In Europe, there are a number of strange powertrain combinations
for each vehicle. A BMW 3
Series, which has a grand total of four engines in the US market (five if
you count the ActiveHybrid),
can be fitted with everything from the 3.0-liter, turbocharged six-cylinder we
get here to a microscopic, fuel-sipping, diesel-powered four-cylinder in
Europe. And don't for a minute think this is unique to BMW.
Mercedes-Benz has been doing the big-vehicle, small-engine thing in the Old Country for years, selling V6-powered SL convertibles that wouldn't have a hope or prayer in the US market. And it isn't just its sporty offerings that are de-engined in Europe – its sedan engines are downsized across the pond as well. As part of the slowly growing range of diesels in the North American market, Mercedes has shipped one of its less potent sedans to the US, in the hopes that we Yanks can see what our friends in Europe have been enjoying for so long.
It's called the E250 Bluetec, and it takes advantage of the same 2.1-liter, turbo-diesel four-cylinder that we found so charming in the GLK250 Bluetec last year. The E250 also serves as a replacement for the lovable, V6-powered E350 Bluetec. We spent a week with the thriftiest E-Class to see if a small, four-cylinder was enough for a big Mercedes sedan in the US.
Driving Notes
Mercedes-Benz has been doing the big-vehicle, small-engine thing in the Old Country for years, selling V6-powered SL convertibles that wouldn't have a hope or prayer in the US market. And it isn't just its sporty offerings that are de-engined in Europe – its sedan engines are downsized across the pond as well. As part of the slowly growing range of diesels in the North American market, Mercedes has shipped one of its less potent sedans to the US, in the hopes that we Yanks can see what our friends in Europe have been enjoying for so long.
It's called the E250 Bluetec, and it takes advantage of the same 2.1-liter, turbo-diesel four-cylinder that we found so charming in the GLK250 Bluetec last year. The E250 also serves as a replacement for the lovable, V6-powered E350 Bluetec. We spent a week with the thriftiest E-Class to see if a small, four-cylinder was enough for a big Mercedes sedan in the US.
Driving Notes
That 2.1-liter turbodiesel might not sound like a lot of
engine, but its performance fits in well with the E250's brief as a comfortable
and luxurious sedan. There's 195 horsepower available at 3,800 rpm, while 369
pound-feet of torque can be had between 1,600 and 1,800 rpm. Rear-wheel drive
comes standard, though our tester was fitted with Merc's 4Matic all-wheel-drive
system.
Despite weighing in at a hefty 4,400 pounds (rear-drive
models are 200 pounds lighter), the readily available torque allows the E250 to
deliver reasonable performance, although the heavy footed among us might be
happier with the gas-powered E350 or
the super-desirable E550.
Mercedes claims the diesel-powered E-Class will hit 60 in 8.2 seconds, but it
didn't feel quite as slow as that number indicates.
The EPA rating on the MB's window sticker claims it will
return 27 miles per gallon in the city and 42 mpg on the highway, for a
combined 32-mpg rating. Our experience was slightly above the combined average,
at about 34 mpg in mixed driving.
There's some turbo lag here, but it's only truly intrusive
when digging into the throttle at very low speeds. The 2.1 is a quiet,
unobtrusive mill, that doesn't subscribe to any of the clattery diesel noises
when cold and remains stealthily quiet while accelerating at freeway speeds.
A seven-speed automatic is the sole transmission for the
E250, and it is a peach. Smooth, barely perceptible upshifts are matched up
with quick downshifts. There is a sport mode for the transmission, as well as a
set of paddles on the back of the E-Class' steering wheel, but that sort of
fire-at-will cog-swapping kind of misses the point of a sedan that's powered by
a small diesel engine. Still, it works just fine, and Sport does speed
downshifts slightly, but we found it was just better to let the trans do its
thing without interference.
Our tester featured a Mercedes sport package, which adds a
unique set of 17-inch alloy wheels (the standard size offered on the E250),
while lowering the suspension and adding a few aesthetic tweaks. Still, the
ride was comfortable, likely due to the relatively small wheels and higher
sidewall of the tires. The E250 was smooth and comfortable over a variety of
surfaces, only suffering from an overabundance of vertical motion, or
porpoising, on undulating surfaces at higher speeds.
Prices for the E250 4Matic start at $53,900, but can climb
quickly from there. Our tester adds $720 for the Obsidian Black paint, $440 for
split-folding rear seats, $350 for a rear spoiler (why isn't this just part of
the Sport Package?), $3,870 for a Premium Pack that adds the COMAND
infotainment system, a rear-view camera and heated seats, $1,290 for a Parking
Assist pack (surround video camera, active park assist) and $2,800 for a Driver
Assistance pack (adaptive cruise, blind spot monitoring, lane keeping and
cross-traffic alert. Oddly, the Sport Pack is a no-cost option. Add on
destination and delivery charges of $925, and our tester could be taken home
for $64,295.
The case for the E250 is hurt by its range of V6-powered,
diesel-engined competitors. Both the BMW 535d and Audi A6 TDI are
significantly more powerful for just a couple thousand dollars more than our
tester's base price.
The E250 is a compelling vehicle for a select group of
buyers. Where the E350 and E550 are solidly in the sport sedan category, the
E250 is not. It's quieter and smoother, making it a generally better car for
those that aren't looking to get anywhere in a hurry. We like the fuel economy
argument it provides, as well. All that said, its starting price and more
powerful competitors hurt the appeal of the oil-burning Benz for just about
anyone that doesn't place fuel economy as their number one priority.
source: Autoblogby Brandon Turkus
Image Credit: Copyright 2013 Brandon Turkus / AOL
No comments:
Post a Comment