Holden Calais and Mercedes-Benz E200 2013 Comparison

Price: $39,990 (MRLP)
Engine: 3.6-litre six-cylinder petrol
Output: 210kW / 350Nm
Transmission: Six-speed automatic
Wheels / Tyres: 18 x 8.0-inch / 235/50 (Bridgestone Turanza)
Fuel / CO2: 9.0L/100km / 216g/km
Safety: Six airbags / Five-star (ANCAP)

Not so much:
>> Low-beam vision
>> Lacklustre overtaking
>> Dashboard creaks and rattles

Price: $79,900 (MRLP)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 135kW / 300Nm
Transmission: Seven-speed automatic
Wheels / Tyres: 18 x 8.5-inch / 265/35 (Pirelli P Zero)
Fuel / CO2: 6.4L/100km / 148g/km
Safety: Eleven airbags / Five-star (ANCAP)

Euro gnash
The Holden Commodore and the Mercedes-Benz E-Class might both be large sedans, but they aren’t exactly what you’d call direct rivals. From a price point alone, the figures show that you could buy two Calais models (as tested), for the price of just one E 200 (again, as tested).

But does that mean that our home-grown luxury sedan is half the car? Or, visa vie, is the German offering doubly as good as the humble Holden? Alas, in short, it’s a moot point. Almost no one shopping a Calais would consider an E 200, or vice versa.

So why then are we driving these models head-to-head from the Nation’s capital to our home base in Melbourne? Well, that’s a little easier to explain.

According to Holden, the new VF-series Commodore has closed the gap on its European rivals where technology, ride and handling, and build quality are concerned. The good news is, for once, the claim is not simply lip service.

Along with obvious architectural consistencies (they’re both three-box, five-seat, front-engine, rear-wheel drive sedans) the Calais and the E 200 offer similar levels of accommodation and amenity, comparable cargo capacity (496 vs 540 litres) and analogous equipment levels.

Relative to their price, however, the chasm between real-world performance and fuel economy is far from parallel -- something that becomes quickly evident when covering a cross-country journey such as this one.

Weighing in at 1702kg, the VF-series Calais is powered by a 3564cc direct-injected petrol V6. The median engine option in Holden’s Commodore range (sitting above the 3.0L V6 but beneath the 6.0L V8), the 3.6 develops 210kW at 6700rpm and 350Nm at 2800rpm. It drives the rear wheels via a six-speed automatic transmission, and is claimed to return 9.0L/100km on the combined cycle, while emitting 216g/km of CO2.

The lighter 1615kg W213-series E 200 offers the lowest output figure of any petrol-powered E-Class in the current portfolio. Its turbocharged and direct-injected 1991cc DOHC four-cylinder engine develops 135kW at 5250rpm and 270Nm between 1800 and 4600rpm. It drives the rear wheels via a seven-speed automatic transmission and is said to return 6.4L/100km on the combined cycle, while emitting 148g/km of CO2.

Even before you look at the performance figures, the specifications suggest that the V6-powered Calais has an obvious advantage, though perhaps that’s unfair -- we are comparing apples and oranges here. But when you consider that an E-Class with similar power levels costs upward of $96,000, you’ll understand why we picked the E 200.

Not surprisingly, the Calais’ overtaking performance has the E 200 (and its driver) running scared.

Summonsing the oomph required to round up a log truck on damp, winding roads is a considered effort in the Mercedes. Both turbo lag and transmission shift times (in Economy mode) play a considerable role in perceived ‘reaction’ time.

In reality our figures show the differences between the pair’s performance is not as considerable as our subjective impressions may indicate -- though as we all know, where overtaking is concerned, precious moments count.

From standstill to 60km/h the Calais took just 3.7 seconds, and to 100km/h only 6.8 seconds. During roll-on, the all-important 50-70km/h sprint took only 1.4 seconds. The lighter, but lower capacity E 200 managed to reach 60km/h in 4.1 seconds and 100km/h in 8.8 seconds. It took 1.8 seconds to canter between 50 and 70km/h.

But it’s not all about acceleration, of course. Any long-distance road trip also requires a level of comfort to keep you relaxed, and a degree of handling to keep you safe. Fortunately, both our test candidates did not disappoint on this front.

The ride quality of both vehicles is commendable; the Commodore at a level that only a few years ago would have been unheard of in a locally-built car.

Each soaked up the patchwork blacktop with aplomb while also coping with our unanticipated ‘off-road’ detour with commendable composure. The E 200’s lower profile rubber did, however, send quite strong vibrations through the cabin over larger divots, though these too, at first, seemed of little consequence to ride comfort.

On the handling side of the equation, it was pleasing to note that neither vehicle fell short to any significant degree. The Calais’ neutral reaction saw it tend towards oversteer when pushed, the E 200 to understeer. Convention says the latter is preferable from a control standpoint, though we might add that at no time did the level of deflection feel unsafe, with both vehicles being entirely predictable.

Steering reaction for the Calais felt better-suited to poorly maintained Australian roads. The new electric system offers not only a decent level of weight at all road speeds, but is also less inclined to change course over sharp bumps, something the E 200 seemed susceptible too, if only slightly.

Neither vehicle tired the arms after long stints at the wheel, though personally I felt a slight preference for the ergonomics of the Merc’s steering column position.

In town, we found the difference between the turning-circle of the two to be negligible (11.40m vs. 11.28m), and both were surprisingly easy to park with the aid of a rear-view camera and acoustic parking sensors.

The Holden’s auto parking system was abandoned after taking too long to initialise.

Brake pedal feel in both vehicles was also comparable, with the Calais and the E 200 providing pedals with excellent feedback. The resultant ‘soft stop’ was easily achieved in either vehicle, though for stopping power, the perforated discs of the Mercedes have it over the Holden.

We ran both vehicles on premium unleaded petrol for this test. Holden recommends 91 RON ULP or higher, but quotes its power and economy figures based on 95 RON PULP. We drove, predominantly at highway speeds, over a distance of 1000km (thanks largely to an unexpected detour through the Shoalhaven Shire). We took the longer, and more scenic, coastal route from Canberra top Melbourne, visiting Batemans Bay and Orbost.

The real world fuel consumption results were close to those listed for each car’s ADR combined figure. Disappointingly, neither vehicle managing anywhere near its listed extra urban figures of 7.0L/100km (Calais) and 5.3L/100km (E 200). On test, the averaged results were 9.03L/100km and 8.26L/100km respectively.

The Calais also offers remote start, an electrically-adjustable driver’s seat, push-button ignition and auto lights and wipers.

Mercedes-Benz's COMAND on-line multimedia system is perhaps more traditional in its technological offerings, but still boasts a 10GB hard drive and CD and DVD playback. The E 200 tested added Bluetooth connectivity, voice control, internet browsing and, of course, satellite navigation. The E 200 also offers idle stop-start technology, brake-hold function, an electric tilt and slide sunroof, electrically-adjustable front seats with three memory presets and an electrically-adjustable steering column.

Safety technology is now comparable with the pair both offering blind-spot assistance, stability and traction control, anti-lock brakes, daytime running lights, and ISOFIX child-seat preparation. It’s worth noting, however, the E 200 has nearly double the number of airbags as the Calais (11 vs six).

For succinctness’ sake, we won’t go into the finer points of each infotainment system (there’s plenty of that in our individual Road Tests), however, we will say that both offer an acceptable degree of connectivity for the price.

Briefly, we should note that the E 200 offers superior audio system clarity though loses out where user-friendliness is concerned. Conversely, the Calais’ is easily comprehensible, but lacks some of the attention to detail of the Mercedes, especially where night-time illumination is concerned.

The Calais’ steering wheel controls were brighter on the right-hand side (audio) than the left (cruise control). And while the centre touchscreen could be switched off, and the instrument panel dimmed, the screen between the road and engine speed dials was vivid, interfering with night vision.

That’s not to say the night vision crown goes to Mercedes-Benz, either. Low beam vision saw the E 200’s xenon lights draw a distinct end to their reach, requiring far greater use of high beam. This was an issue we didn’t notice in the Calais.

Unfortunately for the new Holden, the HVAC system was seemingly unhappy about keeping us warm, and at any temperature below ‘HI’ saw cool air delivered to the cabin when operating under its own direction (i.e. in AUTO mode).

Otherwise, the E 200’s noise attenuation was ahead of its Aussie rival (75dBA vs 78dBA at 100km/h), as was downhill adhesion to the speed limit when using the cruise control. The speedometer accuracy of both vehicles was within 2km/h of the indicated velocity (98km/h actual at 100km/h indicated when measured via V-Box).

Accommodation levels saw the Calais claw back a modest advantage, the Holden offering more legroom (1074mm vs. 1049mm front and 1009mm vs. 909mm rear), more shoulder room (1502mm vs. 1467mm front and 1498mm vs. 1449mm rear), and more front seat headroom (985mm vs. 963mm).

The E 200 did pip the Calais for rear seat headroom, however, if only by 7mm (965mm vs. 972mm).

The driver’s footwell of the E 200 was impacted upon slightly by Mercedes’ outdated foot-operated parkbrake.

Initially, the Calais’ seats felt more comfortable, though the softer cushion did result in a mild case of ‘numb bum’ after several hours at the wheel. This is something we did not observe in the E 200. Lumbar support, the degree of adjustment and bolstering were too close to call.

And that was a theme that was consistent throughout our journey. Despite their pros and cons, the two sedans are actually very comparable -- even if those shopping one might never consider the other. And more fool them, I say.

Holden’s boss Mike Devereux has stated on record repeatedly that the company set out to build a world-class car with the VF-series. To a significant extent, it’s mission accomplished.

Indeed, the Calais proves that Australia can produce a world-class car. One capable of giving Europe’s finest a real run for its money (pun intended)... Sure there are differences evident, but look with an unbiased eye and they’re not as vast as the two cars’ price tags would suggest.