Published
on 24
Nov 2023
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All rights reserved.
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W214
is likely to be the last E-class powered by internal combustion
engines, or you might say, the last real E-class.
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Some said this might be the
last generation E-class following Mercedes' commitment to going
all-electric by 2030. I am not too worry, because the E-class nameplate
is too valuable to abandon. Instead, I think the EQ-series nameplate
won't live beyond this generation. For sure the E-class nameplate will
continue, but it will be converted to pure electric and essentially a
development from the EQE. This means, the new W214 series is likely to
be the last E-class powered by internal combustion engines, or you
might say, the last real E-class.
Having learned that ICE won't live beyond 2030, you can understand why
Mercedes restricts its investment into the new E-class, builds it on
the existing MRA platform and carries over all the old 4 and 6-cylinder
engines. If you look for improved performance and excitement, look
elsewhere.
Naturally, the W214 is slightly larger again than its predecessor,
because it follows Mercedes' new strategy to migrate further upmarket.
Its 2961 mm wheelbase is an increase of 22 mm over its predecessor.
Likewise its 4949 mm length (+26 mm) and 1880 mm width (+28 mm).
Standard car keeps the 1468 mm height, but PHEV models are 12 mm taller
thanks to an extra 15 mm ride height. The longer wheelbase and extra
width boost cabin space a bit. Mercedes said rear passengers get 17 mm
more legroom and 25 mm more elbow room. The front passengers get 5 mm
more headroom.
The E-class continues to offer 2 distinctive grille designs. Exclusive
line comes with a traditional grille with a lot of chrome and a
3-pointed star sitting at the bonnet edge, while Avantgarde makes do
with a mesh grille in which a large 3-pointed star logo located. Both
grilles can be optioned with illuminated surround by means of optic
fiber. Too gimmicky for your taste?
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Still
looks graceful, like an 8/10th scale S-class.
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Never mind, because the E-class still looks graceful, like
an 8/10th scale S-class. Playing Russian-doll game is not necessarily
bad, as it gives a strong family resemblance that sets it apart from
BMW, Audi or other rivals.
Despite a more streamline-looking shape, the W214 is no sleeker than
its predecessor in wind tunnel. Drag coefficient stays at 0.23, which
is still one of the smoothest cars in the world, although its frontal
area is slightly larger than before. This means it should consume
slightly more energy in cruising.
As the MRA platform is carried over, the press release wasted no time
in its aluminum-steel hybrid construction nor its unchanged suspensions
consisting of 4-link up front and multi-link setup at the back. Air
suspension and adaptive dampers are options, while rear-wheel steering
is the only new technology. We expect torsional rigidity of the chassis
to be slightly improved, otherwise the extra weight cannot be justified.
Yes, the new E-class gains quite a lot of weight. Massive even.
Remember an E300 weighed 1580 kg back in 2016? Now an entry-level E200
tips the scale at 1750 kg. If that shocks you, you'd better not to read
the spec. sheet of other models: E220d at 1840 kg, E300e at 2135 kg and
E400e 4matic at 2190 kg, all DIN scale. These are Bentley-level
figures. Admittedly, nameplates suffixed with an "e" employ plug-in
hybrid powertrains, whose 25.4 kWh (gross) battery is almost doubled
from the last generation.
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MRA
platform and powertrains are mildly updated from last gen, but kerb
weight rises considerably.
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Speaking of PHEV, the electric motor incorporated in 9G-Tronic
transmission gets slightly more powerful at 129 horesepower and 324
lbft of torque. It allows the E-class to run up to 87 mph on battery
power and travel 69-73 miles (111-118 km) on WLTP cycles. Equally
important, it lends the E300e and E400e emission figures of only 12 and
14 g/km, respectively, pulling down the fleet average a lot. For
comparison, the petrol E200 and diesel E220d return 144 and 125 g/km,
respectively. Non-PHEV models are all equipped with 48V mild-hybrid
system by means of an ISG offering 23 hp and 151 lbft.
So the engine range on debut reads as below:
- E200: 2.0 turbo M254 4-cylinder petrol, 204 hp, 236
lbft, 149 mph, 0-60 in 7.1 sec.
- E220d: 2.0 turbo OM654M 4-cylinder diesel, 197 hp,
324 lbft, 148 mph, 7.2 sec.
- E300e: E200 engine + PHEV = 313 hp, 406 lbft, 147
mph, 6.1 sec.
- E400e 4matic: E200 engine boosted to 252 hp, 295 lbft
+ PHEV = 381 hp, 479 lbft, 155 mph, 5.0 sec.
Later on more powerful straight-six petrol and diesel models will join
the range in Europe. As for North America, 2 petrol models are
available from launch:
- E350 4matic: 2.0 turbo M254 4-cylinder petrol, 258
hp, 295 lbft
- E450 4matic: 3.0 turbo M256 straight-6 petrol, 381
hp, 369
lbft.
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MBUX
runs Superscreen and a superb new OS. Materials quality a lot higher
than EQE. |
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The interior of W214 shares a lot with the EQE, most notably
a 12.3-inch instrument display and optional "superscreen"
dashboard-covered infotainment system. The latter can be optioned with
a further 12.3-inch screen fore of the passenger. In standard guise the
dashboard is similar to the design found in the standard EQE, with a
14.4-inch portrait touchscreen mounted at the center console and the
rest of the dashboard is a blank surface. Configurable ambient lighting
surrounds the entire dashboard, making it a bit funky. However, while
material quality is disappointing in the EQE, it is top notch on the
E-class, because the ICE model does not need to recoup the cost of
battery from the cabin.
On the Road
The new cabin is really a strength of the E-class, as it feels both
comfy and advanced. On the one hand, the superscreen looks crisped and
works slickly. Mercedes’ MBUX infotainment system with new
inhouse-developed operating system makes debut here, offering gaming,
Webex/Zoom video conference and installation of apps. It all works
seamlessly, without the glitches that troubled many other European car
makers. On the other hand, the cabin feels expensive and spacious, just
as what you would expect on a Mercedes. The seats are nicely shaped,
and the rear bench offers plenty of legroom for tall passengers. The
sedan’s 540-liter boot is nearly class-leading, though PHEV model has
that slashed to merely 370 liters due to the placement of battery under
boot floor.
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The
E-class' driving experience majors on comfort and refinement, and it
probably tops the class.
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If you are after performance and handling, a BMW 5-Series
would serve you better. It is not to say the E-class slow or loosely
controlled. No, its suspension controls body roll respectably. There is
plenty of grip and the steering is precise and linearly weighted if not
overloaded with feel. But the Mercedes lacks the crisped turn-in and
final few degrees of control displayed by the BMW, nor its 4-cylinder
engines as eager as its rival’s. The 9G-Tronic transmission isn’t quite
as consistent as its ZF counterpart. The brake pedal feels a little
spongy.
What the Mercedes excels is comfort and refinement, which goes in line
with its traditional core values. Especially with Airmatic suspension
equipped, the ride is very smooth and quiet, no matter cruising on
highway or riding on low-speed potholes. Wind and tire noises are
remarkably low in the cabin. The engines are also refined, never feel
strained. The electric motor of E300e works imperceptibly with the
4-cylinder engine to deliver a seamless progress, and the absence of
engine noise at lower speeds guarantees superb refinement around town.
Naturally, the more spirited straight-six engine is our choice, but
neither the E200 petrol or E220d diesel feel out of place in the
E-class, as they deliver the long-leg refinement matching the chassis.
It might set new refinement standards for E-segment cars.
After the disappointment of EQE, it is nice to see Mercedes returns to
form with its traditional ICE model. The new E-class might not make
many breakthroughs, but it is a highly polished product that holds the
brand’s core values. Will it be the peak E-class? Let’s hope not, but
enjoy the last ICE-powered E-class while you can.
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Verdict: |
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