| Published
on 26
Jun
2009 |
All rights reserved.
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The new E-class is going back to its
roots for dependability
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Selling around 200,000
units a
year, E-class is traditionally the most profitable product of
Mercedes-Benz. Its history can be traced back to the W136 series of
1936, then evolved to W120 (1953), W110 (1961), W114 (1968), W123
(1975), W124 (1984), W210 (1995) and W211 (2002). Until W124, the
mid-size Mercedes – which had yet to got its current name – used to
evolve consistently without departing from its core values, namely
bullet-proof reliability, faultless engineering, advanced safety and
unrivalled comfort. Even from their looks you can see a 911-like
consistent evolution. Unfortunately, under the
leadership of Jurgen Schrempp during the mid-1990s, Mercedes suddenly
deviated from its
successful formula, abandoning its traditional engineering-led
practices and pursuing higher profit margin through cost-cutting.
Development lead time was shortened. Procedures were simplified. More
engineering
works and components were outsourced to cheaper subcontractors. This
created the W210, which would be notorious for poor quality and
reliability. The W210 E-class also introduced radical styling changes
in the attempt to catch younger customers. Although the following W211
corrected
some of its mistakes, the E-class had never quite recovered its
peerless reputation and its unique identity.
That made the development of new generation E-class, codenamed W212,
all the more difficult. Apparently, searching for a new identity was
out of the question. What Mercedes needed was to go back to its roots.
Therefore the engineering department chose W124 as its inspiration.
The 1980s W124 had always been the definitive E-class in my mind. I
admired its
understated yet elegant design, its solid build quality and its high
standard of engineering. It represented the peak of the line. In fact,
its 11-year life was a testament of its success (sorry for too much
talk about the “good old days”, as you know, this author is getting
old…)
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Press a button or swivel a knob, you
will feel the engineering went behind them...
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The
best place to see the similarity between W212 and W124 is the cabin, as
it has abandoned the organic design of the last two generations and
gone back to the non-nonsense, straightforward architecture of W124.
Switch gears are positioned at logical places to ease your usage. It
doesn’t have many fancy chroming or alloy to emphasize its social
ranking, but once you have touched its surfaces, press a button or
swivel a knob, you will feel the engineering went behind them.
Its solidity and durability is beyond reach. For the first time in 20
years, you have a feeling that this Mercedes is built to last forever.
Drive the E-class and you will feel the same high standard of
engineering. It slips through the air silently because its drag
coefficient has been further reduced to 0.25 (for base models) – a
figure being just matched by Toyota Prius. It covers ground smoothly
because it has mechanical adaptive dampers fitted as standard even on
the cheapest models, while top models get the sophisticated Airmatic
air springs and electronic continuous adaptive damping. Its cabin is so
calm because its chassis rigidity has been
lifted by 30 percent, while the glass laminates a noise-insulating
film. Moreover, its slim A-pillars keep you unhampered by blindspots.
Nothing is related to W124, but the engineering philosophy behind them
are just the same.
Unquestionably, comfort and refinement are the strongest suit of W212,
just as everybody expected. What really surprises is the way it
handles. Turn the new variable ratio steering, you will find a
directness and response never appeared in the E-class before. Guide the
big car into a twisty B-road, you will be amazed by its nimbleness.
With considerably less initial roll than the previous generation, you
get plenty of confidence to attack corners. Although its new
strut-based 3-link front suspensions seem a fall back from the previous
4-link design, the same suspension used in C-class proved that it could
deliver fantastic handling if it is properly set up. Ultimately, the
E-class might not be as agile as the lighter and better balanced BMW
5-Series, but the difference is rather small, and in compensation you
get a more communicative steering and a far more refined ride.
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It slips through the air silently
because its drag coefficient has been reduced to 0.25 – a figure being
just matched by Toyota Prius.
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The
same cannot be said to its styling. Instead of the
understated beauty of W124, what I see is a very angular and edgy
design trying hard to impress observers with a lot of addictives. The
front bumper, radiator grille and new-style quad-headlights are very
busy. The same goes for the body side, which has not one but two crease
lines pressed into it. A more upright C-pillar apparently tries to
improve rear passenger access, but it looks a little outdated now.
And what about the tail ? Too plain, and visually too high. W212 is
a strange design: it looks conservative in profile yet overly
aggressive
in the details. Having said that, I believe it will grow on you as time
goes by.
Measuring 4.86 meters long and 1.85 meters wide, the new E-class is
just marginally larger than the car it replaced. There is a little more
headroom and shoulder room for the people inside, as is rear legroom,
which is benefited by the 20 mm stretch of wheelbase. Overall speaking,
E-class still has one of the roomiest cabins of the class, plus a
remarkable boot space measuring 540 liters. Average weight has been
increased by approximately 50 kg according to my figures, not bad
considering the enhanced level of crash protection, active safety
features and green technologies. Just as the last generation, it
employs a lot of aluminum parts to keep weight down, such as bonnet,
boot lid, front fenders and some structural cross members.
Speaking of active safety, the E-class is benefited from a variety of
advanced features from S-class, such as Pre-Safe, drowsy alert, radar
cruise control, night vision, blindspot warning, adaptive headlights,
active bonnet (which pops up in collision to provide extra cushioning
space to pedestrians)... That said, I always wonder how many people
would pay so much money to get all these features.
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A strange design: it looks
conservative in profile yet overly aggressive in the details.
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In
environmental aspect, the new E-class has taken a responsible attitude
to tackle greenhouse gas emission. All petrol engines, except the
slow-selling V8, have adopted a bundle of green technologies called
"BlueEfficiency". This include automatic engine start-stop function,
gearchange indication light, low rolling resistance tires and
electrically driven peripherals that consume power according to demand,
such as engine oil pump, alternator, air-con and electro-hydraulic
assisted steering. Besides, all petrol engines, again except the V8,
have adopted direct-fuel injection (CGI). Believe or not, the large
selling E250CDI achieves a EU combined consumption of 53.2 mpg while
emitting just 139 gram of carbon-dioxide. These figures would be
impressive even in the C-class !
The E250CDI engine is actually a star of the range. Don't be fooled by
its numerical designation, this 4-cylinder diesel engine actually
displaces 2.1
liters. It can be available in different states of tune (136hp for
E200CDI or 170hp for E220CDI), but only E250CDI gets 2000-bar
common-rail piezo injection and twin-turbochargers. A small turbo
enters operation from very low rpm and a big turbo takes over at high
rev to provide full boost. No wonder it produces an impressive output
of 204 horsepower and a V8-rivaling maximum torque of 369 lb-ft. Even
though it is paired with an outdated Mercedes 5-speed automatic -
sometimes not even M-B can ignore cost pressure - the E250CDI can
do 148 mph and 0-60 mph acceleration in 7 seconds. It virtually makes
the 231hp six-cylinder E350CDI superfluous. The only downside is a
slight diesel clatter at startup and an uninspiring drone under hard
acceleration. Under part-load, however, it runs perfectly.
Apart from the small diesel, it also offers a range of 1.8-liter
direct-injected gasoline engines in two states of tune: E200CGI
produces 184hp and E250CGI pumps out 204hp. Not to be confused with
their predecessors, they employ turbocharger instead of supercharger.
No wonder they run smoothly and quietly while delivering better fuel
economy - you can get 42.8 mpg from E200CGI.
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Guide the big car into a twisty
B-road, you will be amazed by its nimbleness...
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Sitting above the four-cylinder petrol engines is the 3.5-liter V6, now
gets direct injection to boost output to 292 horsepower and 269 lb-ft
of torque. Traditionally, the petrol V6 was the bulk of the E-class’
sales portfolio, especially in North America. However, this is no
longer the case now. While it is smoother and quieter than the
four-cylinder petrol and diesel, it needs to rev beyond 4500 rpm to get
the best from it. At the top end, it lacks the willingness and
refinement of BMW’s straight-six. It is time for Mercedes to go back to
the drawing board.
A lot stronger is the flagship 5.5-liter V8, good for 388 hp and 391
lb-ft. It can propel the E500 from rest to 60 mph in 5 seconds dead,
right at the door of performance car club. However, only a few percent
of E-class customers could afford its premium price and fuel costs.
Besides, its 26 mpg consumption and 253 g/km CO2
emission seem old fashioned these days. Ironically, E500 is a black
spot on the otherwise green E-class family. Had its budget allow,
Mercedes should have developed a twin-turbo V6 or hybrid V6 instead of
carrying over the V8 directly from S-class.
The new E-class may not have the green image of Lexus, the ultimate
driver appeal of BMW or the style of Jaguar XF, but it is a good
executive sedan in its own right. You will never disappoint in its
build quality, refinement and driving dynamics. Its spaciousness and
low fuel consumption (for four-cylinder models at least) make it easier
than most to live with. Such integrity is hardly found elsewhere.
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Verdict:  |
| Published
on 16
Jul
2009 |
All rights reserved.
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E63 AMG
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AMG finally called the end of power
wars and shifts its focus towards faster response, higher agility and
better handling...
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One
of the most annoying
things
for me to write about is AMG’s 6.3-liter V8. More precisely, to write
about its greatness. Since my first report on the last generation E63
AMG, I have repeatedly appreciated its rare combination of gigantic
low-down torque and enthusiastic high-end manner as well as its
delicious linearity and marvelous sound in the reports of CLS63, CLK63,
CLK63 Black, S63, SL63, CL63 and C63. This is definitely the most
overused performance engine in the world !
Unsurprisingly, serving the new generation E63 is again this engine.
Reduced exhaust back pressure liberates another 11 horsepower at the
top end, making a total of 525 hp as in the full-size S63, CL63 and
SL63. Torque curve stays the same, but the 1765 kg kerb weight is also
unchanged, so 0-60 mph is improved by a scant 0.1 second to 4.3
seconds. When a car is this fast – especially if you tick optional
performance package which raises its speed regulation to 186 mph – any
more power and acceleration becomes meaningless. This is why AMG
finally called the end of power wars and declared that it is shifting
its focus towards faster response, higher agility and better handling,
i.e. qualities that really thrill keen drivers.
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7-speed MCT gearbox combines the best
of both worlds - smooth and instantaneous gearshift.
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One of the signs is the new 7-speed MCT gearbox. First appeared in
SL63, now it is standard on the 4-door performance saloon. It is
basically the 7G-Tronic automatic transmission with its torque
converter replaced by a fast-reacting automated clutch. Its gearshift
achieves the best of both worlds, being smooth yet instantaneous. 4
modes with different gearshift speed are offered for your selection,
from the fuel-saving "Controlled Efficiency" mode to Sport, Sport+ and
Race Start (launch mode). Its shift algorithm is nearly flawless. Not
only you always get the desired gear at the right moment, in downshift
it also applies the right amount of throttle blip to enable a perfectly
smooth gearshift, even in case of a two-gear downshift !
Another significant improvement is the front suspension. The standard
unit of E-class has been replaced by a bespoke AMG design similar to
the one serving C63. It has a 56mm wider track and more negative camber
to enhance cornering prowess. Besides, the adaptive air springs have
been replaced with stiff steel springs to quicken its response and
purify its steering feel. (Air springs remain at the rear suspension to
cope with varying load) The new steering rack is 22% quicker than that
in E500. Other changes are more predictable, such as stiffer adaptive
dampers, anti-roll bars and bushings, pizza-size brakes (ceramic is
optional), AMG alloy wheels and massive Pirelli P-Zero rubbers. If
that's not enough, performance package will add even stiffer springs,
an electronic controlled LSD and larger forged alloy wheels.
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Most surprising of all, we haven't
expected the big AMG could be so hardcore...
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On the road, performance package is more obvious for its hardcore ride
than any real performance benefits. Unless you regularly drive on
super-smooth highways like Autobahn, it is best to be avoided. The
standard suspension of E63, with its 3 stiffness settings, can already
satisfy all conditions of use - Comfort mode is fine for day-to-day
driving; Sport mode is pretty hard and Sport+ is plain hard. In the
latter two modes, the new E63 feels noticeably sportier than the old
car. Its body control is tighter, turn-in sharper and the helm is much
heavier. Ample grip and powerful braking (even in standard brakes)
complete its first-class dynamic spectrum. Surprisingly, the AMG has
come very close to the territory of BMW M5 in terms of handling.
Although the latter still edges it out in agility and the ability of
throttle steer, E63 easily strikes back in engine and transmission. But
most surprising of all, we haven't expected the big AMG could be so
hardcore.
However, also like the M5, E63 is hampered somewhat by its
complication. To work best you need to select the right setting from
the 3 suspension modes and 4 transmission modes. Sometimes you could
spend too much time to sort out the best setting, and then suddenly a
mid-corner bump may change your mind. The multiple personalities are
not as easy going as the broad versatility of Jaguar XFR, which simply
soaks up all the irregularities on the road you may encounter and
simultaneously delivers a sense of agility the AMG not quite matches.
For sure the new E63 is a better driver's car than its predecessor, but
it is not yet the best of its class. |
| Verdict: |
| Published
on 10
Jul
2011 |
All rights reserved.
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E63 AMG Biturbo
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We love the outgoing
6.2-liter V8 on E63 AMG very much. However, two factors drive the
company to abandon that masterpiece and switch to a new 5.5-liter
twin-turbo powerplant dubbed M157. The first one is the call for low
emission. By switching to lower-revving turbocharged engine, the E63
can lower its CO2 emission by 22 percent
to 230 gram per kilometer.
That helps cutting taxes in some countries and lowering the corporate
fleet average in European Union. The second reason is to enhance
performance further. Arch-rival BMW M5 is switching to turbocharged V8.
AMG has to do so in order to maintain a performance edge.
Readers won't be strangers to the M157. It has been introduced to S63,
CL63 and CLS63 already. Owing to a smaller engine compartment in
E-class, which limits the exhaust routing, its output is slightly lower
than those on the S63 and CL63, but same as the similarly-sized CLS63.
In standard guise, the output rating is 525 hp, identical to the
outgoing 6.2. The real improvement is torque, however. It pumps out 516
pound-foot from just 1700 rpm all the way to 5500 rpm, versus the old
engine's 465 lbft at 5200 rpm. From as low as 1000 rpm it already feels
stronger than the old engine. Mid-range push is even superior. You have
no reason to wind the engine to redline as in the old car. You can
always corner at a gear higher, leaving the tremendous torque to do the
job. Yes, it loses a little bit aural excitement at the top end, but as
we have said in the S63 report, the sound produced by the AMG V8 turbo
is still surprisingly delicious to ears, thus it won't disappoint the
driver. In terms of performance, with an extra 1100 cc over the new M5,
you won't be surprised to learn that it beats the latter from 0-60 mph
- 4.2 seconds versus 4.3 seconds.
But these days the standard engine can hardly satisfy some AMG
customers. The best thing of turbocharging engine is its easy tuning.
Dial the turbo boost from 1.0 to 1.3 bar and you get a so-called
"Performance Pack". It raises the output to 557 hp and 590 lbft,
shortening 0-60 sprint to 4.1 seconds and has the electronic speed
limiter lifted to 186 mph. Goodbye, M5 !
Predictably, the new AMG engine mates with 7-speed MCT gearbox instead
of the outgoing car's 7-speed automatic. Its multi-plate wet clutch
improves gearshift response, although you will be foolish to expect the
same level of speed and precision as a dual-clutch gearbox (as on new
M5 or AMG's own
SLS). As before, the gearbox offers 4 modes: S (Sport), S+ (Sport
plus), M (Manual) and C, but the latter now means "Controlled
Efficiency" instead of "Comfort". C is the default setting from
startup. It is also the mode that registers the EU emission rating of
230g/km. How to do that ? by always selecting a higher gear and
engaging the new automatic engine stop-start function.
The last modification worth mentioning is the new electrical power
steering – Mercedes, like Volkswagen group, prefers to call it
"electromechanical" steering, but don't confuse with electro-hydraulic
steering, it is a pure electrical system. Compare with the old car's
hydraulic power steering, it loses a little bit feel, but not to the
extent of distracting the driver. In return, it compensates with higher
precision, a more linear assistance and a usefully lighter helm at
parking speed. Therefore the switch is deemed to be successful. EPS
technology is finally catching up, no wonder the next generation 911
will also join the camp.
As before, the E63 has very good handling. Its body control, grip,
braking and steering are considered to be first rate. Ride is firm but
easily livable. The newly added punch lifts its performance further,
not only on paper but it feels significantly more powerful in the real
world. The extra torque also enables the driver to exploit power slide
more easily. The result is even more fun than ever. Flaws ? not many.
Our biggest criticism remains to be its dull look, which fails to catch
your heart like a Jaguar XFR. Its slightly complex driving systems are
not as intuitive as the Jag's, and in terms of agility and emotion it
can't match a Maserati Quattroporte. However, it has raised the bar
again for BMW's new M5 to catch.
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| Verdict: |
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