Mercedes-Benz E-Class 2006 Review

OVERVIEW
Around one million W211 E-Class sedans and estates have been built since the model debuted in the northern hemisphere spring of 2002. An unqualified success for the German carmaker, the E-Class has (along with its arch nemesis, BMW's 5 Series) cemented itself as the default choice in the prestige large car markets around the world.

Down Under it's been no less successful. A best-seller for Mercedes-Benz Australia, there's already close to 10,000 W211 E-Class models in owners' hands.

The road for the handsome but staid current-generation E-Class has not been silky smooth. Perhaps among all Benz models the E-Class suffered most from the supplier and production cost-cutting the company embarked upon not so many years ago. Reliability and fit and finish suffered and customers were justifiably not happy -- it's pain from which Mercedes still smarts.

The maker is keen to tell all who will listen that it has returned to a 'Total Quality' mantra and that the bad days are behind. The latest update of the E-Class incorporates all the benefits from the new 'regime', says Benz.

It may not look like it but the new car also incorporates around 2000 new parts and the range welcomes three new model variants to the local marketplace as well as a wholesale change in driving dynamics.

The 'New Generation' E-Class is on sale now and comprises 11 variants: six sedan and five estates (read: wagons). There are relatively minor cosmetic changes but the underpinnings of the new E-Class have been upgraded to produce arguably the most wieldy non-AMG big Benz models yet.

Benz lumps the chassis changes under the moniker DIRECT CONTROL (M-B's capitals not ours). In essence the changes are a faster, more direct and more communicative revised rack and pinion steering system and a retuned (read: firmer) suspension package. Body roll has been reduced and the settings on the new E-Class models approximate those offered on the Avantgarde trim line in the previous generation. Sport suspension packages are also offered which further firm up the dynamics.

The range kicks off with the $84,500 supercharged four-cylinder E 200 K in sedan only. Next up the line are the petrol sixes: the E 280 and E 350 at $99,500 and $126,500 respectively for the sedan versions. Estates are also offered.

There's a return of the excellent E 280 CDI V6 turbodiesel -- this time offered in both sedan ($101,500) and wagon variants for the first time.

Packing a new 5.4-litre powerplant and some serious muscle, the E500 V8 petrol is priced from $160,300 for the sedan version. Like all Estates, the premium for the E 500 five-door is a rather steep $6000 (though it does include standard rearward facing kids-only third row of seats).

Finally there's the uber-Es, the E 63 AMG sedan and estate. A starting price of $227,600 gets you the whole AMG experience plus an all-new 6.2lt naturally-aspirated V-eight that delivers a Messerschmitt-soundtrack and 370-bloody-eight kilowatts!

Penny-wise readers will notice that most models have only increased $2000. The exceptions are the E 500 (up $2400) and the E 280 CDI which, at an extra $5000, has also taken a step up in base trim level from Classic to Elegance.

FEATURES
It takes a keen eye to spot the latest E-Class -- at least from a well-optioned version of the last car anyway.

In terms of cosmetics, the new E gets a 30mm deeper, more angular and more overt front grille with appears to incorporate plenty of S-Class DNA. Benz says the revamped front-end design: "reflects the dynamism, power, poise and assurance of the new generation E-Class".

There's new but fussy headlight detailing and the front driving lamps get different treatment according to the trim/mechanical level of the car. The side mirrors have been 'de-coupled' from the A-pillar and reduce some of the visual 'weight' of the car.

There are new alloy wheel designs across the range and the rear bumper, tail lamps and chrome boot 'flourishes' have been redesigned to give the car a wider, lower look. The estate features a full-width high-mount LED stop lamp and restyled roof spoiler. There are also redesigned roof rails and roof-mounted aerial.

The tweaks work -- especially on the wagon models. Previously these tended to look boxy and, well, too upright -- not a patch on BMW's Touring models nor Audi's Avants. The new look sexes-up the E-estate. Indeed, the subtle tweaks have muscled-up the whole range a touch. And thanks to the adoption of the side skirts from last generation's sporty Avantgarde line, the new big Benz no longer looks like it's on stilts.

Four new colours have been added across the E-Class range. Alas the writer wasn't paying attention at this point of the briefing and didn't write them down. We are reliably informed, however, that the E-Class is available in colours other than silver!

With the E model range spanning more than $100,000 there's a vast difference in equipment across the variants. Key range-wide changes include a tyre pressure-loss warning system and two-stage rain-sensitive wipers.

COMFORT
Inside there's also little obvious to separate the 'new generation' E from old, save perhaps for the keen-eyed who'll pick up the arrival of the CLS's smaller, chunkier steering wheel with elliptical thumb-operated buttons.

The lower levels of E get a digital display for the standard-fit Thermatic climate control for the first time and the headrests are a little more plush. Mercedes says its designers have also "redefined the coordinated colour schemes, upholstery and materials."

While the traditional three trim lines return in the new E, only the 200 K is offered in the base 'Classic' level. This comprises seven-spoke 16-inch alloys, a radiator grille with grey-painted louvres, foglamps with black surrounds and body-colour rubbing strips. Inside there's Eucalyptus wood accents and Artico (fake leather) seat trim.

All the mod-cons are covered including telephone pre-install, six-disc in-dash audio system and climate and cruise control but navigation, television and so on are all (expensive) options.

All other non-AMG Es feature Elegance trim as their base level and offer the option of stepping-up the Avantgarde. Sport and AMG Sport packages complete with 18-inch wheels, upgraded brakes, re-contoured seats and more can be further optioned to both trim levels.

To fully detail all the models and variants would take up half of CarPoint's allotted server space, however, Elegance typically adds flasher wheels, more chrome inside and out, leather upholstery in most models, brown burr walnut trim, Thermotronic climate control and COMAND data and audio management system (though not 280 or 280 CDI) as well as mechanical changes including speed sensitive power steering.

Avantgarde is a touch sportier (and more expensive) and delivers bi-xenon headlamps, black-painted louvres in the radiator grille, 17-inch light-alloy wheels in a five twin-spoke design and LED brake lights as standard. Inside there's more leather in a choice of colour combinations, black bird's eye maple timber accents, a larger fuel tank (80lt), 15mm lower ride-height and a reprofiled front bumper.

In terms of driver comfort, the higher levels of E get multi-adjustable electrically operated front seats with the option of heating and cooling. They fit all sizes and even the 100 per cent manual 200 K seats don't stretch your ability to get comfortable.

The rear legroom looks tight at first glance but carefully profiled front seat backs mean there's more room than you think. Part of the impression is created by the length of the rear bench seat's cushion. With plenty of under thigh support it's one of the better around.

Noise or lack thereof is another E-Class trait. These are very quiet cars, so much so that they bring attention to the tyre roar on our less than perfect roads. Careful rubber selection at replacement time will make them quieter still.

There are active head restraints, myriad airbags and every driver aid under the sun. Mercedes-Benz says it has also "consistently fine-tuned the occupant safety features on the E-Class." It says both body styles meet the most stringent international crash standards including the US 50mph rear impact test and new side crash test which simulates a collision with a SUV. According to Benz, E-Class has completed around 330 crash tests as part of ongoing improvements.

The new E-Class also gets the new Adaptive Brake system from the S-Class. The previous generation's Sensotronic brake system was the source of some controversy after some well-publicised instances of failure in overseas markets.

Adaptive Brake incorporates a number of advanced features. For example the system 'primes' the braking circuit on sensing the rapid removal of the driver's foot from the accelerator. It also features Brake Assist, brake drying in wet conditions and a hill or traffic hold function.

Though 70Nm down on the 55's mill, the 63 is 28kW stronger and in its boisterous nature recalls the big naturally-aspirated Benz V8s of the past such as the 300 SEL 6.3 and 450SEL 6.9. It's a serious piece of kit and pushes the uber-E to a 0-100km/h of around 4.5sec. Top speed is limited to 250km/h or thereabouts: approximately 40km/h short of where it would go unfettered.

The 63 features a specially calibrated version of the 7G-TRONIC seven-speed automatic gearbox (with steering wheel-mounted paddles) that is close to ubiquitous across the M-B passenger car range. It's a 'clever' gearbox that can drop two or three gears at a time to ensure you're always in the right gear at the right time.

Though it has been prone to some glitches in early installations, the 7G has lately proven as reliable as it is smooth and efficient. It's used across all but one of the new Es -- the 200 K misses out.

The E 500 features the all-new 5.4-litre V8 which debuted in the S-Class. With no less than 285kW/530Nm it is a healthy 60kW and 70Nm up on the 'old' 500. The E 500's new-found performance delivers a significant step up in desirability over its predecessor which was largely overshadowed by the E 350.

Six-cylinder models are largely unchanged in the engine room. The civilized 280 and 350 petrol V6s and the frugal 280 CDI turbodiesel all return unchanged. No return to the E-Class range for the 'little' six E240 in this generation, however.

A modified engine management system, new engine internals and more boost sees the 200 K's four-cylinder powerplant uprated to 135kW/250Nm -- an extra 15kW and 10Nm. Essentially the same 1.8-litre engine used in the popular C 200 K, the Kompressor does 0-100km/h in 9.1sec -- 0.5sec quicker than the previous model. Top speed is a not-inconsiderable 236km/h.

For keen drivers DIRECT CONTROL represents a significant step forward for E-Class and Mercedes-Benz. Considered generally as less sporty than the BMW 5 Series, the previous E-Class was often criticized for its steering quality.

Benz says the DIRECT CONTROL name can be taken quite literally. A 10 per cent more direct steering ratio (14.7 v 16.3) means less turns lock-to-lock and more importantly there's a more substantial and communicative steering feel -- even on dead ahead. Mercedes says it's worked hard on eliminating rack rattle too -- that loose or rattly feel that can be felt through some cars' steering in bumpy corners. Largely it's mission accomplished.

Both the steel and air (Airmatic) sprung suspension systems used in the various E-Class models have also been finessed. Revised geometry and bushes in the front suspension make it more rigid, reducing understeer and ensure steering input is more 'pure'.

'Rebound' springs limit body roll and the overall settings on the new E-Class models approximate those offered on the Avantgarde trim line in the previous generation. The new Avantgarde and Sport suspension options feature further upgrades.

COMPETITORS
Only two that matter... Maybe three... And there's no prizes for guessing who they are.

The eternal autobahn battle between BMW and Benz dictate the 5 Series as the E-Class' major combatant. From the entry-level to the mega-powered end of the spectrum, the E and the 5 duke it out.

We're not convinced many BMW owners cross the floor to buy a Benz (nor visa versa), but the cars are lined up against each other in every market.

A factor in any decision making process in the Germans' home market, Audi is offering a more convincing case Down Under with well-priced and well-equipped A6 models.

The prestige Audi can also offer an engine package to suit most needs with a 2.0 TFSI model just announced and the Lamborghini Gallardo V10-derived S6 just around the corner. In between there's a fantastic 3.0 V6 turbodiesel that cannot fail to impress.

Lexus's GS300/450h/460 is an option for sedan buyers in this market place. Well-priced and well-equipped, it is arguably not as satisfying a drive as any of the three Germans in this tester's opinion.

Benz's decision to offer estates in all but one engine variant is interesting. BMW sells just one: the petrol-engined 530i. Buyers of prestige SUVs might also be looking at the E with this facelift and upgrade.

ON THE ROAD
In our brief launch drive we can attest the sportier feel of the new E-Class -- good news for Benz aficionados, perhaps less so for those who believe BMW has the dynamic high ground.

We sampled four of the new Es: Estates in 500 and 280 variants, the mega E 63 AMG and the surprising 200 K.

The E63 is a full-strength, unadulterated Benz bomber in the tradition of the original 300 SEL 6.3 -- coincidentally the first Mercedes to be fettled by the then-privately owned AMG organisation. Its rich baritone V8 rumble is quite different from the homegrown V8s and indeed those from BMW or Audi. It's also quite loud -- inside and out. Mind you, we're not complaining.

There's a prodigious amount of performance available at a tweak of the toes. Go to gaol speeds are only ever seconds away in the 63 -- just as well it's got a suspension and braking package that's up to the task.

You'll be hard-pressed to notice the torque shortfall when compared to the E55, such is the eagerness of the new AMG-only V8 to rev. And for once the car has a chassis to match the monster motor. This muscular Benz steers with the accuracy you'd expect from a much smaller sporting sedan.

We note too that the test 63 was not the normal black hole we've come to expect from AMG cars. Inside there was an attractive combination of light coloured leathers and textiles and even a coloured dash.

The 500 Estate's three-stage Airmatic suspension was not quite as taut as the AMG, even in its sportiest setting. Nonetheless this very fast five-door's progress was every bit as convincing. Again the steering has freed up a level of athleticism that you might not expect from a car wearing a three-pointed star, let alone a wagon.

The new 285kW/530Nm 5.4-litre V8 is a much more willing engine than the old 5.0 that was largely overshadowed by the arrival of the 350's 200kW V6. This is now a seriously fast car. It takes just 5.7sec to get to 100km/h (0.7 faster than the previous) and in overtaking mode sprints from 60-120km/h in just 5.3sec.

Packing a reasonable level of options including AMG sports seats, pipes, paddleshift, and so on, 'our' E 500 estate delivered much of the E63 experience at a considerable saving.

Plenty to recommend the E 280 we drove too (a well-optioned Elegance Estate). Though rolling on steel springs without the benefit of the adaptive air-damping system, it provided a well-resolved balance of ride and handling. It wasn't quite as subtle on small, sharp bumps but we'd be reluctant to give up the handling benefits of the suspension as set-up. Given the car was priced at over the $110K mark though we'd expect better than manual passenger seat adjustment.

That said, a word to those of short arms and long pockets -- drive the 170kW/300Nm 280 before you sign for the 350. You might find that you don't miss the 30kW/50Nm and save yourself (at least) the price of a three-door hatch.

Finally the surprise -- the 200 K. Jumping straight out of the 63, it should have felt like a disaster, but nothing could be further from the truth.

Though initial step-off and overtaking performance is nothing to write home about, once up to speed both in town and the country, the 135kW/250Nm supercharged four is surprisingly capable.

Thanks to the chassis and steering changes the 200 K felt lively in the curvy bits of our drive route in South Gippsland (Vic) and planted on the highway drone back to town. Turn-in was much sweeter than you'd expect from a big sedan (perhaps a function of the smaller, lighter powerplant) and as such it was easy to keep pace with the 'faster' larger-engine cars.

Aurally it's no songstress but it's quiet and civilized and is very happy at 110 on the open road. A light pedal had the trip computer returning an average consumption of well under 10lt/100km too. That's around half the consumption of the 63... Ahem...