Mercedes-Benz E-Class Coupe and Cabriolet 2013 Review - International

Mercedes-Benz E 250 Convertible and E 400 Coupe

At the front, the ‘four-eyed’ look remains, though with the lights now unbroken by bodywork (conjoined under a single lens), a cleaner, more aggressive look is achieved. New bumpers, larger air intakes, and more concise styling flourishes mature the E-Class look, while still staying safely in the tried and tested formula return customers desire. Touché, Mercedes.

Inside, a two-piece trim element extends across the width of the dashboard and is, of course, available in a variety of finishes.

The shift lever has moved to the column, freeing up space in the centre console, while a new instrument cluster, full-colour TFT display, analogue clock and new ventilation outlets elegantly lift the cabin’s Germanic ambience.

A choice of six petrol and three turbo-diesel engines are available (depending on market), offering between 125-300kW. Six-speed manual and seven-speed automatic transmissions are available, though Australian-spec vehicles will again be limited to the self-shifting variety.

All of the usual big ticket items are included, of course, while safety gets a kick-along from a bundle of networked assistance systems dubbed Intelligent Drive (see SAFETY).

When the E-Class Coupe and Cabriolet arrive in Australia this August, pricing will be impeccably sharp.

Of the nine engine options available in Europe, Mercedes-Benz Australia has opted for four -- only one of which is diesel. These include two four-cylinder turbo-petrol, a lone four-cylinder turbo-diesel and the all-new twin-turbocharged V6 petrol.

Starting from $79,900, the new E 200 Coupe will undercut the current entry-spec (E 250) model by more than $15,000, matching the price of the current E 200 BlueEFFICIENCY sedan.

The Convertible entry-point is also reduced with the E 200 Convertible now beginning at $88,900, a significant $18,950 reduction from the current Convertible price leader.

The two new entry models are topped by the current range-comparable E 250 Coupe and Convertible, which are priced at $96,400 (up $1400) and $106,400 (down $1450) respectively. Despite modest fluctuations in price, Mercedes-Benz claims the pair now offer extra equipment to the tune of $15,000.

As the only diesel-powered model in the facelifted two-door E-Class range, the E 250 CDI Coupe arrives slightly cheaper than the outgoing model at $98,900 (down $2600).

Both the Coupe and Convertible E-Class models will be topped by a new addition to the range, the E 400 (petrol). Priced at $128,900 for the hardtop and $142,900 for the soft-top, the newcomer sits essentially between the outgoing E 350 BlueEFFICIENCY (from $142,200) and E 500 (from $178,585).

Although it will continue to be offered in its home market, the V8-powered E 500 will not return to Australian shores.

E 200 Coupe $79,900
?E 250 Coupe $96,400
?E 250 CDI Coupe $98,900
?E 400 Coupe $128,900?

E 200 Convertible $88,900
?E 250 Convertible $106,400
?E 400 Convertible $142,900?

*All pricing quoted excludes on-road costs.

MECHANICAL?

Most of the units are force-fed, though the normally-aspirated V8 still tops the petrol line-up -- in Europe at least. The diesel-electric hybrid on offer in the sedan doesn’t get a look in here, so those chasing a high-voltage kick in place of more traditional motivation will have to look elsewhere, for now.

On the bottom rung, the E 200 (petrol) makes 135kW/270Nm from its 1991cc four-cylinder direct-injected turbo. Fuel consumption starts at 6.1L/100km and CO2 emissions 142g/km. Depending on body style, it’ll hit 100 clicks in 8.0 seconds.

Step up to the E 250 (petrol) and output rises to 155kW and 350Nm from the same 2.0-litre four. Fuel consumption actually falls to 5.7L/100km and CO2 emissions to 132g/km. Triple figures are accessed in just 7.1 seconds.

The first of the six-cylinder units is a normally-aspirated 3.5-litre V6 in the E300. It develops 185kW and 340Nm while consuming 6.9L/100km and emits 160g/km of CO2. The 300 will hit the metric ton in 6.9 seconds.

With the same engine, the E 350 ups the ante to offer 225kW/370Nm. It will consume as little as 6.9L/100km on the combined cycle whilst emitting 160g/km of CO2. 0-100km/h takes as little as 6.2 seconds.

If force-fed fun is more your thing, the V6 shrinks its capacity to 3.0-litres and adds a pair of turbochargers to offer 245kW and 480Nm. It’s nearing V8 territory, really, though with consumption of just 7.4L/100km and emissions of 172g/km, you could be forgiven for thinking it’s a four. The oddly named E 400 manages 100km/h in just 5.2 seconds.

The final petrol offering is MB’s fabulous 4.6-litre V8. In E-Class terms, it’s dubbed E 500 (shrug) and delivers 300kW/600Nm. Fuel and CO2 numbers are 8.9L/100km and 209g/km while the all-important 0-100km/h time is... wait for it... 4.8 seconds.

If the work of Rudolf Diesel rocks your world, Mercedes offers an E 220 CDI at the entry-end. Powered by a 2143cc four-cylinder turbo it delivers 125kW and 400Nm while sipping just 4.4L/100km (wow!). CO2 emissions are listed at 118g/km and the nought to 100km/h time 8.5 seconds.

Applying more boost to the same mill gives the E 250 CDI an output of 150kW and 500Nm. It’ll drink just 4.5L/100km on the combined cycle while emitting 119g/km of CO2. Oh, and in case you’re wondering, 0-100km/h is dispatched in only 7.4 seconds.

Finally, the remaining engine option, and the last of the diesel trio, is the E 350 BlueTEC. This 3.0-litre unit utilises direct injection and turbocharging to arrive at a total of 185kW and 620Nm. As if that’s not impressive enough, the mill uses just 5.4L/100km to do so and emits 143g/km of CO2. A hundred clicks takes just 6.4 seconds from standstill.

All E-Class two-door variants are suspended by multi-link suspension all-round with adaptive dampers now as standard. Steering is electronically controlled rack and pinion and braking is by way of four-wheel discs. The park brake remains foot-operated (sigh).

Perhaps the biggest change in the allotment of interior space comes from the removal of the console-mounted gear shift which now fills the void on the right-hand side of the steering column.

It’s a shame then Merc couldn’t have sprung for an electronic park brake and given similar space treatment to the driver’s footwell. Yes, I know I sound like a broken record but it’s 2013 and even the Holden Commodore and Volkswagen Golf have one.

This now includes a myriad of ‘firsts’ bundled in what its manufacturer calls ‘Mercedes-Benz Intelligent Drive’.

Sensors and cameras plotted strategically across the body help to prevent collisions (in front, to the side and from behind), keep the driver’s mind on the job, read street signs, maintain safe distances when cruising, and even help steer the car both in a straight line and on gentle bends.

As well as helping you steer, autonomous braking means the E-Class will deploy the anchors if you don’t (at speeds up to 72km/h), and is said to be able to avoid collisions with pedestrians autonomously up to speeds of 50km/h. And will lift the bonnet to soften the blow if it doesn’t.

Lane Keeping Assist is now improved to detect broken lines, and in conjunction with the stereoscopic cameras, can also identify no-overtaking zones and no-entry signs.

Clever headlight shutters help stop your lights from dazzling others by blocking those areas inhabited by another vehicle. This means the driver can leave his or her lights on high beam without annoying other road users. It’s even clever enough to detect reflective road signs and shutter those to prevent ‘back glare’.

The four-ringed brand from Ingolstadt has its A5 Coupe and Convertible range, which in terms of size, range and price are a closer match to the E-Class variants listed atop the page.

Ditto Munich’s BMW… The (very) slightly smaller 3 Series Coupe and Convertible is the only real rival to Benz’s two-door E-Class models. Though, arguably, the E-Class offer a slightly greater range of driveline options.

At the same size, and at a similar price to lower-spec models, Convertible buyers could consider the Lexus IS 250 C. At the other end of the E-Class price scale, the Jaguar XK may also get a look in.

Not that we’ll be requiring this sort of alacrity on Australian roads. In fact, the E 250 Cabriolet sampled, arguably, offers all the performance we’re ever likely to need. It’s responsive, and impeccably fluid, while still achieving an average consumption figure of 7.9L/100km on our launch loop.

There was some wind noise evident in the strong cross winds we encountered, though once these died off the E-Class Cab was remarkably reticent.

The steering, in true Merc style, did tend to feel a little aimless on centre, though provided enough weight and feedback once engaged to sift through corners with few changes to input.

Moving up to the E 400 Coupe we find an enthusiastic performer that, although uninspiring acoustically, is impressively linear under acceleration, feeling closer to a normally aspirated engine in terms of its power delivery. The 3.0-litre biturbo is remarkably strong, especially though its middle reaches, and will hit speeds that would see us disqualified from driving back home faster than you can say ‘nanny state’.

The ride is expectedly firmer on lower profile rubber, though far from brittle. There is of course a little tyre hum, but this too is not unexpected.

A smooth and decisive transmission, complete with fast-acting paddle shifts, meant that not only did the E 400 perform comfortably and capably, but also kept fuel use to a minimum. Despite a couple of hours well above the Australian limit, the E 400 Coupe returned an average of 10.1L/100km on our north German test loop.

Merc knows its market very well and we’re certain there won’t be too many bent-eight buyers that will miss the full-toned intonation of the E 500 in favour of this cracking newcomer.

Couple the safety and equipment gains with a significant drop in price and the E-Class has the very real chance of making an even bigger dent in a segment it already has a considerably stranglehold upon.