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60 www.autotechreview.com
NEW VEH ICLE MERCEDES-BENZ
2013 MERCEDES-BENZ E-CLASS — MUCH MORE THAN A ‘FACELIFT’
The E-Class has historically been one of the most popular models for Mercedes-Benz in India. The present gen-
eration model did well in the market but lacked the sporty appeal its competitors had. Responding as expected,
Mercedes gave the E-Class a facelift. The unexpected part was the magnitude of the facelift, with over 2,000
components being changed. The effect of these substantial technical changes is what we find out.
61autotechreview September 2013 Volume 2 | Issue 9
DESIGN
The first striking thing about the new
E-Class, and also a deviation from the tra-
ditional design, is the headlamp. The
E-Class is globally known for having the
four eyed look through four separate
headlamp units. The new model however,
has singular headlamp assemblies, yet
manages to retain the four-eyed look in a
graphical manner through the LED design
treatment. Along with the new bonnet
and bumper, the headlamps lend the car
with a subtle yet prominent sporty look.
The car is sharper to look at from all
angles now and the lines alongside the
body seem to flow more smoothly. The
flatter rear side trim adds further to the
low-sitting appearance. The rear too gets
a mild makeover through new LED tail
lamps and bumper. The overall treatment
gives the car a low-slung and dynamic
appearance, when seen from the front
three-quarters or side.
From a broader perspective, the design
changes seem to have struck the right
chords as the E-Class will now appeal to
even those looking for a dynamic design.
While all of this is due to several neat and
subtle changes, it’s the headlamps that
emerge as winners. The visual effect of
the day-time running lamps is nothing
short of ‘wow’, especially during night.
POWERTRAIN
Downsizing is a buzzword in R&D centres
of car makers across the globe, and the
new E-Class reflects the great work done
in this field by Mercedes-Benz. Our test
car, E 250 CDI, was equipped with a 2.2 l
four-cylinder unit producing 204 hp and
500 Nm of torque between 1,600 to 1,800
rpm. This translates into a specific torque
output of more than 233 Nm per litre, one
of the highest in its segment of engines.
To give it some perspective, the torque fig-
ures are pretty similar to that of the BMW
5 Series and the Audi A6. However, the
engines from the other two German com-
panies displace 3 l and have two more
cylinders each.
Tested for more than 100,000 hours
on the test rig and over 10 mn km in
varying conditions, the new engine
pushes the technical boundaries of what
diesel engines are usually associated
with. A two-stage turbocharging ensures
there’s no lag at low speeds. The result
is quick response from the engine,
regardless of the speed it’s spinning at.
The common rail pressure has now been
increased by 400 bar to 2,000 bar,
resulting in smoother running apart
from efficiency gains.
Refinement and NVH is of top order
and the characteristic diesel clatter is
negligible at cruising or city speeds. It’s
only during hard accelerations or engine
speeds beyond 3,500 rpm, that there’s
some diesel clatter in the cabin. Of
many more technologies aimed at low-
ering NVH, an interesting one is the
forged crankshaft. The unit has eight
counterweights, the motion of which is
supported by five bearings, lowering
engine vibrations.
Aiding the turbo in enhancing the
power output is the
increased maximum
ignition pressure of
200 bar. Countering
the problem of heat
emission from such a
high pressure are two
water jackets, which
provide increased
engine cooling. The
overall power delivery
from the unit is appre-
ciable and drivability
is flexible enough to
suit all kinds of driv-
ing styles. During our
test, the car dispatched
the 0-100 km/h run in 7.9 s and still man-
aged to return a fuel economy of 10.1
km/l in the city. Although, the lack of
horse power does become evident once
you’re exceeding speeds of 150 km/h, this
engine balances almost everything in a
great manner, possibly the best in its seg-
ment. For what it delivers for its size, in
terms of power, efficiency and refinement,
this unit clearly reflects the company’s
strength in diesel engines, which started
in 1936 with the 260 D, when Mercedes
put a diesel engine in a passenger car for
the first time globally.
The engine is mated to a 7G-TRONIC
PLUS transmission, featuring a new
torque converter with reduced slip. The
unit shifts at an acceptable pace for the
segment and customer the E-Class is tar-
geted at. Upshifts are pretty quick but
downshifts are comparatively slower.
The dual trim dashboard with a grainy aluminium strip lends the cabin a special feel
The 2.2 l engine sets new benchmarks in downsizing
62 www.autotechreview.com
NEW VEH ICLE MERCEDES-BENZ
DYNAMICS
If going by the sharper and sportier
looks, one would naturally expect the
new E-Class to be agile and more
dynamic than the earlier version, and it
doesn’t disappoint. The three-link front
suspension and the multi-link independ-
ent rear suspension continue to deliver
the excellent ride quality one would
associate with the E-Class. The change
comes in the form of added stiffness,
which adds to the cornering and high-
speed abilities of the car.
Driving fast over the curves reveals the
effect of this change but still the E-Class’
suspension is soft. As a result, body roll is
evident over turns, although significantly
less than the older model. That however,
doesn’t impede its enhanced abilities to
take high speed turns. Owing to the soft
suspension, while low-speed ride quality
is great, it becomes somewhat unsettling
at undulating surfaces at high speeds.
The electromechanical Direct-Steer
system was good to use, as it makes
turn-ins quite simple by aiding driver
confidence and offers decent feedback
too as speeds build up. All put together,
the new E-Class is a much better car to
drive than its predecessor.
INTERIOR
The cabin of the E-Class is a signifi-
cantly improved place to be in now as
the design and feature offerings have
gone a level above. The dual-trim on the
dashboard looks premium with an alu-
minium strip with a grainy texture. The
analogue clock between the two central
air vents comes across as a touch of
understated sophistication.
The central screen plays host to
COMAND Online, allowing for internet
connectivity and navigation apart from
the usual functions. Seats at the front
and rear are excellent, and the front ones
especially offer great shoulder and thigh
support. Rear seats too offer good all-
round support in addition to ample leg-
room and headroom. The panoramic roof
adds significantly to an already airy
cabin. In a nutshell, the cabin is a special
place to be in and is more in sync with
the newer world, the connected one.
Safety wise, the new E-Class benefits
from a host of active safety technologies
from its yet-to-be launched elder sibling,
the new S-Class.
OUTLOOK
The E-Class has been a key seller for the
company globally, including India, and
the new model is better in every area it
has been worked upon. Unlike many
facelifts aimed at offering slightly better
looks and equipment, the new E-Class is a
significantly different car from the older
version. Most importantly, it fills the gap
in every area that the old model left open.
With the new and sharper design and the
vastly improved powertrain and dynamic
abilities, the car is better equipped than
earlier to take on the competition. The
new E-Class is priced at ` 44.3 lakh for
the E 250 CDI and ` 41.5 lakh for the E
200 CGI variant, both prices being ex-
showroom, Delhi.
TEXT : Arpit Mahendra
PHOTO: Bharat Bhushan Upadhyay
Read this article on
www.autotechreview.com
The new headlamp and LED design is a headturner
The LEDs retain the four lamp look of the E-Class The boot space is at par with segment standards
The rear, despite a mild makeover, gels well with the aggressive front