2011 Mercedes E350 4Matic Wagon makes magic

Pretty, cargo-hauling E-class adds extra measure of safety with seamless 4WD system

Dec 12, 2009

Comments on this story (3)

Special to the Star

HOCHGURGL, Austria–Mercedes-Benz (along with most German carmakers) has traditionally introduced new model lines piecemeal.

Typically, the sedan comes first, then maybe a coupe a year after that, then a station wagon and a convertible.

But with the new-generation E-class, it has been more of a shotgun approach. The new E-class sedan was unveiled at the 2009 Detroit auto show, and went on sale two months later in Europe, about the same time as the E-class Coupe broke cover at the Geneva show. It hit the showrooms in May.

In Canada, the coupe actually arrived in late summer, a month or so before the sedan.

On Thursday, I drove the new E-class station wagon, which is on sale in Europe now and arrives in Canada next May. I also got a chance to see (unfortunately on a no-photos-please basis) the E-class Convertible, which arrives here later in 2010.

Thus in little over a year, the entire product range will be in place.

The E-class has long been a Mercedes staple, now entering its ninth generation, providing space, comfort and safety to so-called "executive class" customers.

The new generation, dubbed W212 in Mercedes's design code system, dials it up in all those areas, and adds improved driving enjoyment and a classier, more functional interior.

The wagon, our point of focus here, will be offered in only one configuration in Canada, as a 350 4Matic with the 268 hp 3.5-litre gasoline V6 engine, seven-speed paddle-shift-capable automatic, and the fourth generation of Mercedes-Benz's 4Matic full-time four-wheel drive system.

Why no V8 engine, as the sedan offers? It appears to be a matter of volume. Wagons make up a fairly small part of Mercedes's sales in North America, so to keep model proliferation down, it is bringing in only what it feels will be the most popular iteration.

Why no diesel? Seems that Transport Canada insists that each engine be certified for emissions performance in each specific car in which it will be sold. So while the 3.5 L turbodiesel V6 is the majority choice in Merc's SUV lineup, and is legal for the sedan, it would cost Mercedes-Benz millions to certify it for the wagon, despite being nearly identical mechanically.

No, makes no sense to me either to discourage a company from offering a more efficient powertrain.

Why are wagons so relatively unpopular in this (or any other) class? It's unfathomable to me. Same footprint; more space. Why would you not want that? I even think the E-class Wagon is at least as pretty as the sedan, if not prettier.

The functionality is augmented by the large cargo area and the split-folding rear seat back. A removable cargo shield keeps contents there hidden from prying eyes.

Mercedes brought us to the Tyrolian Alps in western Austria, and a road known as Timmelsjoch, a lofty pass into Italy in early winter to show off their 4Matic four-wheel drive system.

In another break with time-honoured tradition, the Mercedes solution to the ever-growing demand for four-wheel drive is not over-engineered beyond the capabilities anyone could rationally expect.

So instead of the fancy (and expensive, bulky and heavy) torque-splitting rear differentials like those used by Audi, BMW (and Honda) in competitive systems, Mercedes relies on its 4ETS traction control system, which temporarily applies brake pressure to one or more spinning wheels that have lost traction, thereby transferring the torque to the wheels that still have grip.

Nico Siebert, in charge of the development of this new version of 4Matic, says the lighter weight, improved packaging due to the compact size and reduced fuel consumption penalty were more-than-acceptable trade-offs in favour of the 4Matic concept.

A demonstration simulating hard acceleration combined with rapid lane-change manoeuvres in the snow-over-ice parking lot of the Hochgurgl ski lift showed that this system works remarkably well.

The heaviest throttle foot – that would have been mine – could not break the car's back end loose, and steering the car around obstacles was no challenge whatsoever.

The ETS can be switched off, because if you do get stuck in deep snow, you require a degree of wheelspin to help extricate the vehicle.

Repeating the simulation with ETS off, the E-class Wagon's tail would indeed step out, although a driver of moderate skill and experience could easily still direct the car in the intended direction.

While ETS is nominally shut off, the ESP – Electronic Stability Control system – maintains a degree of helpful influence.

On normal dry-pavement roads, the E-class Wagon retains all the dynamic qualities of the sedan, notably the much crisper steering of the new generation compared to the predecessor.

Prices won't be announced until closer to the wagon's intro date, but should start very close to that of the E350 4Matic sedan, which currently lists at $62,900.

Truly logical buyers will have to make their own trade-off — whether to give up the added functionality of the wagon to gain the efficiency of the diesel engine. As a fan of wagons and diesels (my main family bus is both), I honestly don't know which side of that fence I'd come down on.

I just wish our government didn't force us to have to make that choice.

Toronto Star