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?

Despite a more streamline-looking shape, the W214 is no sleeker than its predecessor in windtunnel. 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.

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. 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 M256 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 M256 4-cylinder petrol, 258 hp, 295 lbft
E450 4matic: 3.0 turbo straight-6 petrol, 380 hp, 369 lbft.



The interior of W214 shares a lot with the EQE, most notably the 12.3-inch intrument display and optional "superscreen" dashboard-covered infotainment system. The latter can be optioned with a further screen fore of the passenger. Although Mercedes provides no pictures, we heard that 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. We just hope the material shortfall found in EQE won't be repeated on the E-class.

Further variants will certainly include estate model and electrified AMG E63 (maybe 2.5 tons this time around?), but the E-class Coupe and Cabriolet is set to demise, replacing by the new, slightly smaller CLE-class. Sister car CLS-class will not be renewed either. In a few years time, Mercedes' line-up will be very different from today.

6 years old already, McLaren 720S feels a bit long in the tooth, especially when the hybridized Ferrari 296 GTB in presence. The introduction of McLaren's own Artura also puts a question mark over the senior McLaren's existence. Last month, the 720S was withdrawn from sale, and McLaren's CEO (ex-Ferrari man) Michael Leiters confirmed its replacement will debut soon. Naturally, we have high expectation on the new car. Somehow, it turns out to be just a slightly updated version of the old one.

The 750S, as suggested by its name, gets an extra 30 horsepower, subtle when you consider Ferrari gains 110 hp from F8 to 296 GTB. And this is achieved by using the parts already seen on 765LT, such as lighter pistons, higher turbo boost pressure, new gaskets and higher flowing fuel pumps. The rest of the M840T engine is unchanged. It produces 22 pound-foot more torque than before, but 590 is exactly the same as 765LT. Why not simply get the latter's version?

As extra power is limited, another way to improve performance is to cut weight. McLaren claims the car is trimmed by 30kg, thanks to new carbon-fiber buckets (-17.5kg), ultra-lightweight alloy wheels (-13.8kg), lighter windscreen (-1.6kg) and by replacing the Transformer-style instrument with a fixed one (-1.8kg). However, the 1277 kg dry or 1389 kg DIN kerb weight are just 6 kg less than that quoted by its predecessor 6 years ago.



That's why McLaren needs to shorten its final drive ratio to boost acceleration. The official figures are 2.7 seconds to go from 0-60 mph and 7.2 seconds from 0-124 mph, 0.1 and 0.6 second less than its predecessor. Both measures are a tenth quicker than Ferrari 296 GTB, or what McLaren refers to "its closest competitor" in the press release. On the downside, the shorter final drive lowers the 720S' superior top speed of 212 mph to 206 mph, identical to the Ferrari.

At the first glance, the 750S looks almost identical to the 720S, which is a bit disappointing for an update, although, frankly speaking, its predecessor has always been stylish. The intakes adjacent to headlights are said to be smaller, but it is too hard to see from pictures. Conversely, the active rear wing is said to be 20% larger, which is also hard to see. You might notice the rear wing is now in black instead of body-colored, but I guess you might get anything you like with MSO customization. Sadly, even the diffuser seems to be unchanged from the old car, which is rare in a supercar mid-life update. The only noticeable change at the rear is the exhaust pipe, switching from two outboard exhausts to a single rectangular unit at the center.

However, modifications to the chassis seems to be positive to keen drivers. The combination of a faster ratio steering (still electrohydraulically assisted, thankfully), 6mm wider front track, 3% softer front springs and 4% stiffer rear springs accompanied with retuned Proactive hydraulic suspension should improve handling balance, making the front end sharper and understeer less in corner. Facing the very best Ferrari 296 GTB, the McLaren really needs to up its own game. Unfortunately, one crucial thing is still missing in this update: an active differential.

Volkswagen's unsuccessful ID line-up has added another member. ID 7 sits at the top of the family tree that rides on the common MEB platform. From the bulky proportion - contributed mainly by the high waist line - it shares the same ungainly genes with its siblings. In fact, the ID 7 keeps the packaging flaws of all MEB cars, most notably a lack of front luggage compartment and a shallow rear boot. It also sports one of the weakest charging capability in its class, offering only 170 kW charge rate for standard size battery or 200 kW for long-range battery. 



However, the battery size is quite generous. Standard battery has 77 kWh net capacity (82 kWh gross), while long range battery is 86 kWh net (91 kWh gross). Coupling to a rather low drag coefficient of 0.23, they offer class-leading range, 382 miles (615 km) and 435 miles (700 km) on WLTP cycles respectively. Both models are powered by a single rear motor that produces 286 hp and 402 lbft of torque. These motors are permanent magnet type, so they rely heavily on the rare earth supplied by China. No words on kerb weight, but expect comfortably over 2 tons.

Later on, a twin-motor 4WD GTX model will sit at the top, but we have zero expectation on Volkswagen's performance sedan, judging by the reputation of ID4 / ID5 GTX.



The ID 7 is considerably larger than Passat with which it will replace eventually. It is 4940mm long, 1860mm wide and 1530mm tall, exceeding the Passat's dimensions by 170mm, 30mm and 70mm, respectively. Its 2970mm wheelbase overshadows the Passat's by a massive 180mm. In addition to the costly battery, expect the ID 7 to be a lot more expensive to buy, probably in the territory of BMW i4 or even a diesel 5-Series. Its cabin is said to be spacious, but with virtually no foot room under the front seats, it might not be as spacious as you would expect for a car with such a long wheelbase. Volkswagen's notorious infotainment system is also unlikely to rival those of premium brands, even though it is said to be much improved. The tiny digital display behind the steering wheel offers only essential driving information. Others shall be accessed through the 15-inch infotainment screen or from the AR HUD and voice recognition. Good old physical switches? There is none.

BMW has added a more powerful version of i7. M70 xDrive sits above the existing xDrive60, lifting horsepower from 544 to 660, and torque from 549 to 811 (on overboost). As a result, 0-60 mph is improved from 4.5 to 3.6 seconds, while top speed is lifted from 149 to 155 mph.

Being an M model, it also receives some chassis upgrade, such as returned air springs and adaptive dampers, active anti-roll and rear-wheel steering, upgraded brakes as well as chassis reinforcement.

When MG revives a 2-seat roadster, you might expect an affordable, lightweight and fun-to-drive sports car in the mould of Mazda MX-5, don't you? Sorry, just as the Geely-owned Smart is no longer a Smart, the Shanghai-owned MG is no longer an MG. With no references to any classic MG sports cars, the Cyberster is a heavyweight, powerful and upmarket electric 2-seater. At 4535mm long, 1913mm wide and 1329mm high, it is larger than a Porsche 718 Boxster, weighing up to 1985 kg or exactly 2 MX-5s combined. Like most EVs these days it has 2 versions: rear-drive single-motor offers 313 hp, while dual-motor 4WD upgrades to 544 hp. Any chance to beat Porsche or Corvette?



Problem is, due to air pollution Chinese don't buy open-top cars, while the United States, the largest market for cabriolets / convertibles, is unlikely to welcome a Chinese car.

Just as the Acura Integra is a rebodied Civic, its Type S model is a rebodied Civic Type R.

The same 2.0 VTEC Turbo motor breathes through the same triple-exhaust produces 320 horsepower, officially 5 ponies more than the US-bounded Type R, but elsehwere the hot Civic offers 330 hp, so it is just a matter of rating. Peak torque stays the same at 310 pound-foot. Ditto the excellent 6-speed manual gearbox (the only choice, or non-choice) and helical LSD. The luxury-oriented Acura is just 14 kg heavier than the Civic, so you can expect virtually the same performance, i.e. 0-60 mph in about 5 seconds, although whether it can match the Civic's top speed of 171 mph is more doubtful.



The chassis enjoys the same treatment. Tracks are wider front and rear than the regular Integra, of course, but just the same as the Type R, because it employs the same dual-axis strut front suspension and multi-link rear axle. Expect the suspension and adaptive damper settings to be a little softer to promote the luxury theme, but not by much. It also employs the same Brembo front brakes and beefy, 265/30ZR19 Michelin PS 4S rubbers.

Undoubtedly, using a tiny boot spoiler instead of the Type R's huge rear wing, the Integra Type S is not going to corner as swiftly. It is not a track-day hero like the Honda, but rather a more street-friendly machine. Price has yet to be revealed, but expect a small premium over the already quite expensive Type R.

EU member states shall offer vehicles powered by E-fuel at least the same subsidy as what EVs are enjoying, a European Court rules yesterday.

According to the court, carbon-neutral fuel, also known as E-fuel, is a synthetic fuel made by capturing CO2 from atmosphere or made from biowastes, using 100% renewable energy in its production process so that it has net zero contribution to the carbon-dioxide in atmosphere. In contrast, EVs depend on how electricity is generated by powerplants, which is far from carbon neutral in the EU currently, nor it is expected to reach carbon neutral in the foreseeable future. This means vehicles running E-fuel should be seen as a greener solution to EVs and therefore should enjoy the same or more subsidies.

Responding to the ruling, Germany and Italy said they will propose a grant of up to 15,000 euros each new E-fuel vehicle sold, doubling from what EVs are receiving currently. Moreover, E-fuel cars will enjoy benefits like free parking, waive of registration fee, free tunnel and highway toll. Hopefully this will encourage EV drivers to shift to E-fuel cars.

However, such measures are considered insufficient by environmentalists. Green Peace urges the German government to abandon EVs altogether through scrappage scheme and banning them from 2035, and withdraw the tax subsidies given to EV factories like Tesla and battery makers. Meanwhile, Italian lawmakers are drafting new laws to restrict the use of EVs in regions where E-fuel stations are not available.

Porsche, which has built a pilot plant in Chile to produce E-fuel for its use in motorsport, said it will stop building Taycan with immediate effect. The full-electric successor to 718 Boxster/Cayman under development will be also put on hold, ditto the next generation electrified 911.

BMW said the change has relatively little impact to its production, as it can easily refit the electric powertrain of i4 with ICE and rebadge it the 4-Series.

Meanwhile, senior management of Mercedes-Benz is under pressure to resign, as the firm has been betting on EVs and announced to become a pure EV maker by 2035, even though its first wave of EVs, i.e. EQS, EQE and AMG EQS53, caught lukewarm reception.

Volkswagen said it will evaluate the possibility of converting its MEB platform cars to ICE power through the next Over-the-Air update.

Things look better in Italy, where Ferrari celebrates its launch of Purosangue crossover with V12 engine while stops the work on electrified version, allowing its engineers to take an early summer vacation. Lamborghini said it will remove the electric motors and battery from its new-born Revuelto when it reaches customer’s hands. Hopefully this will create an RWD Lamborghini that weighs 1475 kg yet still offers 825 horsepower, more to the joy of customers.

In Formula One, FIA said its new engine rule from 2026 will abandon turbo hybrid V6 and revert to naturally aspirated V12 drinking E-fuel, so to recapture the aural excitement it has lost in the past couple of decades. Moreover, as fuel consumption is no longer an environmental issue with E-fuel, engine displacement will be boosted to 5 liters and carburetors will return, ditto refilling during the race. Hopefully this will please its oil company partners.