Mercedes E-class (W213)


Debut: 2016
Maker: Mercedes-Benz
Predecessor: E-class (W212)



 Published on 12 May 2016
All rights reserved. 

If you park the car between an S-class and a C-class, you will find them just like a set of Russian dolls.


The most surprising thing about the new E-class is how close it ressembles the S-class. Its exterior design is almost a clone of the S-class, just made slightly smaller in every dimension. If you park the car between an S-class and a C-class, you will find them just like a set of Russian dolls, i.e. same form and features, just different sizes. Some people might criticize that for lacking individual character. Others, like motoring journalists, are just happy that it saves us tons of words to describe the car.

If you are not used to the new order, you had better to wind back your memory to 30 years ago (if you are old enough). Back then, the 190E, the W124 E-class and the W126 S-class were also Russian dolls. Not just Stuttgart, Munich also employed the same styling strategy for its 3, 5 and 7-Series. I remember how difficult it made a teenager me to distinguish the trio of Mercedes on the road, but I also remember people praised that family resemblance and consistent evolution when compared with the ever-changing Japanese cars, because it helped building brand image. Individual styling character arrived Stuttgart only since the late 1990s, when Mercedes designers deliberately fitted different headlamps to its cars – the C-class got peanut shape headlamps, the E-class got quad-circular lamps and the S-class got irregular-shape ones. Differ for the sake of differ, is it really the essence of styling? I doubt. Russian dolls could be beautiful, especially if the first mold is fundamentally sounded.


Avantgarde or AMG line features a sportier grille.


Well, if you are not convinced, it is still possible to make your E-class look different by opting for the Avantgarde or AMG line, which features a sportier grille as shown above. In contrast, the S-class is always served with the classical radiator grille and bonnet-mounted 3-pointed star, even on the hottest AMG models. This sportier grille option, however, is shared with the smaller Russian doll. To me, it doesn't matter, because the most important is the new E-class looks a lot more handsome than the last generation, which was angular and clumsy. Despite of that look, the old car still sold incredibly strong until its last year (306,000 units including CLS). The new car with its sleeker shape – as evident in its remarkably low Cd of 0.23 – should sell even better.

Like the S-class and C-class, the chassis of E-class is an aluminum and high-strength steel hybrid. Large sections of the front and rear ends are made of cast aluminum, as are the front suspension tower brackets. Front fenders, bonnet and boot lid are pressed aluminum sheets. Nevertheless, the percentage of aluminum content is not quite as high as its siblings. For example, the doors and roof panels on both S and C-class are made of aluminum, while the E-class remains steel. I think that has very much to do with its another role as German taxi. Traditionally, the E-class is the most profitable model of Mercedes, so Stuttgart is not going to let its production cost unchecked. Overall, the car is about 80 kg heavier than the aluminum-intensive Jaguar XF, but it undercuts BMW 5-Series and Audi A6 a little.


The percentage of aluminum content is not quite as high as C and S-class. This might have very much to do with its another role as German taxi.


The new car is 43 mm longer than the old one, and its wheelbase is stretched by 65 mm to 2939 mm. Despite that, its sleeker shape means cabin space is about the same as before. Its rear seats are more spacious than Jaguar XF, but compared with BMW and Audi it shows no advantage. Nevertheless, in terms of richness and desirability, this cabin is second to none. Although the square dashboard design is hardly artistic, the expansive, twin-12.3-inch TFT screens it houses are just amazing. As is the entire dashboard architecture, vents and switches, because they look as if coming straight from the S-class! The wood inserts, alloy, lacquer and leather are all high-quality stuffs. The attention to details is just amazing. This is truly a smaller version of S-class inside out!

If you are willing to spend extra, the electronic technology it offers is simply peerless. There are 2 small touch panels on the steering wheel to supplement the usual rotary knob on transmission tunnel, so you can easily navigate through the Comand system without moving your hands away from the steering wheel. The new Drive Pilot system uses radar, stereo cameras and infrared sensors to implement semi-autonomous driving. It can follow the car in front at speeds up to 130 mph, applying throttle, braking and steering automatically. It can read numbers on road signs to avoid speeding. It can read lane markings, fences or cars beside to keep running on the right path. It does everything Tesla’s Auto Pilot does, just in a more reliable way. Besides, as in BMW 7-Series, you can use a bespoke App on your mobile phone to remote control the car to park in a tight parking space.


In terms of richness and desirability, this cabin is second to none.


To drive, however, the E-class is less exciting than an XF or 5-Series. It doesn’t lack speed, but the chassis tuning favours comfort over handling. The suspension hardware is actually very sophisticated – up front, it switches to a new 4-link arrangement which frees the spring strut from control duties and lets it concentrate on shock absorption. At the rear, the familiar multi-link axle has its control arms and wheel carriers made of forged aluminum to save unsprung weight (the front spring struts are also made of alloy). As before, you can choose between two suspension settings, one softer and one stiffer. Optionally, you can have adaptive dampers and multi-chamber air suspension, whose ride height and stiffness are variable. With this feature, the E-class rides with excellent comfort and refinement. In addition to the impressive sound proofing and remarkably low wind noise, nothing in the class can quite match its high-speed cruising refinement. In town, the air suspension in Comfort mode irons out bumps effortlessly, resulting in a fluid ride.

Flick into Sport or Sport+ settings, the car resists roll and understeer well, while ride quality never feels harsh. Like any German luxury cars, it never disappoints in terms of grip, directional stability or braking either. In case of models with lighter 4 cylinder engines, the E-class is also reasonably agile. It steers accurately, if lack of feel. In fact, the steering feels quite remote, and the load it feedbacks to the driver feels artificial. Drive it after the Jaguar XF, the feeling of lack of involvement is even more obvious. The E-class does not adjust its attitude on throttle. It doesn’t feel as agile or as well balanced as the Jaguar either. Its damping is not as tightly controlled. The same can be said when compared with the 5-Series, just at a lesser extent. The Mercedes is not designed for keen drivers, at least until E63 arrives.


It doesn’t lack speed, but the chassis tuning favours comfort over handling.


The vast range of powertrains consists of mostly carried over engines, such as the 258 hp 3-liter turbo diesel V6 (E350d), the 245 hp (E250) and 184 hp (E200) 2.0 turbo petrol as well as the 333 hp 3.0 V6 twin-turbo V6 (E400) (or 3.5-liter, depending on market). However, good news is the best-selling 2.1-liter iron-block turbo diesel has been replaced with a brand new 2.0-liter all-alloy unit. It produces 194 hp under the bonnet of E220d, enables the car to do 0-60 mph in a remarkable 6.9 seconds and top 143 mph (thanks to the low drag). Most important, in the real world it delivers superior economy over BMW 520d and Jaguar XF 2.0d in a recent comparison test conducted by Autocar – the car averaged 56.8 mpg, versus 48.5 mpg of BMW (Jag was worse still). It was also the fastest to accelerate and the quietest on highway cruise. The new diesel four is also smoother and quieter at idle. A huge improvement over the old engine.

That said, the old diesel V6 of E350d is still the pick of the range, as it is always smoother, its sound track more musical and never gets coarse under push. It will be replaced with a new 3.0 straight-six though, which is a derivative of the 2.0 four. Nice to hear the return of straight-six to Mercedes. No matter which engine, the E-class now has 9G-Tronic gearbox fitted as standard to enhance efficiency and cruising refinement, although it doesn’t always shift as responsively as rivals’ ZF 8-speed auto in a hurry.

Although the new E-class fails to impress those putting driving excitement on high priority, it might appeal to wider audiences with its graceful exterior, expensive interior, superb comfort, efficiency and high-tech features. In the past 14 years, Mercedes lost its direction and tried to follow the sporty path of BMW. Now it has finally found its roots again.
Verdict: 
 Published on 23 Sep 2016 All rights reserved. 
AMG E43

Some call them fake AMG cars as they are assembled on the standard production lines without the final touch of AMG technicians...


Starting from C43 (previously C450), Mercedes utilizes its higher-tuned 3-liter twin-turbo V6 to create a line of Mercedes-AMG -43 models, which sit between the regular cars and the full-power AMG models. Some people call them fake AMG cars because they and their engines are assembled on the standard production lines without the final touch of AMG technicians. This allows the -43 cars to be produced at larger volume and lower costs, of course.

In most cases the twin-turbo V6 produces 367 horsepower and 383 pound-foot of torque, but in this E43 it is tuned further to make 401 horsepower, thanks to larger turbochargers which produce up to 1.1 bar of boost pressure. Peak torque remains unchanged, but its occurrence is stretched higher the rev at 2500-5000 rpm. This torque is sent to the new 9G-Tronic automatic, whose shift pattern has been quickened, and then to the Mercedes 4matic system, which uses a planetary center differential (with multi-plate clutch limited slip device) to split torque 31:69 front to rear. It sounds promising. In the chassis, the air-sprung suspension is tuned stiffer, accompanied with stiffer bushings, increased negative camber, new steering knuckles and a variable-ratio power steering. The standard 19-inch wheels house 360 mm disc brakes at all corners (20-inch wheels and lower profile tires are optional). Finally, cosmetic tweaks include a sportier front grille and quad-exhaust, very subtle. It is not going to steal the limelight from the forthcoming E63. Oh yes, the E43 is available in both saloon and wagon body to catch more sales.


Perhaps we are used to the madness of AMG V8s, the V6 is not as explosive as predicted.


So how does it perform on the road? Perhaps we are used to the madness of AMG V8s, the V6 is not as explosive as predicted. On the contrary, its power delivery is smooth and linear. There is not much turbo lag low down, but the mid-range delivery is not particularly dramatic, certainly not in the league of Audi S6, BMW 550i or Cadillac CTS Vsport. After all, this is only a 3-liter six. The V6 also sings in a more civilized manner than the AMG V8, although there are still some nice pops and crackles on overrun. Thanks to the extra traction afforded by 4matic, the E43 does 0-60 mph sprint in 4.4 seconds, faster than what you can feel in the car.

The 9-speed automatic transmission is a bit disappointing, sometimes hesitates to respond to your input. For a performance car it is not good enough.

The braking and steering tuning also lack refinement. The former lacks initial bite, while the latter delivers little feel. The variable-ratio rack is also geared too aggressively once you move the wheel off center.

The 4WD system offers bags of grip and traction yet without feeling nose-led, thanks to its rear-biased torque distribution. You can even induce power oversteer as in a rear-drive car if you give it a big and dramatic push. However, the slow turn-in response and average body roll suppression leave you an impression that the air-sprung suspension is perhaps a choice for comfort. Comparatively, the steel springs on C43 react much keener. The E43’s larger dimensions and 150 kg of extra burden also robs it the sharp response enjoyed by its smaller sibling. On the flipside, it rides comfortably, almost as good as the regular E-class. Many Mercedes customers might prefer its comfort-biased tuning under a sporty pretension, but to us its sporty flavour is too thin.
Verdict:
 Published on 30 Mar 2017 All rights reserved. 
E-class Coupe


The E-class Coupe finally returns to its roots as a true mid-size coupe...


In 1968, Mercedes introduced its first mid-size coupe, 250CE, based on the contemporary W114 series sedan, which was the ancestor of today's E-class. It was renowned for elegant style, high build quality, reliability, refinement and comfort, i.e. all the core values of Mercedes-Benz. Afterwards, Stuttgart built 2 more generations of CE coupe based on W123 and W124 series, both achieved the same reputation. In 1997, the mid-size coupe line was replaced with the smaller CLK-class in an attempt to boost sales. By 2009, the E-class Coupe was reborn. However, despite its visual links to the E-class, it was actually built on the C-class platform, lacking the accommodation, quality and luxury expected for its nameplate. Neither was it handsome nor dynamically competent enough to catch attention. No wonder we rarely see that car on streets.

Thankfully, the new E-class Coupe has returned to its roots as a true mid-size coupe. It is derived straight from the current E-class platform, so it should fill the gap between C-class Coupe and S-class Coupe nicely. Size-wise, it is considerably larger than the old car, of course. It is 123mm longer, 74mm wider and 113mm longer in wheelbase. However, compared with its sedan sister, it is made a bit smaller. The wheelbase is shortened by 66mm to a still generous 2873mm, while overall length is 94mm shorter. It is 7mm wider and 38mm lower than the sedan due to its sportier stance. Despite the shrinkage in size, it is 25 to 30 kg heavier than the sedan, blame to the need to reinforce its chassis to compensate for the loss of B-pillars. Like the sedan, the chassis comprises of both high-strength steel and aluminum. The latter includes front and rear crash structures, the front shock tower brackets, bonnet, front fenders and trunk lid.




Despite its slippery shape, the coupe is actually less aerodynamic efficient than its sedan sister...


Strangely, despite its slippery shape, the coupe is actually less aerodynamic efficient than its sedan sister. An entry-level E200 Coupe has a drag coefficient of 0.27, versus the sedan's 0.23. Top-of-the-range E400 Coupe returns 0.29, compared with 0.27 of the sedan. As a result, don't expect the coupe to be any faster. Like many modern 4-seat coupes, its key attraction is styling instead, which is undoubtedly far more successful than the last generation. A streamline shape, lower roofline and faster screens make it handsome. Frameless windows and hardtop design lighten its visual weight a lot, although it would have been even better if not the presence of rear quarter windows – it needs them to make a slim C-pillar and power rear windows compatible. Meanwhile, the deletion of B-pillars paves the way for the forthcoming Cabriolet. None of these are revolutionary ideas, but the new E-class Coupe is certainly very well finished, just like many other Mercedes designed under Gorden Wagener.

Unsurprisingly, the cabin is noticeably more spacious than the old car’s. The front seats offer 18mm more headroom and 50mm more shoulder room, while the rear seats provide 74mm more knee room, 15mm more headroom and 34mm more shoulder room. This means, guys up to 6ft 1 or 2in can finally stretch their legs at the rear seats, although they may find their heads very close to the sloping roof liner.



Guys up to 6ft 1 or 2 can finally stretch their legs at the rear seats.


The dashboard and most of the interior parts are shared with the sedan. This means its build quality, material, technology and sense of luxury are simply top notch – not even Audi can match. The expansive, twin-12.3-inch TFT screens dominating the entire dashboard is standard on E400 or optional on lesser models. While its shape is hardly artistic, its fancy graphics can more than make up the loss. The extensive material and decor choices make you feel as proud as a customer of Rolls-Royce. How can Mercedes manage such a sense of exclusivity on a coupe costing £40,000 to £50,000?

The luxury feel extends to the way the car drives. Just like the E-class sedan, it is not about driving thrills, steering feel or interactive chassis. If you buy the E400 Coupe, you should take a more laid-back attitude, allowing the creamy and torquey twin-turbo V6 to do the job behind the scene, and the air suspension to soak up the bumps on highway. Inevitably, there is more wind and tire noises entering the cabin through the frameless windows, but the E400 Coupe is still a respectable cruiser.

Should you want to test its performance envelop, it is unlikely to disappoint. The 333hp V6 allows 0-60 mph to be accomplished in 5 seconds dead. The 4matic system, mandatory on the E400 and optional on others, uses a permanent torque split of 45:55 to guarantee superb traction, and its beefy tires, 245mm up front and 275mm at the rear, provide bags of grip. Since this is a Mercedes, it is default to understeer mildly. The traction and grip always overwhelm the power in the dry. The suspension is 15mm lower than the sedan’s, so the coupe is slightly better in body control. With the air suspension set to Sport mode, there is very little body roll to speak of. The electric power steering is precise and well weighted, but as in the E-class sedan it delivers little feel.


Just like the E-class sedan, it is not about driving thrills, steering feel or interactive chassis.


Want more excitement? Let’s hope the forthcoming AMG E50 Coupe to be a better driver’s car. Its all-new 3-liter straight-six (yes, straight-six returns!) is served with an exhaust gas turbo and an electric turbo to produce 408hp. Even so, the E-class Coupe is not going to receive a full-blooded AMG makeover, because its chassis is not rigid enough.

Lower down the range, there are E200 (184hp 2.0 turbo petrol), E220d (194hp 2.0 turbo diesel) and E300 (245hp 2.0 turbo petrol) on offer. While they make more financial sense, they are considerably worse than the E400. The 4-cylinder engines feel rougher and sounds coarser at upper rev range. Their modest power means you need to squeeze them harder in acceleration to overcome the weight of the car, and this hurts refinement further. Their passive suspension or adaptive dampers can’t match the refinement of air suspension either. If you want to buy a smaller engine coupe, BMW 4-Series would be a better bet. If you insist one with a 3-pointed star, try the C-class Coupe, whose 120 kg or so lighter kerb weight makes the life of 4-cylinder engine easier.
Verdict: E400 Coupe: ; E200/220d/300 Coupe:
 Published on 17 May 2017 All rights reserved. 
AMG E63

Can a much better packaging and a more efficient V8 extends AMG's lead at the top?


Since BMW E39 M5 broke the 400 horsepower barrier in 1998, the performance executive car segment has been chasing horsepower harder and harder. 600hp now seems to be the new class norm – Audi RS6 Performance has 605hp, the outgoing M5 Competition pack had 600hp (and the new car just around the corner is expected to have more), Caddy CTS-V now tops the class with 640hp, and don’t even mention the mad Dodge Charger Hellcat or Demon that sit a class or two lower. The latest member of the 600hp Club is Mercedes-AMG E63 S, a strong contender for the class laurel.

You must remember the outgoing E63 S because it topped our class rating in the last 4 years. Its 5.5-liter twin-turbo V8 produced 585hp and, in combination with 4matic traction, good for 0-60 mph sprint in merely 3.5 seconds. But most important, it was good to drive in all aspects – great engine noise, good balance, supple ride and engaging handling. My only reservation was its outdated exterior and interior. In contrast, the new car starts with a classy look and an impeccable interior. It scores full marks on the packaging side, unquestionably, but is the mechanical side equally remarkable? Let’s see…

As expected, the new E63 has replaced the 5.5-liter V8 with the much smaller, 4-liter motor that started life on the AMG GT. It is not a direct transplant from the sports car though, as it is given a new codename, i.e. M177 instead of M178, reverted to wet sump lubrication and fitted with different pistons, intake manifold, exhaust, intercooler and even turbochargers – the latter are larger, enabling the E63 S to use a very high boost pressure (1.5 bar), even higher than the most exotic AMG GT R (1.35 bar), believe or not. What about the resultant increase of turbine inertia? It is dealt with using twin-scroll turbos, the first time on the 4-liter family. By separating the exhaust gases from different cylinder pairs, interference is reduced, so is turbo lag. As a result, the E63 S is good for 612 horsepower at 5750-6500 rpm, accompanied with 627 pound-foot of torque from 2500 to 4500 rpm. It goes without saying that the AMG V8 no longer needs extra cubic centimeters to shine. Now it delivers more power and torque than the same displacement V8s from Audi and Porsche, which is a remarkable achievement.


The 4-liter V8 delivers more power and torque than the same displacement V8s from Audi and Porsche, which is a remarkable achievement.


Another important change to the new V8 is the addition of cylinder deactivation for the first time. It utilizes Mercedes' Camtronic variable valve lift mechanism to do so. Cylinder 2, 3, 5 and 8 feature 2 sets of cam profiles, one for normal lift and another for zero lift, which shuts down the valves completely. Besides, ignition and fuel injection to those cylinders will be cut, effectively turning the V8 into a V4. As a result, fuel consumption and emission is reduced by 17 percent compared with the old car.

How does the V8 feels on the road? Firstly, the two turbos respond quickly low down, not quite as linearly as BMW or Audi V8s because the AMG V8 does without cross-bank turbocharging, but its throttle response is quick enough and turbo lag is still hardly detectable. However, the most memorable difference is the rush of power once its turbos fly, which comes like a tsunami and makes it feel much more exotic than its German rivals. And this is supported with a soundtrack that is evocative, loud and even mad. Of course, you can turn it into a gentle luxury car V8 by switching to Comfort mapping, but in other modes the AMG is always more thrilling, more manic than its rivals. It shows that AMG no longer wishes to settle on the Q-car route. It’s time to shout and dance!

In terms of straight line speed, few in the 4-door world could challenge the E63 S – with the exception of Tesla P100D, whose talent is one-dimensional admittedly. It is quoted to do 0-60 mph in 3.3 seconds, i.e. almost as quick as a Ferrari 458 Italia! 0-100 mph should dip under 7.5 seconds. The improvement over the old car might be marginal, but it is now so quick that you won’t feel the need to pursue any more. Top speed is capped at 186 mph again. It might be slower than the unlimited Bentley or Aston, but considering the traffic at Autobahn a speed higher than 300km/h is no longer relevant to real world usage. The only thing left slightly to be desired is the 9-speed MCT transmission. Although its gearshift feels noticeably quicker than the old 7-speed unit, it is occasionally hesitant, not quite as consistent as the mighty ZF automatic (no wonder the next M5 is switching to the latter).


Power comes like a tsunami and makes it feel much more exotic than its German rivals...


To deal with the increased power, the E63 is now fitted with 4matic+ as standard. While the old car’s 4matic system employed planetary center differential to split torque, normally 33:67 front to rear, the new 4matic+ switches to an electronic-controlled multi-plate clutch to engage the front axle on demand. This means its torque split is actively variable, and it is able to deliver 100 percent torque to the rear wheels if it disconnects the front axle completely. In combination with an electronic active rear differential, this allows the new car to introduce a Drift mode to please keen drivers. Unfortunately, you do need a wide race track to exploit the Drift mode and the resultant endless sideways. On public roads, it is simply impossible to access the mode without risking your life. You have to settle on the Sport and Sport+ modes instead. More unfortunately, AMG seems to have dialed back these modes a little in the presence of Drift mode. The traction and stability control in these modes are always turned on, and it makes power slide very difficult to achieve unless you commit very hard. Don't get me wrong, the new E63 S is remarkably neutral and agile for its class, and its steering is weighty and accurate, but its disciplined rear end means it is actually less playful than its predecessor on public roads !

Another problem is ride quality. Strangely, although the new car has upgraded to 3-chamber air suspension like the rest of E-class, its ride is always firm in all except Comfort mode. On smooth open roads you might not aware, but on a rough back road you will feel every bump, narrowing the car’s versatility. Comparatively, the old car was more supple on bad roads. Go through the list of chassis modifications you won’t find any obvious reasons: wider tracks, more negative camber, stiffer bushings, hollow anti-roll bars, forged aluminum wishbones etc. on front suspension, body shell reinforced by 4 additional struts, tires widened by 10mm, wheels grown by an inch, 390 mm compound front brake discs with 6-piston calipers (ceramic brake optional)…


Caddy is better to drive, but it can't match the AMG's interior for quality, technology, desirability and simply everthing.


This means the new E63 S is not as outstanding as we have expected. Yes, it might be faster than any other performance sedans in the real world, and it has an engine that is both hugely powerful and exotic feeling, but its ride is too hardcore and its handling is not as interactive as the old car. Overall, it is still easily more entertaining to drive than an M5 or RS6, but I would reckon Cadillac CTS-V should be a better driver's car, even though the AMG would trump the Caddy in everything else, such as styling, quality, interior... so much that probably only patriots would choose the Caddy instead. Before the arrival of the next M5 and Jaguar XF R, the AMG is still the one to be beaten.

The lesser E63

As before, there is a cheaper, lesser E63 (non-S) model on offer. It has the turbo boost detuned to 1.3 bar for 571hp and 553 lbft. Top speed is regulated at 155 mph. The electronic LSD is replaced with a mechanical one, and smaller brakes are adopted. Its mission is not to catch sales, but on the contrary, to make the E63 S feel superior and boosts its sales. However, to most drivers never taking their cars to track, the base car feels close enough.
Verdict:
Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires

Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
E220d
2016
Front-engined, RWD
Steel + aluminum monocoque
Mainly aluminum
4923 / 1852 / 1468 mm
2939 mm
Inline-4, diesel
1950 cc
DOHC 16 valves
VTG turbo
CDI
194 hp
295 lbft
9-speed automatic
F: 4-link
R: multi-link
-
225/55R17

1605 kg
143 mph (c)
6.9 (c)
-
E300 (4matic)
2016
Front-engined, RWD (4WD)
Steel + aluminum monocoque
Mainly aluminum
4923 / 1852 / 1468 mm
2939 mm
Inline-4
1991 cc
DOHC 16 valves, DVVT
Turbo
DI
245 hp
273 lbft
9-speed automatic
F: 4-link
R: multi-link
Adaptive air spring + damping
225/55R17

1580 kg (1640 kg)
155 mph (limited)
6.4 (est) (6.5*)
(17.7*)
E350e
2016
Front-engined, RWD
Steel + aluminum monocoque
Mainly aluminum
4923 / 1852 / 1468 mm
2939 mm
Inline-4 + electric motor
1991 cc
DOHC 16 valves, DVVT
Turbo
DI
211 hp + 88 hp = 286 hp
258 lbft + 324 lbft = 406 lbft
9-speed automatic
F: 4-link
R: multi-link
Adaptive air spring + damping
F: 245/45R18
R: 275/40R18
1850 kg
155 mph (limited)
5.9 (c)
-




Performance tested by: *C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires

Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
E350d
2016
Front-engined, RWD
Steel + aluminum monocoque
Mainly aluminum
4923 / 1852 / 1468 mm
2939 mm
V6 diesel, 72-degree
2987 cc
DOHC 24 valves
VTG turbo
CDI
258 hp
457 lbft
9-speed automatic
F: 4-link
R: multi-link
Adaptive air spring + damping
245/45R18

1725 kg
155 mph (limited)
5.6 (c)
-
E400 4matic
2016
Front-engined, 4WD
Steel + aluminum monocoque
Mainly aluminum
4923 / 1852 / 1468 mm
2939 mm
V6, 60-degree
3498 cc
DOHC 24 valves, DVVT
Twin-turbo
DI
333 hp
354 lbft
9-speed automatic
F: 4-link
R: multi-link
Adaptive air spring + damping
245/45R18

1745 kg
155 mph (limited)
5.0 (c)
-
AMG E43
2016
Front-engined, 4WD
Steel + aluminum monocoque
Mainly aluminum
4942 / 1860 / 1447 mm
2939 mm
V6, 60-degree
2996 cc
DOHC 24 valves, DVVT
Twin-turbo
DI
401 hp / 6100 rpm
383 lbft / 2500-5000 rpm
9-speed automatic
F: 4-link
R: multi-link
Adaptive air spring + damping
F: 245/40ZR19
R: 275/35ZR19
1765 kg
155 mph (limited)
4.4 (c) / 4.2*
10.7*




Performance tested by: *C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires

Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
AMG E63 S
2017
Front-engined, 4WD
Steel + aluminum monocoque
Mainly aluminum
4993 / 1907 / 1460 mm
2939 mm
V8, 90-degree
3982 cc
DOHC 32 valves, DVVT
Twin-turbo
DI, cylinder deactivation
612 hp / 5750-6500 rpm
627 lbft / 2500-4500 rpm
9-speed MCT
F: 4-link
R: multi-link
Adaptive air spring + damping
F: 265/35ZR20
R: 295/30ZR20
1875 kg
186 mph (limited)
3.3 (c)
-
E400 Coupe 4matic
2017
Front-engined, 4WD
Steel + aluminum monocoque
Mainly aluminum
4826 / 1860 / 1430 mm
2873 mm
V6, 60-degree
2996 cc
DOHC 24 valves, DVVT
Twin-turbo
DI
333 hp
354 lbft
9-speed automatic
F: 4-link
R: multi-link
Adaptive air spring + damping
F: 245/40ZR19
R: 275/35ZR19
1770 kg
155 mph (limited)
5.0 (c)
-




























Performance tested by: -





AutoZine Rating

E-class Sedan


AMG E43


AMG E63


E-class Coupe



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