But because E-Class buyers in Singapore seldom go for any engine beyond 3-litre ones, the E250 CGI will form the bulk of sales – until something in-between comes along. And this is quite possible, since there is such a wide gap between a 1.8-litre and a 3.5-litre.
Its efficiency is attributable to the car’s class-leading aerodynamics as well. Optically, the car sits lower. Despite that, headroom remains decent. Automatically adjusting fan louvres, which control airflow to the engine compartment, help the car achieve a drag coefficient of 0.25 – a 4 per cent improvement over the current model.
The new E-Class is probably the most engaging executive model to hail from Stuttgart. It possesses a direct and predictable steering feel, something alien to the E-Class line-up till now. This makes the car a whole lot more rewarding at the wheel. And with its new suspension set-up, dynamic driving will not be at the expense of comfort for other occupants.
On the winding roads up the Spanish sierra just outside Madrid, the E-Class acquits itself surprisingly well. It is, of course, no mountain goat. But the amount of body roll is negligible and the steering response is almost sporty.
In the 3.5-litre V6 test car on the ascent, the engine proves to be willing and almost effortless. At close to 1,800m above sea level, where snow still lines the slopes, the car betrays no sign of altitude sickness despite the thin air, twisting tarmac and occasional slippery surface.
The E-Class shields its occupants from car sickness as incredibly as its predecessors. But this time, it somehow manages to minimise the diving and squatting that come with unexpected braking and enthusiastic acceleration.
What occupants will notice, too, is a marked improvement in the quality of materials employed in the cabin. The plastics used appear softer, and the fit and finish remain what you would expect of an E-Class. One of the most noticeable improvements lies with the central console, which is similar to what we see in the new C-class. Gone are the crusty air-con dials present in the current generation of E-Class.
But Daimler has retained the parking brake system, where the brakes are activated by foot and released by hand. It is probably the only premium manufacturer to insist on this tiresome format. Why? Well, it may have to do with the fact that it is about the only one in the segment to offer manual transmission cars.
In a manual car, other smarter options (such as purely foot-operated options or completely electronic systems) are probably impossible.
The fact that this car is still available in manual proves that the E-Class remains a workhorse favoured by towkays as well as taxi operators. Its bulletproof status has prevailed since the 1950s, establishing the model as one of the most doubt-free cars you can plonk good money down for.
In this E-Class, Daimler has elected to be conservative when it comes to new gadgets (as always). Instead, it has focused more on comfort, new and efficient powertrains, and dependability – all of which have been hallmarks of the popular model over the decades.
Mercedes-Benz E350 CGI 3.5 (A)
DRIVETRAIN
Type V6, 24-valves
Capacity 3498cc
Bore x stroke 92.9mm x 86mm
Compression ratio 12.2:1
Max power 292bhp at 6400rpm
Max torque 365Nm at 3000rpm
Power to weight 168.3bhp/tonne
Gearbox 7-speed automatic with manual select
Driven wheels Rear
PERFORMANCE
0-100km/h 6.3 seconds
Top speed 250km/h (governed)
Consumption 8.5km/L (combined)
SUSPENSION
Front Three-link, coil springs, anti-roll bar
Rear Multi-link, coil springs, variable dampers, anti-roll bar
BRAKES
Front / rear Ventilated discs
TYRES
Type Pirelli P Zero
Size ?225/45 R17
SAFETY
Airbags 10
Traction aids ?ABS, ESP
MEASUREMENTS
Length 4868mm
Width 1854mm
Height 1465mm
Wheelbase 2874mm
Kerb weight 1735kg
Turning circle 11.3m
BUYING IT
Price incl. COE Not available
Warranty Not available
+ Comfort, safety, driveability
– Block-like design, old-fashioned parking brake, limited petrol variants
