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Mercedes-Benz: E-Class News

 
Old 06-19-2018, 01:17 PM
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Originally Posted by oonowindoo View Post
The quad headlight (1 large 1 small on each side) was their signature look. They have gotten away from its traditional look.
I am glad BMW still keeps their Kidney Grill (Even tho it is getting way too big), and the quad headlight.
interesting!
I suppose a grille wouldnt have to go through rules and regulations and keep up with certain trends.

I just noticed that Alfa uses their signature wheels on the Giulia
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Old 06-19-2018, 01:24 PM
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Originally Posted by 00TL-P3.2 View Post

I had 2, both 1982. a W123 240D & a W126 300SD, neither really smoked much.

In a perfect world, a W124 wagon with a C36 AMG engine in it
Maybe that is because you were driving it, not behind it
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Old 06-19-2018, 01:26 PM
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Admittedly, those older diesels are likely much more prone to smoking, both of mine were quite well maintained.
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Old 06-26-2018, 09:15 AM
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https://www.digitaltrends.com/car-re...c-plus-review/

AMG’s 603-HP Wagon Puts The “Haul” In Family Hauler


Highs:
  • Supercar acceleration… from a wagon
  • A toned, not bloated muscular body
  • Ergonomic luxury for long-haul comfort
  • Tractable performance on road and track
  • Snarling V8 music to liven up any commute
Lows:
  • COMAND infotainment is finicky and complicated

Peak Mercedes-AMG nuttiness isn’t the AMG GT R, with its neon green paintjob and carbon ceramic brakes. Nor is it the F1-derived Project One hypercar, with its sophisticated hybrid powertrain and 10,000-rpm redline. No, the wildest side of AMG takes the shape of a family station wagon with 603 horsepower.

The E63 S 4Matic+ Wagon is a more practical side to AMG’s midsize luxury sedan and BMW M5 fighter. With space for five adults and plenty of cargo, there’s little reason to assume the E63 wagon is anything more than an upscale grocery-getter. That is, until one blows the doors off your muscle car.

Mercedes-AMG says the long-roofed E63 is built for a particular buyer – so particular, that only about 300 of them turn up each year. Even compared to E63 S sedan sales, that figure is small. The vehicle’s niche status also explains its uniqueness in the market; the closest rivals to the E63 S Wagon ($107,945) are Jaguar’s much less potent XF Sportbrake ($71,445) and Porsche’s not-quite-a-wagon Panamera Turbo Sport Turismo ($155,050).

Keen to the wonderful absurdity of its own car, Mercedes-AMG invited Digital Trends to NCM Motorsports Park in Bowling Green, Kentucky to test its E63 S 4Matic + sedan ($105,395) and wagon ($107,945) in a proper performance environment. Guess it’s time to put the “haul” in family haulers.

While not dramatic departures from the E-Class’ elegant baseline, the AMG versions of the sedan and wagon are distinctly more muscular and proud than their Mercedes-Benz counterparts. The clearest AMG callouts include re-sculpted front bumpers with larger air inlets, inset hood creases, V8 Biturbo badging with carbon fiber accents behind the front wheels, gold painted brake calipers, black painted rear diffusers with quad trapezoidal exhaust ports, and five unique 20-inch wheel designs within flared arches. Both the sedan and wagon strike wide stances to match their potent powertrains, but it’s the wagon’s stretched roofline that stirs within us the perfect combination of fear and desire.

Sporty and sumptuous details serve the needs of track day enthusiasts and suburban explorers alike. Classic E-Class touches, including dark wood grain trim, machined aluminum toggles and buttons, and plush leather seating surfaces make for ideal accommodations during our three-hour trek to the racetrack. Superb insulation and Mercedes-Benz’s air ride suspension filter most wind noise and road vibration while ventilated seats counter Kentucky’s humid, 98-degree heat.

Further easing the commute is Mercedes-Benz’s Intelligent Drive suite of driver assistance features. E63 S models are available with full-speed adaptive cruise control with steering assist, lane keeping assist, blind spot monitoring, automatic emergency braking, driver attention monitoring, lane change assist, speed limit assist, and Pre Safe (a network of pre-collision measures to mitigate harm to all passengers). Combined, these systems significantly reduce driver fatigue and distraction. At this stage in the semi-autonomous game, most mainstream automakers have some version of these features baked into their vehicles, but Intelligent Drive is among the most intuitive and effortless systems we’ve encountered.

Other interior technology highlights include a pair of 12.3-inch digital monitors (one serving as the driver display, and the other as the infotainment), a full-color head-up display, a Burmeister premium sound system, a Wi-Fi hotspot, and wireless phone charging. Mercedes-Benz’s COMAND software dazzles with depth of functionality and customization, but the learning curve is steep – especially compared to BMW’s iDrive system. Touch-sensitive controls on the steering wheel are better in theory than practice, and navigating the complicated menu structure can become frustrating. Thankfully, Apple CarPlay and Android Auto simplify the process appreciably.

AMG’s approach to technology centers on track tools. In addition to an onboard lap timer, AMG’s Track Pace app imports speed, gear selection, steering angle, time, position and temperature from the vehicle log to let driver’s analyze their track day performance. The analog side to AMG’s improvements is just as useful. A thick-rimmed, leather wrapped steering wheel features a stitched 12 o’clock marker and Alcantara inserts at the 9 and 3 hand position. AMG Performance bucket seats with adjustable side bolsters and tall thigh supports keep drivers of all shapes and sizes in place while the G forces mount.

Both the E63 S sedan and wagon offer spacious cabins with good legroom and headroom for four full-size adults (or a trio of kids on the rear bench). Unlike Porsche’s Panamera shooting brake, the E63 S wagon is truly practical to boot. 35 cubic feet of cargo space is available behind the second row, or a whopping 64 cu. ft. with seats folded flat.

It takes no more than five seconds to transform the E63 S from cruiser to corner carver thanks to Mercedes-AMG’s performance software. The shortcut to tractable track magic is called Dynamic Select. Scrolling the console-mounted wheel between Comfort, Sport, Sport +, Race, and Individual drive modes adjusts suspension stiffness, steering weight, stability control, shift timing, throttle response, and engine mount rigidity. With 603 horsepower and 627 pound-feet of torque on tap, it requires precise coordination of these systems to keep the E63 S under control.

Mated to AMG’s hand-built 4.0-liter twin-turbocharged V8 is a nine-speed multi-clutch automatic gearbox and variable all-wheel drive system. Other AMG-specific upgrades include an electronically locking rear differential, dynamic (adjustable) engine mounts, a three-stage stability control system, and available carbon ceramic brakes. Thanks in part to a launch control system, the E63 S sedan rockets to 60 mph in 3.3 seconds (the wagon trails by just a tenth of a second) and on to a top speed of 186 mph (please leave your kids at home for that trip). By comparison, BMW’s new M5, with 600hp and 553 lb-ft of torque, blasts to 60 mph in 3.2 seconds and is limited to a top speed of 163 mph.

Two things become immediately apparent as we pilot the E63 S wagon around NCM Motorsports Park’s 3.2-mile course: first, this thing is heavy (4,697 pounds to be precise), and second, AMG masks that heft brilliantly. Gripping with Michelin Pilot Sport 4S tires, the E63 S wagon shuttles torque wherever it’s needed to slingshot out of corners. Not that it requires the momentum; once a straight comes into view, the bi-turbo V8 roars its way towards the next braking point. In no time, we’re digging into the carbon ceramic brakes to shear off speed before pitching into a corner. Smooth inputs and a modicum of restraint keeps all four of the E63’s tires on rails, but the wagon’s big arse loves to come ‘round when we hop on the throttle a bit early or trail brake too aggressively. In those moments of oversteer, though, reeling the wagon back in is little trouble.

Hour after hour, lap after lap, both the E63 S sedan and wagon deliver consistent braking, acceleration, and handling performance to satisfy any enthusiast. At day’s end, we use our biggest puppy dog eyes when asking permission to try “drift mode” – a sub-selection within Race mode that turns the E63 S into a completely rear-drive vehicle – but to no avail. Instead, Tommy Kendall (racing driver and television broadcaster) puts on a drifting demo to separate the last tread from some well-used tires.

Mercedes-AMG offers a four-year/50,000-mile new car warranty to match its luxury rivals, but while BMW, Audi, and Cadillac offer complimentary scheduled maintenance (for varied terms), E63 S buyers must pay for all service from day one. Owners of the previous generation of E63 sedan and wagon report general positive experiences with rare instances of unscheduled repairs. Though the E63 S is new and therefore unproven, the E-Class on which it’s based has been out for a couple years without major red flags.

Our perfect E63 S 4Matic+ has “wagon” in its title and sleeper sensibilities. Painted obsidian black metallic with matte black forged alloy wheels, you wouldn’t want to meet this brooding beast in a dark alley. Inside, we prefer our seating surfaces coated in nut brown Nappa leather and contrasted by natural grain black ash wood. Add in the AMG Premium Package ($3,600) for Mercedes-Benz’s full suite of driver aids, a surround view camera system, and a head-up display. Our final add-on is massaging front seats with rapid heating ($1,770). The final tally on our 2018 Mercedes-AMG E63 S 4Matic+ Wagon is $115,885 including destination and handling fees.

There isn’t a sane reason for 603 horsepower in a sedan or station wagon – and that’s what makes the Mercedes-AMG E63 S 4Matic+ so beguiling. Leave the giant wings, dihedral doors, and inch-high ground clearance to the supercars, but take the ludicrous acceleration with you on the way to soccer practice. Is there such a thing as a carpool waiting list?
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Old 06-26-2018, 09:15 AM
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Old 06-26-2018, 12:41 PM
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That interior is amazing.
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Old 09-26-2018, 04:35 PM
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https://jalopnik.com/the-2019-merced...hat-1829259090

Once upon a time, a Mercedes-Benz inline-six was the very model of smoothness and opulence and grace. It went away for some time, but now it’s finally back and boasts some impressive power and tech. Then the mad scientists at AMG got their hands on it. Meet the 2019 Mercedes-AMG E53, one of the more interesting AMG cars you can buy right now.

I’m a big fan of the Mercedes-AMG E63 Sedan, and love the look of the two-door coupe. But problem is if you want an AMG two-door, you don’t have an option with the E-Class lineup—that comes in sedan or wagon form only. You’ve either got to go down a level to the C Class, or way up to a new tax bracket to get the AMG GT or S Class Coupe.

Until now, at least. Thankfully AMG decided to step in and fill the gap with a very unique powerplant.

The 2019 Mercedes-AMG E53 Coupe is the fast version of the successful E Class, powered by the all-new 3.0 liter turbocharged straight six engine. Yes, 53. For a three-liter engine.

Confused? You’re not alone. I’m still trying to figure out the naming convention too. The E53 contends with BMW’s recently discontinued 650i xDrive (let’s not even begin to unpack that name) if you’re comparison shopping.

For the driver that wants more performance, AMG offers plenty of coupes and sedans, but this new E-Class Coupe falls into a realm I like. It’s the perfect size for a comfortable coupe, has the performance figures many buyers will appreciate, and has the subtle yet fast looks you’ve come to expect from Mercedes’ performance division. A sedan E53 is also available, and there’s a cabriolet version coming as well.

The AMG-ified inline-six delivers 429 horsepower at 6,100 RPM and 384 lb-ft of torque from 1,800 to 5,800 RPM. AMG claims it’ll do 0-60 in 4.3 seconds, and hit an electronically-limited top speed of 130 mph. Driving all four wheels is AMG’s multi-clutch automatic Speedshift nine-speed transmission, hooked up to a fully variable all-wheel drive system.

What makes this engine package unique is the new EQ Boost system which incorporates some hybrid tech they learned in dominating Formula 1 over the past four seasons. With a 48-volt onboard electrical system on tap, the straight-six gets an added 21 horsepower and nearly 180 lb-ft. of torque shoved into your backside for short periods when you plant the gas pedal.

I’m usually quick to doubt any sort of hybrid or electric assist systems implemented into more normal cars, as you’d expect some diluted tech for marketing, rather than the hotness you get in a McLaren P1, Porsche 918, or Ferrari LaFerrari. But in the case of the E53, AMG’s EQ Boost system is no joke.

It’s the perfect setup that gives you the most buttery torque curve any time you mash the throttle. Torque-fill all day. The engine isn’t wildly punchy like the twin turbo V8 in the AMG GT 63 S 4-Door Coupe I tested, which is actually a good thing. The powerband in this car is superb, and perfectly matches up with the 3.0 liter straight-six’s delivery.

Any time you can get an additional 180 lb-ft of torque on tap for any pass on the freeway, or when you get an open stretch of Texas Hill Country road is to be taken advantage of.

On the inside, well, I can’t say enough good things about what Benz is doing these days. The materials are from the future, the fit and finish is obscenely good, and the technology powering it all blows anyone else in the class away.

The touch-sensitive buttons on the steering wheel work pretty well, and give you a lot of flexibility to control and adjust screens on the instrument cluster. Yes, you could spend hours playing with all the features and settings to meet your demands, but I can’t complain too much. It’s all so good in the AMG E53.

The exterior is really clean, and the E-Class generally looks great, but being an AMG model, I’d want something that looks more aggressive. The front and rear bumpers could use a hint more grunt, maybe some sharper cuts. It’s just too similar to a normal E-Class Coupe. I want slightly larger fender flares, a beefier stance, and some massive tailpipes.

Then again, this is a 53 and not a 63. Maybe that’s the intent.

I miss the days of a conventional shifter on the center console. Real estate for additional driver controls and switches had to be taken up, so the shifter was relegated to the steering column, with a tiny little stalk.

Curb weight wasn’t officially provided at the time of publication, but the AMG E53 Coupe easily tips the scales at over 4,200 pounds. In light of that, and having heaped praise on the engine earlier, I’d still like more power.

Yes, it has that big EQ Boost surge of torque on demand, but with only 429 peak horsepower way at the top of the rev range, I’d want a little more from an AMG model.

The 63 S models get over 630 HP, and that really helps move the estimated 4,400 pound package. If it had 500 or more, this thing would be a rocket.

If you’re fortunate to live in a city with a commute that covers twisty roads, this car will be fantastic between your day’s blocks of reality. The steering is predictive and perfectly weighted, the chassis is balanced in any condition, and there isn’t any complaint when you get to play in the corners. I may have wanted a bit more power from this AMG, but there’s more than enough juice under the hood to have fun.

As you expect from any big coupe, you can actually put adults in the back seats, and the trunk fits plenty of luggage, should you want to take a long road trip in your AMG E53 Coupe.

The engineers earned their paycheck with the suspension dynamics, and whether you’re in the Comfort mode or up to Sport+, you’re still going to have a supple ride quality with any road surface being gobbled up smoothly.

This could also have something to do with the 113.1-inch wheelbase and AMG’s Air Body Control adaptive damping system working overtime.

I may have asked for a bit more horsepower from this turbo inline-six, but the EQ Boost really gives you extra torque when you’re pushing the car in the mid-range RPMs. Punching the gas from corner to corner is true bliss, and I love the weight and predictability of the AMG E53's steering. This car was surprisingly good in any condition I threw at it.

My tester was equipped with a set of Yokohama Advan tires, and while they’re grippy and responsive, with just a hint more road noise than I prefer, they are nowhere near as great of an all-around tire as the Michelin Pilot Sport 4S. Wonder if those could end up as an option.

AMG continues to belt out the high notes with any model they introduce, and this car easily met my expectations. The styling could be more AMG-aggro and a little more power would’ve been nice, but plenty of buyers will love what this fascinating six-pot engine can do.

Mercedes says the E53 starts at $73,700, and with options I’m sure it could creep into the $90,000 range. A fair price for all the tech involved, and that you consider this is meant to be a forward-thinking stopgap between a “normal” E-Class and the fire-breathing E63 AMG models. If this is where electrification is going, we all win here.
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Old 09-26-2018, 04:35 PM
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Old 09-26-2018, 04:35 PM
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Old 09-26-2018, 04:36 PM
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IMO, they softened the exterior look of the, compared to the W212. It still looks good, but a lot less aggressive.
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Old 09-26-2018, 04:55 PM
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I am a little confused with the E53 placement.

It is not good enough to go against M550i but overkill for the 540i....But priced at M550i's level.
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Old 09-27-2018, 09:20 AM
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I look forward to considering buying a CPO E53 AMG for less than 50% of the cost in 4ish years.
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Old 09-27-2018, 10:36 AM
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Seems like a perfect comfy DD option, but gimme 4 doors or an Estate.

But, if GLE pricing is an indicator, I wonder if the E (non-base/lease/loaner models) will depreciate a lot slower than the C.
I looked up a few CPO GLEs, after having one for a loaner, as a 'maybe' for my wife & they're holding value pretty well.

Last edited by 00TL-P3.2; 09-27-2018 at 10:39 AM.
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Old 09-27-2018, 10:48 AM
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Originally Posted by 00TL-P3.2 View Post

Seems like a perfect comfy DD option, but gimme 4 doors or an Estate.

But, if GLE pricing is an indicator, I wonder if the E (non-base/lease/loaner models) will depreciate a lot slower than the C.
I looked up a few CPO GLEs, after having one for a loaner, as a 'maybe' for my wife & they're holding value pretty well.
Look up the later year ML models. Same car, different badge, much cheaper.
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Old 09-27-2018, 10:51 AM
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We're in no rush & I'd prefer to see how the newer GLE300 drives & am not a huge fan of the infotainment setup in the current models (GLE, outgoing E, CLA)
The A, C, S & new E setup is much nicer.
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Old 09-27-2018, 01:36 PM
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Originally Posted by 00TL-P3.2 View Post
But, if GLE pricing is an indicator, I wonder if the E (non-base/lease/loaner models) will depreciate a lot slower than the C.
They rarely do.
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Old 03-21-2019, 10:55 AM
  #737  
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Throwback Thursday

https://www.topgear.com/car-news/cla...s-benz-e-class

Stick your SUVs and your crossovers and so forth in a box. We’ll have one of these

This is the Mercedes-Benz 500 E which would later become the Mercedes-Benz E 500, and it is glorious.

Some 25 years ago, Mercedes gifted racing driver Hans Hermann the ten thousandth E 500 ever built. That’s because Hans Hermann is a legend who raced with Mercedes in the mid fifties alongside Fangio, Kling, and Sir Stirling Moss. He also clocked up five Le Mans wins with Porsche.

And it was Porsche who helped Mercedes build the 500 E which would later become the E 500. First unveiled in Paris in 1990, this Merc was – remains – a Proper Thing. Merc took the regular W124-gen E and flared out the arches, lowered it by 23mm, and gave it a new front apron.

They also slotted in the M119. Engine code geeks might remember the M119 from such hits as the 500 SL of the day. For the 500 E which would later become the E 500, Merc added electronic injection and hot-wire air mass measurement to the 5.0-litre V8, and modified the block so it could fit the W124’s engine bay.

Thus, this 90s executive saloon pumped out 320bhp, and driving a four-speed auto ‘box to the rear wheels, was capable of 0-62mph in just 5.9secs and a top speed of 155mph. Imagine, 5.9secs to 62mph in the nineties!

About the Porsche connection. Merc would build and paint the body, then ship everything over to Zuffenhausen where Porsche would finish the assembly. The name change from 500 E to E 500 came in 1993 along with a small facelift.

Yes, the modern car world is great; today’s cars are safe, efficient, tech-laden. But a V8-engined E-Class from the nineties ticks boxes that are difficult to explain in rational terms.







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Old 03-22-2019, 12:21 PM
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W210 E55 > that
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Old 03-22-2019, 01:48 PM
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Tough call for me. I've always preferred the W124 to the W210 on appearance, the bug-eye never grew on me as much.
Now, the W211 E55
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Old 04-05-2019, 11:35 AM
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https://www.motorauthority.com/news/...e-53-amg-sedan

The 2019 Mercedes-Benz E 53 AMG is conflicted. The pugnacious luxury sedan that arrived this year is sandwiched between a Hammer and a scythe. No, really.

The former was a 1980s wonder machine that helped set the table for a tradition of sleeper sedans, and the latter is a modern-day masterpiece—a coveted V-8 thundersedan that hates its tires and it shows.

This E 53 AMG isn’t either. It’s a better weapon to slay long cruises in superlative comfort with better-than-reasonable fuel economy for a sedan with more than 400 horsepower.

As the latest sedan (or coupe or convertible, if you prefer) to sport an AMG 53 badge, the E 53 AMG is a mild Dr. Jekyll/Mr. Hyde ride with luxury creds in all the right places: standard air suspension, available nappa leather hides, and Burmester sound. Its silky-smooth, force-fed inline-6 with 429 horsepower has enough gusto to bite, but not enough to chew through tires like its V-8-powered E63 AMG stablemate.

It’s better for the balance, and better not to be compared to anything with a V-8—doing that gives short shrift for an engine that’s a marvel in its own right.

Like the E 43 that it replaced, the E 53 ascension up the AMG ladder stops short of the V-8 rung. The 53 series will eventually replace the whole AMG 43 lot, eschewing turbocharged V-6s in favor of boosted inline-6s with the same displacement, but completely unique geometry.

At its heart—no, really at the crankshaft—is the E 53 AMG’s gift to the world: a 21-hp, 184 pound-feet integral starter generator that pushes supplemental power down the driveline, spools up a turbo, and can “coast” the car at nearly every speed to save fuel.

The starter generator feeds the E 53’s turbocharger at low rpm, too, and torque fills boost before exhaust pressure can spin up the snail riding sidesaddle on the inline-6. The E 53 AMG launches directly and without drama; its standard all-wheel-drive system shuttles up to 100 percent of power toward the rear wheels (the fronts never take more than 50 percent of the power), and the inline-6 braps out overrun in sportier modes with gleeful artifice.

My rain-soaked launches in Northern California were a taste of the E 53 AMG’s potential for straight-line speed, but even on the damp roads, the sport sedan seemed reticent to transmute its wide, optional 275/30 R20 Pirelli tires from rubber solids into hillbilly smoke.

That’s fine, the E 53 AMG is no performance poseur.

Mercedes-Benz quotes a 0-60-mph sprint in the sedan and convertible at 4.4 seconds (4.3 seconds in the coupe). That’s nearly identical to the 4.5-second spring in the outgoing E 43, effectively negating the 33 hp advantage over last year’s models by adding 200 pounds more gear, including a standard air suspension. Its brisk and quick, and nearly as quick to 60 mph as the E 63 from less than a decade ago.

The new E 53’s advantage isn’t only from the trick starter generator, but also in the new 3.0-liter inline-6. The inline-6 has been used in other applications before—CLS 450 and GLE 450 to name two—but not yet in the E-Class. The engine is the straight man to the E 53’s boost brothers’—turbo and starter generator—schticks. The straight-6 has one fewer cam than the V-6, a more seamless start-stop system, and a higher-strung, but more pleasurable, exhaust note compared to the V-6 found in the E 450. It drives better than before, although this generation of E-Class has been no slouch on the road in any configuration.

The foil, if any, is that the 9-speed automatic hooked to each AMG 53 lives under a shadow of 8-speeds found in competitors that wear initials with letters such as PDK or ZF. In normal drive modes, the 9-speed happily serves more cogs in the name of fuel economy, but in Sport and Sport+ modes, the chunky upshifts aren’t as guttural and pleasing as BMW or Porsche’s rifle-precise shifts. The 9-speed sings at long-distance cruises, however, and keeps the E 53 dangerously close to 30 mpg on the highway despite its deep wells of available power.

There is a small menu of E 53 body styles to choose from, all with the same powertrain.

The crib notes version: The E 53 coupe is marginally harder edged, beautifully styled, and less practical. The E 53 convertible is gorgeous and heavy, perhaps a tinge softer than the coupe, but necessary hardware on coastal cruises.

The E 53 sedan I’m driving is neither of the above and I’m looking for its hook. Inside the beautifully wrought interior, the sedan charms with its available in-cabin fragrance dispenser and soft black nappa leather seats with red contrast stitching.

It wears a brilliant shade of Iridium Silver that nearly matches the color of the porous clouds on this rainy Northern California day. This E 53 has more than $26,000 in options to add to its $72,550 starting price and its bottom-line balloons to within earshot of six figures.

I’d skip none of those options, and here are my highlights: a $1,100 acoustic package upgrade that silences the outside world with thicker glass and more sound-deadening; a $2,550 driver assistance package that adds active lane control and driver-assistance features that serve the E 53 AMG’s mission as a long-distance cruiser; and of course a Burmester sound system that nearly makes Chopin my co-pilot.

And that’s really the best place for this sedan anyhow.

If the E 53’s lineage includes the Hammer, this sedan’s an icing spatula. It’s smoother than the bunch and even sweeter.









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Old 04-05-2019, 11:45 AM
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The more I see the W213 E, the more it's grown on me.
A bit surprising that the E53 averages higher MPGs than the C43.

I'm with Sam, I could see one as a CPO in a few years when it's time to upgrade from the C300.

$96k on an upper-mid-level build...
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Old 04-05-2019, 12:38 PM
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Dealer has a couple (5 sedans) in stock
$83k in silver/black with a few options. 20" AMG multispoke wheels, full digital dash, leather upgrade, heat/cool seats, black ash wood.

Assuming the E43 had a similar MSRP, there's a few CPOs local that've dropped ~15% in a year. Maybe they'll be in the $40k range when I'm ready
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Old 06-17-2019, 04:40 PM
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https://www.caranddriver.com/news/a2...-sedan-engine/

The Mercedes-Benz E-class sedan's base four-cylinder engine is getting more grunt for 2020. A new turbocharged 2.0-liter inline-four in the 2020 model now makes 255 horsepower, a 14-hp boost over last year (torque stays the same, at 273 lb-ft). Its model designation changes to reflect the extra output, going from E300 to E350. A nine-speed automatic remains the only transmission choice, and customers still have a choice between standard rear-wheel drive and optional 4Matic all-wheel drive for $2500 extra.

This updated engine was first used in the updated C-class and GLC-class models, and it's also found in the 2020 GLE-class SUV. Given that the new turbo-four improved a C300 4Matic sedan's zero-to-60-mph acceleration time by half a second in our testing, we're thinking it will likewise improve the performance of the base E-class sedan, which made the zero-to-60-mph run in a lackluster 6.5 seconds in our testing. We weren't fans of the old E300 model, choosing to award our 10Best award only to the six-cylinder E-class models in the lineup for the past few years.

The starting price for the 2020 E-class rises somewhat, with the base E350 starting at $55,045, $550 higher than before. There don't appear to be any other major changes in the lineup; the V-6–powered E450 models remain in coupe, convertible, sedan, and wagon body styles. Look for E350 models to go on sale later this year.
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Old 06-17-2019, 04:43 PM
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Can't stand the US-spec naming convention. Just leave it the E200 like the rest of the world
One of the reasons mine has no badges (Along with general aesthetics).

Eventually the V8s will be S5500, when they start running out of numbers.
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