Mercedes-Benz E500 2009 Review

Mercedes-Benz E350, E500 coupe and sedan 

What we liked
>> Easier access in the sedan
>> Appealing V8 engine
>> Impressive ride and handling compromise

Not so much
>> 'Vacuum-packed' rear-seat accommodation in coupe
>> Column-shift auto in sedan
>> Tyre noise in the sedan

Overall rating: 3.0/5.0
Engine and Drivetrain: 3.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 3.5/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.0/5.0

About our ratings

OVERVIEW
-- New E-Class bookends the CLK
Here's a test for Benz anoraks: the company reckons that it has been building the E-Class in one form or another since the Ponton model launched in 1953. Nine generations, according to the PR and marketing people. Working our way backwards, we counted five and got as far back as the W114/115 compacts from the late 1960s...

But we take the company's word for it. The E-Class -- while not actually known as such for most of the 56 years since the launch of the Ponton model -- certainly does boast a long history and that history continues with the new W212 platform. It's a significant model for Benz; priced higher than the C-Class and yielding better profit, but smaller than the S-Class and selling in larger numbers.

For the new W212 model, Mercedes-Benz has incorporated what was the CLK coupe and convertible models under the E-Class umbrella, codenamed C207. In due course, the company will roll out other drivetrain variants, including the high-performance E 63 AMG model, and wagon and convertible variants.

Further mechanical and packaging details are covered in our news story on the W212 E-Class as well as our coverage of the international launch of the E-Class.

PRICE AND EQUIPMENT
-- More value in E 350 sedan
For the moment, only V6 and V8 models are on sale in Australia, but four-cylinder models will begin to arrive later in the year. That means that the local E-Class range presently comprises the E350 coupe ($127,500), E350 sedan ($128,900), E500 coupe ($174,500) and E500 sedan ($178,900).

Priced $2965 lower than its predecessor, the E 350 sedan is claimed to add $13,000 worth of extras over the W211 specification. This variant is the only W212 model released to date that is actually cheaper than its superseded counterpart. Both the E 350 and E 500 coupes, as well as the E 500 sedan, are more expensive than the forebears. The V8 sedan is $11,232 more expensive (than its forebear) but is claimed to feature $21,000 wroth of additional equipment.

For the coupes, the E 350 is more expensive than its CLK equivalent to the tune of $2414 and the E 350 variant is priced $18,695 higher than the CLK it replaces. Additional features total $9500 (E 350 coupe) and $28,000 (E 500 coupe), by Mercedes-Benz Australia's calculations. All prices are quoted in accordance with Manufacturer's List Prices (MLP) and do not include on-road and delivery delivery charges.

Other than the E 500 coupe -- which comes standard with the AMG Sports Package -- Australian-delivered V6 and V8 E-Class variants come trimmed to Avantgarde level. Buyers can alternatively opt for the Elegance grade at no extra cost. The standard 18-inch five-spoke alloy wheel supplied with cars in Avantgarde trim is replaced by a 17-inch alloy for the Elegance level.

E 350 and E 500 variants not already fitted as standard with the AMG package can be upgraded for a cost of $5700.

Standard features fitted to the E 350 sedan include: parking guidance for the Parktronic system, folding rear seats, cupholders, space-saver spare wheel, Comand system with six-stack DVD, UCI media system with cables, reversing camera, ILS bi-xenon headlights, multi-contour front seats, Thermotronic climate control and lane-keeping package.

In addition, the E 500 sedan adds: wood/leather steering wheel, luxury front seats (ventilated and heated), sun protection package, Keyless Go and anti-theft package.

Among the options available for the new E-Class are: Distronic Plus active cruise control, Night View Assist Plus, Easy-Pack, rear-seat comfort pack (four-seat version only), anti-theft package (E 350 only) and sun protection package (also E 350 only)).

Pricing for the full range of sedans and coupes (other than the E 63 AMG), follow:

E 220 CDI sedan -- $80,900
E 250 CGI sedan -- $93,900
E 250 CDI sedan -- $96,900
E 350 CDI sedan -- $131,900
E 350 sedan -- $128,900
E 500 sedan -- $178,900

E 250 CGI coupe -- $94,500
E 250 CDI coupe -- $97,500
E 350 coupe -- $127,500
E 500 coupe -- $174,500

PACKAGING
-- Comfy but cosy in the coupe
Although it's now an E-Class variant, the coupe can't seem to get away from CLK-style packaging. It shows in the interior room.

There's a full 114mm difference between front and rear wheels of the coupe (wheelbase measurement 2760mm), versus the sedan (2874mm). 114mm doesn't sound much -- it's about 4½ inches imperial -- but it means the coupe is hog-tied by its external dimensions.

This writer is not by any means statuesque, but had to slump a little to find a comfortable rear seat position -- and that was in spite of Benz extending the roofline further to the rear of the coupe, relative to the roofline in the CLK. Most adults will likely find headroom in the rear of the coupe is marginal, particularly with the panoramic sunroof fitted as standard in the E500 coupe.

Access from the rear was not especially easy either. You do tend to think of an E-Class car as quite spacious, but the coupe doesn't meet expectations in this regard. And arguably, legroom is still what you might call marginal in the sedan.

Seating was comfortable though, and holds the occupant securely in the coupe, but the seats feel more American in cushioning than European. They're quite soft, although the side bolstering is firm enough, as already insinuated.

With its multi-contour seats more readily accessible, thanks to its larger doors and general dimensions, the sedan is probably more suitable for most occupants in respect of comfort and ease of access.

The interior was quite stylish in all variants tested and proved to be ergonomically functional. Boot space was about average size, and adequate for the vehicle, both coupe and sedan variants. See out international launch coverage for more on the sedan range.

COMPETITORS

Jaguar is a further alternative. Its upgraded XF has a 5.0-litre V8 to go up against the E 500 sedan. The problem for the British brand is that its long-standing build quality inconsistency means it would be the first to be crossed off the list against the E-Class. That may not be equitable these days, but that's the nature of the market at this end of town. 

Cross-shopping competition to the E-Class coupe would come in the form of the Audi A5 and two BMW coupe model ranges, the 3 Series and the 6 Series. The 3 Series presents as obviously smaller than the E-Class Coupe, though the fact of the matter is rear seat room is not that different. The 6 Series is a significantly more expensive proposition with even more marginal rear room.

ON THE ROAD
-- Ride and handling par excellence
Over the course of the drive program, we were privy to both the E350 and E500 -- each in coupe and sedan body styles. Not surprisingly, the coupe variants felt more agile than the sedans, and that translated to a sportier feel for the two-door models.

The V8 models emitted a fruity exhaust note that was missing from the V6 sedan. Our co-driver praised the V8 E 500 for its throttle response, which was certainly there, but the accelerator pedal travel felt quite 'soft' in our view.

The stability control occasionally intervened on tighter corners in the drive program, but it manifested itself with slowing momentum, rather than any obvious -- or sudden -- change of attitude.

Turn-in was very impressive for a large car that musters such high speed stability. The steering was communicative in both cars and the handling was very agile in the coupe -- less so in the larger sedan, although still good.

Either car (coupe or sedan) maintained a very precise line through a corner, but the line could be adjusted with the throttle, in a safe and poised way. Lift off in a corner and the Benz felt nimble, rather than nervous.

Ride also achieved a high standard. Considering the E-Class's roadholding and handling, the ride was absolutely exceptional. Over some very lumpy bitumen during the drive program, the cars -- both coupe and sedan, once again -- remained poised at all times and the wheels always felt like they were in full contact with the road.

Perhaps the road surface was so bad that it positively flattered the E-Class, but we believe it's more about sophisticated suspension design and tuning.

When shifting sequentially, the shift paddles offered in the coupe variants were occasionally slow to respond to demands from the driver. For conventional gear selection, the coupe came with the current Mercedes-Benz-style gated détente setup.

The V6 and V8 sedans feature a column-shifter for the automatic transmission -- with the shift stalk on the right-hand side of the steering column (four-cylinder Es retain a conventional centre console-mounted shifter). This frees up space in the centre console.

As per the S-Class and ML/R-Class SUVs, to select Park, you press the stalk in, towards the column. Drive is selected by pressing down and Reverse is selected by shifting up. To select Neutral, the driver merely shifts the stalk one stage away from its current drive mode. Paddles are available if you choose to use the transmission's manual mode or wish to drop a cog for added engine braking, etc...

NVH was muted in all variants, although there was more tyre noise in the E350 sedan.

Across the entire drive program, the E500 sedan scored as low as 10.6L/100km, but we saw as high as 11.6L/100km on one leg in the E350 coupe.

In all, the new E-Class maintains the standard for which the mid-range Mercedes has been known over the years. The styling of the new car is somewhat controversial, but it combines presence with that remarkable, record setting and Prius-matching drag coefficient. So, as an efficient and prestigious passenger car, the E-Class is bound to be another winner for Benz.

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