Harrison Ford is a world-renowned actor, and one of the most bankable entertainment stars in the world. But have you ever met someone who thought he was just an awful thespian or, worse, a horrid human being? We haven't. Most would agree his portrayals of essentially good men caught up in extraordinary circumstances where justice prevails in the end account for his box office appeal and likeability. It's only when he strays from that successful formula that his movie flops.
So what's a carmaker to do when it has a likeable, winning franchise? Does it repeat what it has done through successive generations and hope the consumers' tastes don't change? That doesn't quite work in the dynamic automotive industry. Somehow, it has to innovate without straying too far from that magical formula. Although it initially had its detractors, Mercedes-Benz pretty much nailed the bull's-eye with its midsize sedan upon its radical redesign in 1996. Donning tremendously different, yet almost universally pleasing sheetmetal, it instantly made the hit list with a younger audience who previously thought Benzes were too tanklike and stodgy for their tastes, while retaining the loyalty of the affluently established. The four-circle headlamps, a traditional styling cue that harkens back to mid-20th century, resonated with modern buyers, so much so that its theme is carried to several Benzes, including the gorgeous CLKs and even the 2003 SL roadster. Riding on a competent, stout chassis that was able to support the delectable E55 also probably helped. The previous-generation Benz not only lived up to the E-Class heritage, long established since the Ponton in 1953, it solidified its status as the world's most successful luxury sedan.
Even we auto scribes, who have the attention span of a fruit fly, don't think the E-Class' shelf life has expired. It could very well sell for another few years without consumers getting bored. But when you've got competitors, both fellow countrymen and the Japanese, lurking up on you with technologically advanced and luxurious offerings to vie for the wealthy consumer's dollars, you've got to be proactive in offering the latest and the greatest to roll off the assembly line.
Fortunately, the 2003 E-Class doesn't stray too far from the substantial basis of its previous iteration. Exterior styling isn't dramatically different; the headlamps, reminiscent of Little Orphan Annie's blank eyes, attain a dose of attitude in that they're more ovoid and slanted. The roofline has more of an arch, there's a slight undulation in the side flanks. The B-pillars are blackened to give a seamless look of a coupe. The rear taillamps evoke those of the C-Class and S-Class, which we prefer over the somewhat bland strip lights of the previous E-Class. Overall, the car gives off a sportier image than the sedate outgoing model without losing its elegant demeanor.
And appearances aren't deceiving, in this case. Mercedes wants to appeal to an even younger, hipper audience than it did with the previous E-Class, and to that end it has infused its sedan with features to attract driving enthusiasts. Torsional rigidity has been increased by 18 percent, which means the car allows for less flex and bend during spirited driving. Comprising the underpinnings of the E are front four-link and rear five-link suspensions, composed extensively out of aluminum. This has allowed Mercedes to install — as optional on the E320 and standard on the E500 — an Airmatic suspension system, which uses air bladders in place of coil springs so the spring rate and shock absorbers can be matched to driver preference.
You can choose between a comfort setting for cruising on the highway or a sporty setting for maximum control during cornering. Don't worry if you don't get to pressing the button near the shifter before entering that decreasing radius turn; computer sensors measure acceleration and steering angle to determine the best setting.
We found the E320 with the conventional suspension to be only slightly more squirrelly than the E500, which provided a firm, controlled ride at its softest setting and a taut one at its highest. No, the E-Class hasn't surpassed the BMW 5 Series in terms of sheer driving pleasure, but that wasn't Mercedes' benchmark. However, both suspensions provide more of a sporty ride than a well-dampened, supple one, and we wonder if a typical luxury car buyer may come away a bit confused by the loss of cushiness. Steering is speed-sensitive, and, in our opinion, a bit light even during highway speeds. A tight rack that requires just 2.8 turns to lock required minimal input.
Mercedes-Benz pioneered the use of an electrohydraulic braking system that made its debut in the SL roadster, and that system has made its way into the E-Class. Rather than the conventional cables, mechanics and hydraulics that run from the pedals to the calipers, electronic brakes use a computer chip to transmit information between the pedals and the wheels. Because each wheel is individually controlled, the computer can sense when you need more pressure on the outside of the wheels — or over uneven surfaces — and compensate for the differences. Since the whole system is more integrated with other computer-sensored systems like ABS and the stability control system, Mercedes claims it should reduce stopping distance by about three percent. We found although the technology is impressive, it still needs some fine-tuning in the subjective "feel" department; the pedal needs more calibration, and more sensation needs to be dialed in to feel intuitive. Jerky stops were common throughout our drive, and we don't mean the teriyaki flavor kind. This was a common trait in our experience with the SL roadster as well, but we figure this kink will be ironed out in successive years.
The E-Class has an array of safety equipment to protect your well-being. On the active front is a stability control system, ventilated disc brakes fortified by ABS, brake assist and electronic brake force distribution. Should a collision be unavoidable, eight airbags — including side curtains for front and rear — wait to deploy, TeleAid will be alerted, and help will be summoned.
For 2003, the E-Class offers a choice of two engines. The 3.2-liter V6 remains the same as in the previous sedan, putting out 221 horsepower at 5,700 rpm and 232 pound-feet of torque between 3,000 to 4,800 rpm. This is a confident, refined unit that lets you merge onto highways and scoot around town without much ado; we were impressed by its whisper-quiet operation. But the real news is the replacement of the 4.3-liter V8 with a 5.0-liter V8 engine, sourced from the S500 and SL500. It's capable of 302 horsepower at 5,600 and 339 pound-feet of twist between 2,700 to 4,250 rpm, with a nice exhaust note to top it off. Power isn't surging or explosive, as can be expected of a large-displacement, eight-cylinder engine, but it's enough to make you sit up and appreciate the difference between the two engines. Both are mated to a five-speed automanual transmission, and ULEV-certified.
The E-Class wouldn't be a luxury car if it didn't coddle the driver and passengers with special touches, and Mercedes has them all — for a price. While details of the options list have yet to be finalized as of press time, some niceties include an in-dash six-disc CD changer, but it's the newfangled, gee-whiz tech stuff that is newsworthy.
One of the most extravagant options is a multicontour, Drive Dynamic seat that has four inflatable air cushions. Aside from adjusting to driver input, the cushions also respond to the motions of the car; when it senses that the car is turning a left corner, for example, the right side of the seat inflates to provide additional support. It can also provide a soothing massage. Separately, you can get heated and cooled seats, as well as a heated steering wheel.
Dual-zone climate control isn't good enough for Mercedes drivers. Rear seat passengers get their own temperature and fan speed controls, adding up a grand total of four separate temperature zones. Imagine — four different seasons in your very own car. Two passengers will fit fine in the rear, although toe space is a bit lacking. Squeezing in a third person will result in flared tempers, even with the increase of an inch in the width over last year's model.
Other unusual features that will be available include a power trunk closer, and two kinds of sunroofs; a standard-size version and a panoramic deal that lets the rear passengers have their share of UV rays. Need a diversion? The navigation system can also play DVDs on its screen when the car is in parked position. Forgot your key? Not a problem if you have a Keyless Go SmartKey card in your wallet. This option allows you to unlock the door and start the engine without a conventional key or fob. It won't lock the car for you, though. Parktronic keeps you from bruising your front or rear bumpers with visual and audible warnings that alert you if you're too close to an object.
Another feature to make driving easier is the Distronic adaptive cruise control system, which measures the distance between you and the car in front of you, lets you choose the distance that should be kept in between the two, then brakes accordingly.
Mercedes did a great job with the interior, with the two-tone dash bisected by a slice of wood. All materials are soft to touch and tactilely pleasing, and the controls are nicely dampened. The center stack has a slight undulation that adds to its design flair; and a soft-deploying console panel releases with more ooh-la-la than even that of the Lexus SC 430, opens to the disc changer if you get it, and a cubby if you don't. Subtle chrome trim adds visual interest. Complementing the hoity-toity nature of the vehicle is an optional Harmon Kardon sound system that plays through 12 speakers, two more than what the regular system provides.
Mercedes-Benz did not establish itself at the top of the automotive food chain through stasis; it's via constant refinement and innovation that it remains at the pinnacle of material consumption. The 2003 E-Class is proof that moving forward while staying rooted to heritage can add up to success. Look for further revisions in the form of a wagon, all-wheel-drive versions and an AMG-infused version to come next year. Pricing starts at around $53,000 for the E320 and can climb to dizzying heights if you tack on some of the above-mentioned options. But that's what a luxury car is about — an air of exclusivity, that not everyone can own one. If you can, however, the E-Class is sure to continue to be one of the most pleasant, desirable cars available.
So what's a carmaker to do when it has a likeable, winning franchise? Does it repeat what it has done through successive generations and hope the consumers' tastes don't change? That doesn't quite work in the dynamic automotive industry. Somehow, it has to innovate without straying too far from that magical formula. Although it initially had its detractors, Mercedes-Benz pretty much nailed the bull's-eye with its midsize sedan upon its radical redesign in 1996. Donning tremendously different, yet almost universally pleasing sheetmetal, it instantly made the hit list with a younger audience who previously thought Benzes were too tanklike and stodgy for their tastes, while retaining the loyalty of the affluently established. The four-circle headlamps, a traditional styling cue that harkens back to mid-20th century, resonated with modern buyers, so much so that its theme is carried to several Benzes, including the gorgeous CLKs and even the 2003 SL roadster. Riding on a competent, stout chassis that was able to support the delectable E55 also probably helped. The previous-generation Benz not only lived up to the E-Class heritage, long established since the Ponton in 1953, it solidified its status as the world's most successful luxury sedan.
Even we auto scribes, who have the attention span of a fruit fly, don't think the E-Class' shelf life has expired. It could very well sell for another few years without consumers getting bored. But when you've got competitors, both fellow countrymen and the Japanese, lurking up on you with technologically advanced and luxurious offerings to vie for the wealthy consumer's dollars, you've got to be proactive in offering the latest and the greatest to roll off the assembly line.
Fortunately, the 2003 E-Class doesn't stray too far from the substantial basis of its previous iteration. Exterior styling isn't dramatically different; the headlamps, reminiscent of Little Orphan Annie's blank eyes, attain a dose of attitude in that they're more ovoid and slanted. The roofline has more of an arch, there's a slight undulation in the side flanks. The B-pillars are blackened to give a seamless look of a coupe. The rear taillamps evoke those of the C-Class and S-Class, which we prefer over the somewhat bland strip lights of the previous E-Class. Overall, the car gives off a sportier image than the sedate outgoing model without losing its elegant demeanor.
And appearances aren't deceiving, in this case. Mercedes wants to appeal to an even younger, hipper audience than it did with the previous E-Class, and to that end it has infused its sedan with features to attract driving enthusiasts. Torsional rigidity has been increased by 18 percent, which means the car allows for less flex and bend during spirited driving. Comprising the underpinnings of the E are front four-link and rear five-link suspensions, composed extensively out of aluminum. This has allowed Mercedes to install — as optional on the E320 and standard on the E500 — an Airmatic suspension system, which uses air bladders in place of coil springs so the spring rate and shock absorbers can be matched to driver preference.
You can choose between a comfort setting for cruising on the highway or a sporty setting for maximum control during cornering. Don't worry if you don't get to pressing the button near the shifter before entering that decreasing radius turn; computer sensors measure acceleration and steering angle to determine the best setting.
We found the E320 with the conventional suspension to be only slightly more squirrelly than the E500, which provided a firm, controlled ride at its softest setting and a taut one at its highest. No, the E-Class hasn't surpassed the BMW 5 Series in terms of sheer driving pleasure, but that wasn't Mercedes' benchmark. However, both suspensions provide more of a sporty ride than a well-dampened, supple one, and we wonder if a typical luxury car buyer may come away a bit confused by the loss of cushiness. Steering is speed-sensitive, and, in our opinion, a bit light even during highway speeds. A tight rack that requires just 2.8 turns to lock required minimal input.
Mercedes-Benz pioneered the use of an electrohydraulic braking system that made its debut in the SL roadster, and that system has made its way into the E-Class. Rather than the conventional cables, mechanics and hydraulics that run from the pedals to the calipers, electronic brakes use a computer chip to transmit information between the pedals and the wheels. Because each wheel is individually controlled, the computer can sense when you need more pressure on the outside of the wheels — or over uneven surfaces — and compensate for the differences. Since the whole system is more integrated with other computer-sensored systems like ABS and the stability control system, Mercedes claims it should reduce stopping distance by about three percent. We found although the technology is impressive, it still needs some fine-tuning in the subjective "feel" department; the pedal needs more calibration, and more sensation needs to be dialed in to feel intuitive. Jerky stops were common throughout our drive, and we don't mean the teriyaki flavor kind. This was a common trait in our experience with the SL roadster as well, but we figure this kink will be ironed out in successive years.
The E-Class has an array of safety equipment to protect your well-being. On the active front is a stability control system, ventilated disc brakes fortified by ABS, brake assist and electronic brake force distribution. Should a collision be unavoidable, eight airbags — including side curtains for front and rear — wait to deploy, TeleAid will be alerted, and help will be summoned.
For 2003, the E-Class offers a choice of two engines. The 3.2-liter V6 remains the same as in the previous sedan, putting out 221 horsepower at 5,700 rpm and 232 pound-feet of torque between 3,000 to 4,800 rpm. This is a confident, refined unit that lets you merge onto highways and scoot around town without much ado; we were impressed by its whisper-quiet operation. But the real news is the replacement of the 4.3-liter V8 with a 5.0-liter V8 engine, sourced from the S500 and SL500. It's capable of 302 horsepower at 5,600 and 339 pound-feet of twist between 2,700 to 4,250 rpm, with a nice exhaust note to top it off. Power isn't surging or explosive, as can be expected of a large-displacement, eight-cylinder engine, but it's enough to make you sit up and appreciate the difference between the two engines. Both are mated to a five-speed automanual transmission, and ULEV-certified.
The E-Class wouldn't be a luxury car if it didn't coddle the driver and passengers with special touches, and Mercedes has them all — for a price. While details of the options list have yet to be finalized as of press time, some niceties include an in-dash six-disc CD changer, but it's the newfangled, gee-whiz tech stuff that is newsworthy.
One of the most extravagant options is a multicontour, Drive Dynamic seat that has four inflatable air cushions. Aside from adjusting to driver input, the cushions also respond to the motions of the car; when it senses that the car is turning a left corner, for example, the right side of the seat inflates to provide additional support. It can also provide a soothing massage. Separately, you can get heated and cooled seats, as well as a heated steering wheel.
Dual-zone climate control isn't good enough for Mercedes drivers. Rear seat passengers get their own temperature and fan speed controls, adding up a grand total of four separate temperature zones. Imagine — four different seasons in your very own car. Two passengers will fit fine in the rear, although toe space is a bit lacking. Squeezing in a third person will result in flared tempers, even with the increase of an inch in the width over last year's model.
Other unusual features that will be available include a power trunk closer, and two kinds of sunroofs; a standard-size version and a panoramic deal that lets the rear passengers have their share of UV rays. Need a diversion? The navigation system can also play DVDs on its screen when the car is in parked position. Forgot your key? Not a problem if you have a Keyless Go SmartKey card in your wallet. This option allows you to unlock the door and start the engine without a conventional key or fob. It won't lock the car for you, though. Parktronic keeps you from bruising your front or rear bumpers with visual and audible warnings that alert you if you're too close to an object.
Another feature to make driving easier is the Distronic adaptive cruise control system, which measures the distance between you and the car in front of you, lets you choose the distance that should be kept in between the two, then brakes accordingly.
Mercedes did a great job with the interior, with the two-tone dash bisected by a slice of wood. All materials are soft to touch and tactilely pleasing, and the controls are nicely dampened. The center stack has a slight undulation that adds to its design flair; and a soft-deploying console panel releases with more ooh-la-la than even that of the Lexus SC 430, opens to the disc changer if you get it, and a cubby if you don't. Subtle chrome trim adds visual interest. Complementing the hoity-toity nature of the vehicle is an optional Harmon Kardon sound system that plays through 12 speakers, two more than what the regular system provides.
Mercedes-Benz did not establish itself at the top of the automotive food chain through stasis; it's via constant refinement and innovation that it remains at the pinnacle of material consumption. The 2003 E-Class is proof that moving forward while staying rooted to heritage can add up to success. Look for further revisions in the form of a wagon, all-wheel-drive versions and an AMG-infused version to come next year. Pricing starts at around $53,000 for the E320 and can climb to dizzying heights if you tack on some of the above-mentioned options. But that's what a luxury car is about — an air of exclusivity, that not everyone can own one. If you can, however, the E-Class is sure to continue to be one of the most pleasant, desirable cars available.
Add A Comment »