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Simon Bickerstaffe takes a look at the new generation Mercedes–Benz E–Class.

Although it may bear more than a passing resemblance to the 2002 model, under its skin the new generation E–Class Mercedes–Benz is an altogether sharper, safer and more refined offering.

Unveiled at the New York Motor Show in April and arriving in the UK in July, over two thousand design changes separate the old from the new, plus a range of new engines, improved steering and more responsive handling. Of the newly introduced safety features, the “pre-safe” system and intelligent light system (ILS) stand out in particular.

Mercedes-Benz's new generation E-class is everything you would expect from the luxury carmaker, with extra, exclusive safety features

As reported in the May edition of Automotive Engineer, ILS is a further development of the previous active cornering headlamp system (which allows the car’s headlights to track the road as it turns into a corner) that offers greater functionality. Mercedes claim a world first in offering adaptive headlamps able to adjust to driving and weather conditions.

The pre–safe system was introduced by Mercedes in the S-class in 2002 as a means of enhancing occupant safety if sensors on the car believe that there is an impending collision. The system uses electric motors in the seatbelt mechanism to pre-tension the belt, whilst adjusting the seat to bring the passengers into the best position to receive optimum protection from the airbags. In addition, the windows and sunroof are closed. If the sensors controlling the pre–safe system then detect that the potential impact has been avoided, the tension applied to the belts is released.

Mercedes have fitted flashing rear brake lights to reduce the risk of rear–end collisions. The flashing function is activated during emergency braking conditions; tests show that drivers’ braking reaction time can be reduced by 0.2 seconds if this warning is given, and proved far more effective than using the existing hazard lights for this purpose. At a speed of 62mph, this corresponds to a reduction in stopping distance of 5.5 metres.

Ten engines are available in total, although the largest and smallest of the diesel engines will not be available in the UK. The petrol engines range from the 1.8-litre four cylinder supercharged E 200 K, developing 183 ps (135 kW) and 250 Nm (184 lb/ft) of torque, to the range-topping naturally aspirated 6.3-litre V8 of the E 63 AMG, developing 513 ps (378 kW) and 630 Nm (463 lb/ft) of torque - the most powerful E-class ever.

Diesel models range from the 2.2 litre four cylinder E 220 CDi, producing 150 ps (110 kW) and 340 Nm (250 lb/ft) through the 3-litre V6 E 320 CDi, developing 224 ps (165 kW) and 540 Nm (398 lb/ft) of torque. The largest diesel model, the E 420 CDi, has a 4-litre V8 that outputs 314 ps (231 kW) and 730 Nm (538 lb/ft), yet returns 30.4 mpg (9.3 l/100km).

All engines provide more power and torque than the engines that they replace, but with no reduction in economy. Predictably, the diesels provide the best consumption figures: the E 220 CDi saloon fitted with the six speed manual transmission provides 44.8 mpg (6.3 l/100km) on the combined cycle and the E 63 AMG with the seven-speed automatic returns 19.8 mpg (14.3 l/100km) under the same conditions. This gearbox is unusual in that it has not been outsourced, but was designed, calibrated and manufactured by Mercedes. The reason for this, said Roland Kemmler, senior manager calibration gasoline integration C–/E–Class, is simple: “to safeguard Mercedes–Benz technology.”

The E-class' engines range from a 2.2-litre four cylinder E 220 CDi producing 150 ps (110 kW) and 340 Nm (250 lb/ft) to the E 420 CDi – a 4-litre V8 that outputs 314 ps (231 kW) and 730 Nm (538 lb/ft), yet returns 30.4 mpg (9.3 l/100km)

The US market retains a fondness for large petrol engines: the E 350 was the most popular E-Class model there, accounting for approximately 72 per cent of sales. The E 500 took 15 per cent of the share in 2005. But rising fuel prices, together with concerns about dependence on foreign oil, have boosted demands for more economical cars. Diesel is one way to reduce fuel consumption and Mercedes have gone to a lot of effort to raise market profile of diesel as a passenger car fuel and demonstrate that luxury cars and the diesel engine are not mutually exclusive.

Federal emissions regulations have traditionally been a barrier to sales, especially with regard to smog-inducing oxides of nitrogen (NOx), but improved combustion and exhaust treatment processes have meant that the E 320 CDi has been on sale in the US since 2004.

A representative of Mercedes–Benz in the US said: “We offered only one diesel model in the US, the E 320 CDi. Sales for this model represent about 10 per cent of the E-Class line-up. Please note that the US is a traditional gasoline market. However, we have experienced a steady rise in new diesel offerings here in the US. For comparison, none of our direct competitors (Audi, Jaguar, Lexus, BMW) offer diesels in the US.

“For 2006, we will expand our diesel offerings from one to three models, including the new E 320 Bluetec, ML320 CDi and R320 CDi. It should also be noted that low sulphur fuel (15 ppm) will also be available for the first time in the US by October 2006. Prior to this, we have seen sulphur content of US diesel fuel to be as high as 550ppm, which has been quite central to a very negative impression of diesels by US consumers over the years.”

A range of emission reduction technologies have been further developed under the name ‘Bluetec’ to increase the market penetration of diesel in the US. The Current E 320 Bluetec uses a NOx storage catalyst and a selective catalytic reduction (SCR) catalyst. These models meet the environmental protection agency (EPA) Tier 2 bin eight regulations but will not meet bin five regulations, due in 2008.

To meet these stricter laws, Mercedes will use larger SCR catalysts with an AdBlue system. AdBlue is an aqueous solution of urea and assists in the conversion of harmful NOx compounds into N2 and water by injecting ammonia (NH3) as a reagent into the exhaust stream.

Kemmler said: “Bluetec is not used in Europe because we have achieved Euro IV emissions standards without it. We are waiting on the definition of Euro V regulations before we decide on the strategy for Bluetec in Europe.”
Euro V, scheduled for 2008, are currently proposed regulations only. Reduced levels of NOx and particulate matter (PM) are key changes from Euro IV.

Of the twenty nine models in the new E–Class range, the AMG has by far the largest engine, the most power and the worst fuel economy. However, it also has the most dynamic chassis, the strongest brakes and a fabulous engine note. It combines towering performance with luxury, refinement and comfort, yet retains a discreet appearance (especially the estate variant). The price reflects this of course, but is does offer something special to anybody able to afford one.

On the other hand, the V6 diesel, although still recognisable as an oil burner at idle, is aurally pleasing under load, and provides more than enough go on both Autobahn and country roads. The seven-speed automatic makes the most of the engine’s strong torque and allows for relaxed, comfortable cruising and effortless overtaking.

The V8 diesel is even better still. It has the most torque of any E-Class model, including the AMG. Markets where large gasoline V8s have always been popular have a new option presented to them with models like these: fuel economy. If one must have a large engine with eight cylinders, diesel engines have a strong case to make. The charismatic engine note remains, the relaxed performance is there and yet it is possible to achieve respectable fuel consumption.

Powerful, safe, refined and just moody enough to be interesting, the E-class is an excellent example of what Mercedes does very well indeed.

If the E 420 CDi were available in right hand drive, it would be interesting to see how it would sell in the UK against the E 500 with a 5.5 litre V8 engine offering 387 ps (285 kW) and 530 Nm (390 lb/ft) but only 24.6mpg (11.5 l/100km). If you were driving long distances everyday, mainly on the motorway, and insisted on having a large capacity engine, which would you choose?