisely controlled fuel injection, more effective turbochargers, fast-acting ceramic glow plugs in the diesel and dual balance shafts for greater smoothness at idle.

The new engines worked in conjunction with modernised air-conditioning and cooling systems, an energy-saving alternator and power steering pump.

Change in the interests of efficiency extended well beyond the engine bay too, with low-resistance tyres and underbody shrouding for improved airflow.

Climb another rung and you would reach the E 350 models. These initially sold here as petrol or diesel four-door sedans, a petrol-only station wagon and coupe or $135,000 open-top cabriolet.

Even in basic Avantgarde trim, the E-Series filled its cabin with thickly padded, leather-covered seats, a 10-speaker sound system and comprehensive suite of systems controlled via the steering wheel.

Outside were folding mirrors and sensor-equipped bi-Xenon headlights, alloy wheels and just the right amount of polished embellishment.

Come 2013 and Mercedes-Benz was ready with a revamped E-Class. First to arrive locally was the E 200 sedan with a new suit of clothes but largely unchanged structure.

Mechanically, the range now began with a 2.0-litre turbocharged four-cylinder which delivered the same 135kW as earlier versions but with more torque and improved economy.

Four-cylinder diesels were largely unchanged as well, yet still managed to improve on the previous model’s economy with an exceptional 4.9L/100km average.

Further enhancing the environmental profile of the E-Class was an E 300 BlueTEC Hybrid, which used a 20kW/215Nm electric motor to supplement its diesel engine.

Six months later came the E 200 wagons, priced from $86,990 plus ORCs, followed by a new E 400 with the twin-turbo V6 and 245kW.

There is no such thing as a cheap Mercedes-Benz, but an E 400 starting at $128,900 did its best, offering effective performance, great economy for a largish car, high levels of equipment without a four-page options list and exceptional attention to safety.

Safety measures across the E-Class range were bewildering in their complexity and allied to engineering that for decades had led in the world in crumple-zone technology.

Euro NCAP awarded five stars for occupant protection to the entire W212 series and probably could have gone further if the scoring system allowed. Later versions would introduce a range of collision avoidance measures and driver attention monitoring to detect drowsiness.

The sound system was complex and top quality, with inputs for every format known at the time, a DAB radio, CD and DVD players and speakers (15 of them) in every spot there was a space.

Sumptuous leather seats were power-adjustable and the mirrors moved with them. The boot or tailgate opened and closed by remote control and the wheels were 19-inch with 30mm-wider rims and rubber at the rear.

A decade after these cars were new, that $129,000 price is but a faded entry on an order form and depreciation has ravaged the Mercedes-Benz E-Class.

Cars that have travelled more than 200,000km yet remain in good condition cost a tenth of the new price. Or you can spend the cost of a new but very basic mid-size SUV on a second-hand E 350 that in some instances will have travelled fewer than 5000km annually.

People with a craving for immense power and a rumbling V8 won’t trade their HSV on an E 200. However, those who make the switch to an E 350 might not see the need for an E 63 either.

Four-cylinder versions, especially when diesel-fuelled, will trawl the city precincts quickly enough, quietly and with infrequent visits to the fuel pump.

‘Serene’ is the word that best describes an E-Class from inside when confronting almost any kind of paved road.

The Direct Control suspension with adaptive damping chooses optimum settings as conditions change, and while one test did mention a loud thump from the back end of a wagon – possibly a problem with the air suspension – you would need to be pushing hard over some gnarly terrain to find the bump stops in an E-Class.

The electronic steering is well-weighted too, adapting to speed and sensing grip. Reportedly, it is even better in cars with wider, lower-profile rubber. Using Park Assist while someone videos from across the road is a good way to demonstrate the manoeuvrability of an E-Class.

All of the smaller-engined cars feature a seven-speed automatic transmission and focus very much on efficiency. Early V6s had to wait until 2013 for their upgraded auto and meanwhile made do with the older but not awful five-speed unit.

Commuters and suburban shoppers should be perfectly content with any of the four-cylinder engines. Those who like to brag at BBQs will be happy to hear that the 2.0-litre petrol and 2.1-litre diesel as used in E 250s will run 0-100km/h in 7.7 seconds but perhaps shocked to learn that the fastest of the V6s at 6.8sec is the turbo-diesel.

Look then at fuel consumption and the contest is over before the filler nozzles are back in their slots. The E 350 petrol’s 9.6L/100km combined-cycle average is good for a 1700kg prestige sedan, but it gets stomped on royally by the 1825kg CDI. These average 6.9L/100km and will be 300km further up the road from the petrol car when, finally, they need to stop for fuel.

Here we look in particular at turbo-diesels and the late-series Mercedes-Benz E 400. The twin-turbo V6 with 245kW delivers plenty of punch even with a full load of occupants, while a four-cylinder diesel with its 500Nm of torque won’t struggle too much when towing close to the braked trailer limit of 1900kg.

Back-seat passengers sit high enough to avoid feeling imprisoned, and while the seats are flatter than some might enjoy they are heated and there’s plenty of legroom.

Avoiding danger and keeping the family safe is simple in a vehicle with such a profusion of sensors and cameras. In addition to helping the driver when reversing, even basic versions of the E-Class will warn of impending threats from all directions except above.

• These are an incredibly complex device that must be serviced by specialists. A pre-purchase inspection is vital and be wary of any gaps in a car’s service history.
• Faults that trigger recalls have been detected regularly since 2011, with most of the issues minor and hopefully by now rectified. Most serious was one that could cause fuel pump failure, while the most obscure defect involved a faulty sensor which could cause the driver’s side airbag to deploy. Using the VIN, your local Mercedes-Benz dealer can confirm there are no repairs outstanding.
• Rattles from the front of petrol and diesel engines are due to worn timing chain adjusters and tensioners. These problems afflicted pre-2013 models and hopefully by now have been rectified.

RedBook Inspect mobile inspectors can take the guesswork out of buying a car with a comprehensive vehicle inspection.

Used vehicle grading for Mercedes-Benz E-Class (2009-16)
Design & Function: 16/20
Safety: 18/20
Practicality: 14 /20
Value for Money: 15 /20
Wow Factor: 13/20
Score: 76/100

Also consider:
Audi A6, BMW 5 Series, Jaguar XF