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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

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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

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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