Last year, Mercedes introduced a new C-class Which is the nearest it has come to making a MW 3- series. The C-class has the spirit and driving dynamics that its predecessors lacked and even introduced different front-end styling to distinguish the most popular Sport versions. Surely, its bigger brother, the new model E-class, would follow the same pattern?
The answer is no. The new E class has many virtues, but sportiness isn't one of them. At least not for the first versions to go on sale; we can expect the E63 AMG, announced at the New York Auto Show in April and due to go on sale at the end of the year, to be the exception.
Mercedes bosses say that as the heart of the range, the E-class is too important to change fundamentally. They point out that in this market sector, Mercedes is dominant; it easily out-sells the BMW 5 Series and Audi A6. So the ninth generation would develop by evolution, not revolution. It had to be a comfortable familiarity but below the surface incorporate a myriad of detail improvements and all the latest technology.
So W212 is lower, wider and more prominently wedge-shaped than its predecessor. That allows it to have the best aerodynamics in its class: a drag coefficient of 0.25 (most of its rivals are 0.28 or above) The imposing grille is still there - and the star still rises above it - but the four headlamps are angular rather than oval.
To meet European regulations for pedestrian safety, that low, wind-cheating bonnet has to be able to pop up 50mm in an accident; while others use complex pyrotechnics, Mercedes has an elegantly simple solution with steel springs.
The emphasis on aerodynamics is part of a program to improve fuel consumption and carbon dioxide emissions dictated by other EC regulations. For some reason, in Germany environmental measures that elsewhere are called 'green', turn blue.
Mercedes calls its eco-pack age BlueEfficiency. It includes more efficient engines, low rolling resistance tyres and energy-saving alternators, and fuel, air conditioning and power steering pumps that switch off when not required.
The four-cylinder petrol engines are downsized to 1.8 litres, have direct fuel injection and are turbocharged. The three four-cylinder CDI diesels - E200, E220 and E250 - all use the new 2.1-litre engine in different states of tune. The E350 CDI and E350 CGI have developments of the previous six-cylinder engines; the petrol CGI also has direct injection. The 5.5-litre V8 engine for the top model, the E500, is carried over from the old E-class; this is the only version not to have the additional BlueEfficiency features.
In Europe, more than half the market for this type of car is diesel, so I concentrated on the E250 CDI and E350 CDI. These engines develop respectively 204 and 231bhp. The 250 comes equipped with a six-speed manual or five-speed automatic transmission while the six-cylinder 350 has Mercedes' latest seven-speed automatic.
The four-cylinder diesel has a curious combination of characteristics. It is unusually smooth and quiet at idle but noisy when pushed hard. Although the 250 has two turbochargers in sequence to even out the power delivery, the performance is far from startling, and the automatic transmission does it no favours. In this respect, the seven-speed E350 CDI is much lively but our experience with the new Jaguar AJ-V6D (and the BMW 335d) suggests it is not the best of the latest crop of high performance diesels.
As before, the F-class is better to travel in than to drive. All models have adaptive shock absorbers that react to the driving situation and adjust to provide maximum ride comfort or cornering stability as required. The seats are improved, the air conditioning allows the choice of three different air volume and distribution modes and is arranged in three independent zones driver, front passenger and rear passengers - and there is more space inside thanks to the 2cm longer wheelbase and 3.5cm extra width. Mercedes aimed to make this car the most comfortable car in its class. I think it may have succeeded.
Mercedes has been in the fore front with most of the active safety systems that we now take for granted: ABS anti-lock braking, ASR traction control, ESP stability control. The new F-class moves this to a new level with a raft of 'assist' systems, all electronic and very clever and designed to see and react to the motoring hazards and mitigate their consequences. This car doesn't quite drive itself but you get the impression that it could... Where to start? Attention Assist is a good example of Mercedes-knows- best. This drowsiness detector is standard equipment on all E-class models. Sensors monitor 70 different parameters to pick up irregularities in driving behavior. If it detects a series of steering errors or other inconsistencies it concludes that the driver is sleepy and sounds a warning and a symbol representing a cup of tea appears on the instrument display to suggest that you take a break.
Brake Assist Plus is a radar- based system linked to the optional Distronic cruise control which provides the driver with optimum braking pressure when a collision is imminent and if no action is taken will apply the brakes automatically. Lane Keeping Assist uses a camera on the windscreen to follow lines in the road and when the car has moved out of a lane with out indicating, an electric motor in the steering wheel vibrates its rim as a warning. Blind Spot Assist provides a light warning of the presence of a car in the blind spot of the side mirror. Speed Limit Assist, recently available on a number of other cars, recognizes speed limit signs and displays the prevailing limit at the center of the speedometer.
Nightview Assist Plus uses an infrared camera to give a greyscale image on the dashboard screen to show hazards beyond the light range and highlight pedestrians. The new E-class takes vehicle lighting further forward, liter ally and technologically. Others have active headlamps that turn with steering or illuminate corners but Mercedes' optional Adaptive Highbeam Assist uses a windscreen camera to recognize oncoming traffic and adjust the headlamp beams accordingly. This is much more than automatic dip ping; it changes the shape of the dipped light beam to give the best possible road illumination from 65 to as much as 300 meters. It works beautifully.
Mercedes talks of all these systems making the car your 'intelligent partner'. My first reaction was 'too much stuff' but there is no doubt that they represent further advances in safety technology and of course you don't have to tick all the options boxes.
The answer is no. The new E class has many virtues, but sportiness isn't one of them. At least not for the first versions to go on sale; we can expect the E63 AMG, announced at the New York Auto Show in April and due to go on sale at the end of the year, to be the exception.
Mercedes bosses say that as the heart of the range, the E-class is too important to change fundamentally. They point out that in this market sector, Mercedes is dominant; it easily out-sells the BMW 5 Series and Audi A6. So the ninth generation would develop by evolution, not revolution. It had to be a comfortable familiarity but below the surface incorporate a myriad of detail improvements and all the latest technology.
So W212 is lower, wider and more prominently wedge-shaped than its predecessor. That allows it to have the best aerodynamics in its class: a drag coefficient of 0.25 (most of its rivals are 0.28 or above) The imposing grille is still there - and the star still rises above it - but the four headlamps are angular rather than oval.
To meet European regulations for pedestrian safety, that low, wind-cheating bonnet has to be able to pop up 50mm in an accident; while others use complex pyrotechnics, Mercedes has an elegantly simple solution with steel springs.
The emphasis on aerodynamics is part of a program to improve fuel consumption and carbon dioxide emissions dictated by other EC regulations. For some reason, in Germany environmental measures that elsewhere are called 'green', turn blue.
Mercedes calls its eco-pack age BlueEfficiency. It includes more efficient engines, low rolling resistance tyres and energy-saving alternators, and fuel, air conditioning and power steering pumps that switch off when not required.
The four-cylinder petrol engines are downsized to 1.8 litres, have direct fuel injection and are turbocharged. The three four-cylinder CDI diesels - E200, E220 and E250 - all use the new 2.1-litre engine in different states of tune. The E350 CDI and E350 CGI have developments of the previous six-cylinder engines; the petrol CGI also has direct injection. The 5.5-litre V8 engine for the top model, the E500, is carried over from the old E-class; this is the only version not to have the additional BlueEfficiency features.
In Europe, more than half the market for this type of car is diesel, so I concentrated on the E250 CDI and E350 CDI. These engines develop respectively 204 and 231bhp. The 250 comes equipped with a six-speed manual or five-speed automatic transmission while the six-cylinder 350 has Mercedes' latest seven-speed automatic.
The four-cylinder diesel has a curious combination of characteristics. It is unusually smooth and quiet at idle but noisy when pushed hard. Although the 250 has two turbochargers in sequence to even out the power delivery, the performance is far from startling, and the automatic transmission does it no favours. In this respect, the seven-speed E350 CDI is much lively but our experience with the new Jaguar AJ-V6D (and the BMW 335d) suggests it is not the best of the latest crop of high performance diesels.
As before, the F-class is better to travel in than to drive. All models have adaptive shock absorbers that react to the driving situation and adjust to provide maximum ride comfort or cornering stability as required. The seats are improved, the air conditioning allows the choice of three different air volume and distribution modes and is arranged in three independent zones driver, front passenger and rear passengers - and there is more space inside thanks to the 2cm longer wheelbase and 3.5cm extra width. Mercedes aimed to make this car the most comfortable car in its class. I think it may have succeeded.
Mercedes has been in the fore front with most of the active safety systems that we now take for granted: ABS anti-lock braking, ASR traction control, ESP stability control. The new F-class moves this to a new level with a raft of 'assist' systems, all electronic and very clever and designed to see and react to the motoring hazards and mitigate their consequences. This car doesn't quite drive itself but you get the impression that it could... Where to start? Attention Assist is a good example of Mercedes-knows- best. This drowsiness detector is standard equipment on all E-class models. Sensors monitor 70 different parameters to pick up irregularities in driving behavior. If it detects a series of steering errors or other inconsistencies it concludes that the driver is sleepy and sounds a warning and a symbol representing a cup of tea appears on the instrument display to suggest that you take a break.
Brake Assist Plus is a radar- based system linked to the optional Distronic cruise control which provides the driver with optimum braking pressure when a collision is imminent and if no action is taken will apply the brakes automatically. Lane Keeping Assist uses a camera on the windscreen to follow lines in the road and when the car has moved out of a lane with out indicating, an electric motor in the steering wheel vibrates its rim as a warning. Blind Spot Assist provides a light warning of the presence of a car in the blind spot of the side mirror. Speed Limit Assist, recently available on a number of other cars, recognizes speed limit signs and displays the prevailing limit at the center of the speedometer.
Nightview Assist Plus uses an infrared camera to give a greyscale image on the dashboard screen to show hazards beyond the light range and highlight pedestrians. The new E-class takes vehicle lighting further forward, liter ally and technologically. Others have active headlamps that turn with steering or illuminate corners but Mercedes' optional Adaptive Highbeam Assist uses a windscreen camera to recognize oncoming traffic and adjust the headlamp beams accordingly. This is much more than automatic dip ping; it changes the shape of the dipped light beam to give the best possible road illumination from 65 to as much as 300 meters. It works beautifully.
Mercedes talks of all these systems making the car your 'intelligent partner'. My first reaction was 'too much stuff' but there is no doubt that they represent further advances in safety technology and of course you don't have to tick all the options boxes.
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