Climb in and there's no mistaking this is a Mercedes. There's plenty of burlwood and leather and lots
of switches, dials and gauges. The dashboard layout is elegant and ergonomic. It's a little stark, however,
when compared to the warmer interior of the new Audi A6 or the even the new Mercedes CLK.
The climate control is easy to operate and features individual driver and passenger settings. It's also
smart enough to automatically seal off the outside world if in case you pull up behind a smoke-belching
diesel bus.
As is the norm, the seats in our E320 were Mercedes firm. You ride on them, not in them. The base
seats feature electric controls handily mounted on the door that are intuitive and easy to use. An
optional seating control system lets driver and passenger dial in just the right level of back support.
And for those used to Mercedes models of old, there's a switch that lets you not only tilt, but telescope
the steering wheel. There's also a genuine remote trunk release mounted on the center console.
Room is one thing you get plenty of in an E-Class. There's more than enough room to push the front
seats back without cramping the back passengers, and you'd have to be an NBA All-Star to bump the roof.
If cargo space is a checkpoint on your shopping list, explore the new E320 wagon. It boasts 43.8 cubic feet of cargo space. That's a full third more than the new Audi wagon, 15 percent more than the Volvo V70, and nearly 10 percent more than the Jeep Grand Cherokee.
With the E320, there's big news under the hood in the form of an all-new 3.2-liter V6 engine. It's a
sophisticated package, with twin single overhead camshafts and two spark plugs per cylinder. Made of
aluminum, it's 100 pounds lighter than the old V6. Horsepower is up from 217 to 221, and fuel economy has
been improved as well. In current form, it meets the LEV, or Low-Emission Vehicle, standards, and with
only minor changes should meet the challenging Ultra-Low-Emission mandate California is about to put
into effect.
With plenty of torque at the low end, the new V6 seems better suited to U.S. driving conditions than
the old powerplant. It's mated to a slick 5-speed automatic. Our only grumble is that it takes too long
to downshift for a quick pass.
A new turbodiesel engine gets 26/34 EPA mpg city/highway, yet delivers 174 horsepower, up from last year's
134-hp normally aspirated diesel.
The popularity of sport-utility vehicles has led to heightened awareness of the advantages of four-wheel
drive. So Mercedes is offering a new all-wheel-drive system for the E-Class this year. It has a full-time
35/65 percent front-to-rear torque split, meaning most of the power goes to the rear wheels when cruising
down the highway. But if those rear wheels start to lose traction and spin, a computerized traction control
system shifts torque to the wheels with the best traction; it does this by regulating the brakes. This is a
$2750 option, bringing the base E320 AWD in at $49,250. That seems like a bargain compared with the old
$61,700 300TE 4Matic.
Another new active safety feature is called Brake Assist. After studying countless accident reports,
Mercedes engineers discovered drivers often fail to apply enough brake pressure in emergency situations, or they ease off when they feel the brake pedal pulsating as the anti-lock braking system cuts in. These people crash harder than they would have had they used the brakes to their fullest potential. Brake Assist's computer system has a complex algorithm built in designed to recognize panic stops and, with lightning speed, it applies full braking force.