Mercedes-Benz S-Class 2013 Review - International

Not so much:
>> Boot capacity is 530 litres? Really?
>> Power delivery occasionally slow
>> Looks won't appeal to everyone

OVERVIEW

Every other generation has delivered improvements over the previous model; and improvements of real-world relevance. W116 turned safety into a cause celebre, for instance, W126 was slipperier and more efficient for fuel-starved times, but W140 was the backward step – heavier and uglier than its predecessor.

Since that unfortunate vehicle the S-Class has progressed through the lighter and prettier W220 to the W221 that took the first faltering footsteps on the path to autonomous driving.

Now the latest S-Class, coded W222, has arrived – in other parts of the globe at least. We won't see it in showrooms much before the end of this year.

The new model takes all the advances of its illustrious predecessors and builds on them. It uses a lot less fuel, it's much safer, it will handle some of the chores of driving for you. But with all that, does it justify being hailed as 'the best car in the world'?

Better take a closer look and find out...

But it's certain that the new S-Class will arrive in Australia at prices comparable to (and possibly lower than) the current W221 S-Class range. Where prices don't stay close to the earlier cars, you can bet your bottom dollar that there'll be considerably more equipment in the newer model. That's to say nothing of the impressive technological advances the new car has to offer at its core.

Clearly a lot of the safety features introduced or updated for the W222 generation will end up standard across the range. While the full LED headlight system is not standard for the E 200 and E 220 CDI, we can see it being de rigeur for the entire S-Class range, along with the Adaptive High Beam Assist Plus.

Something like Magic Body Contro,l however, sounds a little too 'exxy' for the entry-level S 350. The system relies on a forward-looking stereo camera system to detect bumps and potholes and then adjusts the suspension's ride comfort to absorb the irregularity in the road surface. But much of the hardware for this system is present for active safety features anyway, so Benz in Australia may choose to incorporate the ride quality system (and the 360° camera for the same reason) in the equipment list. Both would fit in with the extra value formula Benz has applied whenever bringing in a new model to succeed an older car.

Clearly the 12.3-inch TFT screen that sits adjacent the instrument binnacle will be standard across the range, as will other fixtures such as leather trim, power windows/mirrors, frontbass audio, auto-on/off lighting and rain-sensing wipers.

But the hot-stone massaging function, the Executive seat recline adjustment, the Burmester premium audio systems and perhaps the active perfuming for the climate-control system seem like features that will be reserved for just the upmarket models in the S-Class range.

And the 'First-Class Rear Suite' for just two passengers will certainly be an option rather than a standard item.

PACKAGING
>> Comfier than a king-size waterbed
The accommodation in the rear of the S-Class is exceptional. In the long-wheelbase models sampled there was more than enough head and legroom for anyone – even with a second sunroof overhead. It makes one think that the upcoming Pullman variant will be overkill on a grand scale.

A large centre console bifurcates the two-bucket rear seat when the First-Class Suite is specified, each bucket offering individual adjustment and massage function. Air-conditioning vents for the rear-seat occupants are located in the B-pillars.

Luggage space is at a premium for such a large car. Even with a tyre repair kit under the floor the S-Class boot is disappointing. A sub-woofer on the left of the boot contributes to the stingy capacity.

The day before driving the W222 S-Class I was treated to a tour of Toronto's central business district in a W220-generation S-Class. The contrast was marked, with the older car's interior looking seriously dated and bland. Admittedly the earlier S-Class first saw the light of day in 1998, so it's hardly a fair comparison.

In the new car the designers have found a simple style that appeals for its elegance also. That elegance came from such features as a quilted look for the dash on the passenger side or the stitched leather dash top. The audio system speakers in drilled aluminium and the soft material design spoke of a subtle retro style from the 1950s.

Yet the S-Class interior themes could pass for up-to-the-moment modernity as well. At start-up the tweeters rise out of their bezels and emit a soft blue light. It's one example of the way Benz has taken on board new ideas to intrigue and delight owners.

The colour combinations we saw were tasteful and seating comfort is relaxing at all times. From the driver's seat the large digital display works very well to convey – frequently – a lot of information, but in a way that won't leave the driver feeling overworked or flustered.

There's an infotainment screen in the centre fascia, abutting the instrument binnacle. The two integrate well and provide a not-quite-seamless migration from major to minor instruments as the driver's eyes move from one to the other.

Switchgear and controls for the S-Class follow the ergonomic paradigm established by Benz over a period of decades. It's pleasing to note that the stalk on the left of the steering column for the Distronic cruise control is located below the indicator stalk and is less likely to be operated in error.

In an era of push-start buttons and leaving the key in your pocket, it's surprising that Benz designers have stuck with a traditional ignition lock barrel in the dash. Personally, I like it. Much better to have the key locked snugly in the dash than resting loosely in your pocket, poised to rip open the femoral artery in the event of a major crash – admittedly a low probability.

MECHANICAL
>> Drivetrains largely untouched
Of the two vehicles tested – both coming to Australia before the end of this year – only the S 500's engine has been tweaked for extra power. The V8, displacing 4.7 litres, now develops 335kW, rather than the 320kW of the W221 predecessor. Torque remains at 700Nm, however.

The diesel driving the S 350 develops the same output as before: 190kW and 620Nm. Both engines use significantly lower quantities of fuel though, the NEDC combined cycle figures posted being up to 5.9L/100km for the diesel and up to 9.1L/100km for the V8. These figures contrast markedly with the W221 equivalents of 7.0L/100km (diesel) and 10.5L/100km for the V8.

Mercedes-Benz claims that across the entire S-Class range, fuel consumption has been reduced by as much as 20 per cent. Weight reduction of up to 100kg plays a part, as does the new car's aero styling. The new platform and the aluminium hybrid construction not only reduces the weight of the body-in-white, it also improves torsional stiffness by 50 per cent. As the entry-level model, the S 350 SWB weighs 1955kg and the LWB S 500 is 60kg heavier at 2015kg.

At 0.24Cd (or 0.23Cd for the S 300 BlueTEC Hybrid), the new S-Class is "the most streamlined luxury sedan in the world", to quote from Dr Uwe Ernstberger, VP for S-Class program management. According to the good doctor, the only Benz that is actually more aero-efficient than the new S-Class is the CLA – at 0.22Cd.

Both engines drive through the 7G-TRONIC seven-speed automatic transmission to the rear wheels, which are suspended by an Airmatic-sprung multi-link IRS system. Front wheels are also air-sprung and comprise a four-link independent system. Four-wheel ventilated discs (cross-drilled too) are complemented by an electrically assisted rack-and-pinion steering system.

SAFETY
>> Where do you start...?
Mercedes-Benz engineers subscribe to the old caravanners' school of thought: don't brake for animals. While the new S-Class has enough surveillance equipment and processing power to put to shame 'the machine' from TV series 'Person of Interest', only humans are 'relevant' in the S-Class's programming parameters.

If a horse/elk/roo or other stupid animal decides to step in front of the Benz – and the driver is occupied texting his PA the address of the motel for their next assignation – said stupid animal will likely wind up sharing the front seats with the driver. Pedestrians are different though, and the S-Class will do whatever it takes – even overriding the driver – to avoid collision with a pedestrian or cyclist. We've seen some of the new Benz's life-saving features in action and they're truly convincing (see separate story).

The new S-Class is yet to be assessed by Euro NCAP, but as sure as the sun will rise in the east tomorrow, the new Benz will score five stars. There's simply nothing it misses out, as we reported here, listing all the active safety features that are encompassed by 'Intelligent Drive'. We may have missed the rear-seat Belt Bag in that report, but you can read about it here.

As mentioned under MECHANICAL (see above), the new Benz is constructed from an aluminium hybrid shell, also incorporating ultra-high-strength steels. The net result is a body that is considerably lighter, but also up to 50 per cent stiffer, torsionally.

COMPETITORS
>> 7 Series already looks old
Sorry Audi, there is really just one direct competitor for the new S-Class – and it hails from Munich, not Ingolstadt. Even so, neither the 7 Series nor the A8 ultimately has what it takes to steal a march from Stuttgart at this point in time.

Believe it or not, Jaguar's XJ is a more compelling argument than the A8, the 7 Series or the Lexus LS for me. It's a car that puts you in touch with the road much more than the Benz does and its aluminium construction and twin-turbo diesel go some of the way to meeting the S-Class on its own turf. The Maserati Quattroporte is more of a driver's car too, although I haven't driven the new one.

But do S-Class buyers really want all that horrid driving satisfaction? Wouldn't they prefer the serenity of a drive largely isolated from lumpy roads and roaring wind?

ON THE ROAD
>> More capable than the drive program indicated
The drive program for the S-Class wasn't particularly illuminating, consisting mainly of freeway touring from Toronto and some low-speed country road cruising around Muskoka Falls. For this sort of work the S-Class was in its element.

The occasional corner that could be tackled with a little gusto revealed that the Merc's steering response was fast enough, without being too sudden for typical target drivers. Feedback through the wheel was sufficiently communicative for the driver to easily keep the car on course through corners. Cornering was flat and composed with strong grip apparent changing direction at speed. In other words, the Benz is dynamically safe, but a better assessment will have to wait for a drive on local turf, come the fourth quarter of this year.

Both the engines tested – 4.7-litre V8 in the case of the S 500 and 3.0-litre diesel for the S 350 BlueTEC – were conspicuously quiet. Even delivering full-strength acceleration the diesel was hardly intrusive. 'Distant' is the word you would use to describe its bass engine note.

If I had any criticism of the two engines at all, it would be the occasional slow delivery of power. Merging into a gap in traffic required use of full throttle to prompt the S 500 for the acceleration demanded. There was initial hesitation encountered from the diesel as well. Once the engines are on song, however, there's no denying the essential strength of performance from the two.

Even with the Automatic Body Control (dampers) set to Sport rather than Comfort, the ride quality of the S-Class is special. More than one jet-lagged Australian journalist fell asleep in the back of an S-Class while being ferried back to the airport for a return to home base in Toronto. A push of a button will toggle between Sport and Comfort settings, with Magic Body Control activated in the softer setting. Provided the front wheels are turned straight, MBC will iron out speed humps in a way that literally does seem to be magical.

Clearly though, it's caught out if the wheels are turned on even the slightest of angles. It's a system very much dependent on the forward-looking cameras being able to determine the irregularity and how much the car is likely to pitch without intervention. For that they have to be focused straight at the road surface irregularity. This makes the system more impressive while cruising at open-road speeds; it can be caught out by speed humps – and Benz didn't specifically develop the feature to literally override traffic pacifiers.

What I've found with Benz S-Class models in the past is that they are a breed apart from their competitors, but usually what sets them apart must be experienced and assimilated on local roads and over the course of a week. A launch such as this one doesn't help determine whether the new model is truly the best of its kind in the world. To do the car justice it must really wait for a local road test – but all the signs so far are encouraging.

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