M-B E350 boasts strength, quality

The race does not always go to the swiftest, which Mercedes-Benz has used to its advantage.

M-B’s midsize E-Class sedans and wagons debuted in 1994 with a high-zoot up-level engine option, an all-new 217-horsepower, 3.2-liter inline six. In M-B fashion, it was an engineer’s delight, smooth and strong by 1994 standards.

But by the 2005 model year, 10 years and two E-Class generations later, the 3.2-liter six had fallen to the bottom rung of the E-Class ladder and gained just 11 horsepower.

V-8s had seized the day while the grand old six was left to fend for itself.

Despite the antiquity of its power plant, the E320 continued to sell well, a testament to its underlying value — and to owners willing to eschew power for a lower price tag and better fuel economy.

The old engine could not go on forever, though. The 228 horsepower made by the 2005 edition of the E320 didn’t hack it any longer, even as the base engine. In two-wheel-drive trim, the E-Class is a 3,700-pound car; add AWD and other goodies and it swells to a robust 4,200 pounds.

Clearly, the situation called for more power.

For the 2006 model year, the E-Series gets an all-new base power plant, a V-6 that debuted last year in the fast and elegant SLK hardtop roadster. With 24 valves, four overhead cams and variable valve timing, the power plant makes 268 horsepower and 258 pound-feet of torque (up from 232) at just 2,400 rpm.

Eighty-seven percent of peak torque is available at just 1,500 rpm and maximum torque is available all the way from 2,400 to 5,000 rpm.

While the E320 needed 7.4 seconds to lope from 0-60, the E350 does it in just 6.7 seconds. More important, at a tick under 7 seconds, it’s also nearly 2 seconds quicker from 35 to 75 mph than the old model.

The E350 is the first six-cylinder M-B to receive the company’s efficient seven-speed automatic transmission, called 7G-Tronic. Its middle ratios are closely spaced, while the seventh gear is an overdrive designed for loafing on freeways. First is geared low for quick off-the-line acceleration.

As automatic transmissions go, this is one of the good ones. Its ratios are set to keep the engine in its sweet spot, which these days is a marriage of power and fuel-efficiency. For those moments when the former gets the better of the arrangement, a Sport mode holds shifts longer and makes them quicker.

In either mode, shifts come smoothly and almost imperceptibly. When the throttle is floored, the transmission sheds as many gears as necessary to get the desired results.

Consequently, the new powertrain combo works its magic with a light touch: despite a 20-percent increase in power, fuel efficiency drops just 1 mile per gallon, from the E320’s 20/28 to 19/27.

The E350 is an early 2006 model that is being sold alongside complementary ‘05E-Class stable-mates, which include the 201-hp 320 E320 CDI turbodiesel ($51,070/no wagon available), 302-hp E500 ($58,520/$63,420) and 469-hp E55 AMG ($83,220/$85,020).

Economies of scale and packaging allow M-B to more or less hold the line on E350 pricing. At $50,770, including destination, for sedans, and $53,030 for wagons, it weighs in at just $500 above than the E320.

Mercedes’ 4Matic all-wheel drive system adds another $2,500.

All E-Class cars are well equipped right off the showroom floor. Standard equipment on the E350 includes cruise control, automatic dual-zone climate control, TeleAid communication system, automatic headlights, rain-sensing windshield wipers with heated nozzles, variable-assist power steering, steering-wheel mounted satellite shift controls, remote keyless entry, power seats and mirrors with memory and a full complement of interior and exterior lighting.

Safety gear includes anti-lock brakes; front, side and curtain-style airbags; and vehicle stability control, including traction control.

Beyond the quantifiable features lies a world of elegance and comfort. The E350 is M-B’s midlevel sedan and accounts for 25 percent of the company’s U.S. sales. It is arguably the quintessential M-B sedan and must carry the company’s aesthetics in its DNA.

Hence, the leather is soft and fragrant and the burled-walnut interior trim dense and rich in appearance.

The seats are embodied comfort and support and although the E350 is not a sport sedan, they are well bolstered. The steering wheel has power tilt and telescope functions, making easy work of finding a comfortable driving position.

The gauges are clear and easy to read, though their arrangement is unusual, in that the speedometer is flanked by the tachometer on the right and an analog clock on the left. I like having the clock within my line of sight, but passengers may feel otherwise.

As we’ve griped before, the COMAND user interface is needlessly complicated, although M-B has simplified it substantially in the past few years.

Ride is limousine-quality and there’s sufficient legroom in the back seat to keep two large adults very happy for long periods of time.

On the road, the E350 is strong, smooth and silent. Mercedes engineers cars that are rock-solid and substantial in the driver’s hands. Ride quality reigns supreme at M-B and the E350 holds up its end of the bargain. No sport sedan, it is, however, responsive and entertaining.

The appeal of a V-8 is undeniable, but it’s good to see M-B paying attention to its six-cylinder cars. The new engine is a class act and we can expect to see it around for a good many years.