TRYING OUT MERCEDES'S DIESEL SEDANS
E 270 CDi and E 320 CDI
Report by Mel Lee. 99
THERE IS A QUIET REVOLUTION going on in our marketplace, and it is the
rekindling of the love affair with diesel-powered cars, specifically Mercedes-Benz
cars.
In the late ‘70s there were plenty of diesel-powered Mercs running on our roads,
owned by private individuals. The 250D of that era captured the imagination of
businessmen and contractors with its offering of rugged performance, good
economy, and the ‘star’ image. Cycle & Carriage Bintang was bullish enough to add
the 300D to its line-up, and they were proving to be just as popular. Then the
government raised the roadtax for diesel cars, to really prohibitive levels. This was
supposedly to maintain a reserve of diesel fuel for commercial and public transport
usage but it succeeded in killing off the obvious consumption of such luxury items.
The totally unexpected change in policy drove the company to find drastic ways to
clear its stock of diesel cars, and this included re-exporting. It even had to offer help
to some of its customers, including re-selling to limousine hire companies and hotels,
as well as engine swaps.
That episode left a very bad taste in the company as well as the car owners’
memory. It is one of the reasons why diesel-powered cars could not make a
comeback. Until now.
There had been attempts to lure buyers with diesel versions of familiar cars. These
were the Citroen ZX and Xantia models, the Fiat Marea Weekend, and even the
Proton Wira 1.9D but, really, these cars can never hope to accomplish what the
Mercedes-Benz could. They lack the unique balance of obvious luxury and down-to-
earth economy.
The pair of E Class cars that you see here are of that quintessential formula. They
are every bit the modern Mercedes-Benz cars, fully imported and loaded with
features, and they compare so favourably with the petrol-version and locally-
assembled models in terms of running cost and purchase prices.
The CDIs brought in by NZ Wheels, the authorised importer of new Mercedes-Benz
vehicles, are of the Avantgarde version. They are fully loaded cars. They have,
among other things, the latest generation ABS and Brake Assist, Electronic Stability
Program, multi-function steering wheel, trip computer, cooler box in the armrest,
wood and leather trim, 3-memory driver position, and six airbags!
There had been no attempt to delete equipment because the after-tax prices are so
much less than those of the petrol equivalent models, even working in the CKD
factor! Diesel cars of this class only suffer a 150% tax.
Which is why the E 270 CDI is only RM365k, compared to the RM393k of the locally
assembled E 240 V6. The E 320 CDI is RM390k while the locally-made E 280 V6 is
RM424k. The E 320 CDI Estate is only RM410k.
These diesel-powered cars enjoy a 50% rebate on their roadtax. The E 270 will incur
an annual tax of just about RM2,700, while the E 320’s is about RM6,000. These
outlays can be easily balanced off with high mileage use of the cars, vis-a-vis the
petrol versions. Diesel sells for 65 sen a litre, compared to RM1.10 for 97-octane
petrol.
But, ultimately, driving these CDI cars will be the factor that wins over the buyers.
NO CLATTER. NO VIBRATION. No lack of low-end response and speed right
through to the redline. ‘These are not diesel cars!’ That would be the most common
reaction to any time spent with the CDI cars. They are really uncanny.
I had to start off with the E 270 CDI, to be fair to it as it would not compare favourably
to the 320 version. Or so I thought. After a few kilometres I was thinking: If this is how
the 2.7 feels the 3.2 must be awesome!
The E 270 is able to sprint from standstill to 100km/h in 9.3 seconds! This is a diesel-
powered car? With only a 2.7-litre engine and automatic drive? (The E 320 does it in
a staggering 8.3s. The much lighter Fiat Marea 1.9 TDi can only manage 13s. The
Perdana V6, as another reference, does it in 11.4s.)
Top speed is 225km/h, (230km/h for the E 320) which is impressive but not
astounding; it’s not meant to be. The car’s ability to maintain a quick rate of travel,
very quickly and with plenty of confidence, is what makes it a sports saloon. How
about that - a diesel car making like a sports saloon, and succeeding?
The driveability of these cars is further enhanced by the ‘intelligent’ 5-speed
automatic with Sportronic feature. This new gearbox is quite a thrill to use, being
logical and effective.
The layout of the shift is a simple P R N D in the usual Mercedes-Benz pattern of
doglegs. This layout makes perfect sense the more you use it. You can literally shift
up and down ‘blind’.
On the left of D is the little slot with the +- sign. This is the ‘fun’ slot. The layout
differs from that of the BMW Steptronic and the Audi Tiptronic in that instead of up
and down movements, the Sportronic activates by mere nudges side to side. I find it
a more positive layout, more natural. (I always tend to forget which way is which in
both the BMW and Audi A6.)
The layout still insists that you take one hand off the steering wheel, unlike with the
Alfa Selespeed, but since it is quite intuitive, brings quite an effective response (and
the CDI cars are so confident in the way they move) you will tend to use the
Sportronic feature more than you would the similar feature in the BMW and the Audi.
The steering wheel has a nice, natural feel to it. It helps that it is so easy to adjust
both the reach and the angle. Along with the mini reproduction of the seat on the
door insert, for electrically-operated adjustments, is a protusion shaped like half a
steering wheel.
The driver-position adjust feature makes getting comfortable or commanding so very
effortless. Just like the gearbox is able to get you into the mood by being able to
detect how you want to drive, and shifting accordingly, this seat-adjust feature easily
gets you into the optimum position to tackle a wide range of road situations. If you
work at it enough you would be able to tackle a road shifting gears, turning the
steering AND adjusting your stance, in a constant flow. This is as close to being at
one with the car as you can get.
The front seats of Mercedes-Benz cars are not as large as before. This makes the
cars less intimidating. Along with the improved ergonomics, and the feel from the
steering wheel, these considerably large cars do not convey their size, or bulk.
Both versions come with the same wheel tyre fitting - 16” alloy rims with 215/55 R
tyres. They are optimised for a balance of handling and ride comfort.
These cars have excellent build-quality (they come direct from Stuttgart) and their
integrity is unblemished. The stereo system is well integrated; you can operate it
from the steering wheel buttons, which also take care of the display in the trip
computer mounted in the fascia. (The display is one of the most comprehensive and
yet easy-to-understand versions I have encountered. The sequence of readouts is
also quite logical.) There is an obvious air of quality throughout, with none of the
emptiness usually found in the dashboards of locally-assembled Mercs.
The Estate has a bit more noise coming from the rear due to the number of trays
under the foor. It also felt heavier, but no less sharp and agile. On the move there is
little to tell of the extra bulk at the back. Looking through the rearview mirror, though,
will leave you no doubts of what’s at the back; the central headrest and the wire-
netting block most of the view.
But the estate version is still a very attractive option. It is very practical for those with
the lifestyle. And it is so genteel.
There is really no trace of the usual sensations associated with a diesel car, not at
idling, moving off, or powering away. It is really uncanny. You just get in and drive
off, drive slow, drive fast, or drive very fast. No-one sitting with you would be any
wiser to the fact (until you pull up to the diesel pump, that is!)
You will easily get used to this general wellbeing of the CDI; when you pull into the
service station, you will head for the petrol pump until you suddenly remember! And
then the attendent will keep asking you if you are sure you want diesel!
Either of these CDI models can do wonderfully as family/executive cars. They offer
such a reassuring sense of wellbeing, all-togetherness, and, yes, even richness.
The ‘star’ quality is especially bright, perfectly intact, and the down-to-earth good
sense literally simmers beneath that precious heavymetal facade.
You can’t argue with that differential in prices between these CDI cars and the locally-
produced petrol versions. You can’t help but be impressed by the performance, the
technology, the modernness. And the Mercedes-Benz magic. These cars speak to
you in so many ways.
TECHNOLOGY IS TRULY WONDERFUL when it can make the diesel car evolve into
something like these CDI Mercs. It is not magic but meticulous study of the systems,
set-ups, and components, and then applying solutions using state-of-the-art
equivalents.
The solutions themselves are not ground-breaking; what is is Mercedes-Benz’s
determination to turn the technology on its head, and make it commercially-viable.
The fact that we, here in Malaysia, can buy such cars off the showroom is testimony
to that will to succeed.
These cars are the best saleskit for the technology. All you have to do is experience
them; you will be sold on the idea of getting into the diesel form of motoring.
INSTEAD OF WORKING WITH THE usual type of fuel feed and turbocharger, which
has a fixed nozzle turbine and boost pressure control, the Mercedes-Benz engineers
opted for the common rail technology and a new type of turbocharger with a variable
nozzle turbine (VNT).
The conventional form of fuel feed for diesel engines is a series of pipes that links
the injectors and the pump, as well as the filter and the tank. The section that links
the pump to the injectors is the high pressure pipe, necessary for the injectors to be
able to introduce the diesel in the form of a spray. The pressure in this pipe is very
low compared to what can be achieved with the common rail (the CDI boast of as
high as 1.350 bar). Coupled with the use of leading-edge electronics, control units,
and also direct injection, the CDI engines can boast of very specific control of
combustion.
This layout also overcomes the inherent problem of direct injection - effective
emission control. It is now possible to enjoy the benefits of direct injection without the
side effect.
The new turbocharger with VNT is like a little robot that sits alongside the engine; at
low speed it is able to respond very quickly in boosting combustion because the
airflow between the turbine vanes is kept narrow. As the turbine speed increases the
vanes are automatically adjusted, to increase the flow cross-sections. The effect is
similar to that of the variable valve timing system. The CDI’s turbocharger is, in
effect, a two-in-one unit: a fast-response unit that minimises turbo-lag, and a large-
volume unit that continues to boost the engine at high speeds. The design is so
effective that the turbocharger does not even need a wastegate!
THE E 270 CDI REPLACES THE E 290 TDI. The new engine has a torque of 400Nm,
100 more than the previous engine. This is a whopping 33% improvement. What’s
more, maximum torque is available at a lower rpm and over a larger range. Maximum
power has been increased by 31%.
The E 320 CDI is the replacement for the E 300 TDI. The improvements, in this
case, are also significant, especially for the amount of torque produced: 470Nm
compared to 330 (an improvement of 42%). Maximum power is 197bhp, compared to
177 (up by 11%).
These new engines are lighter, and they feature a new electric heater booster which
is close to the engine. There is a glow-plug indicator on the dash but the light goes
off much more quickly than in any other diesel car I have driven.
The exhaust system has been completely reworked and now contains a platinum
coating. This not only keeps the E Class within the limits laid down by the EU 3
emissions standards but also reduces emissions even further.
E 270 CDi and E 320 CDI
Report by Mel Lee. 99
THERE IS A QUIET REVOLUTION going on in our marketplace, and it is the
rekindling of the love affair with diesel-powered cars, specifically Mercedes-Benz
cars.
In the late ‘70s there were plenty of diesel-powered Mercs running on our roads,
owned by private individuals. The 250D of that era captured the imagination of
businessmen and contractors with its offering of rugged performance, good
economy, and the ‘star’ image. Cycle & Carriage Bintang was bullish enough to add
the 300D to its line-up, and they were proving to be just as popular. Then the
government raised the roadtax for diesel cars, to really prohibitive levels. This was
supposedly to maintain a reserve of diesel fuel for commercial and public transport
usage but it succeeded in killing off the obvious consumption of such luxury items.
The totally unexpected change in policy drove the company to find drastic ways to
clear its stock of diesel cars, and this included re-exporting. It even had to offer help
to some of its customers, including re-selling to limousine hire companies and hotels,
as well as engine swaps.
That episode left a very bad taste in the company as well as the car owners’
memory. It is one of the reasons why diesel-powered cars could not make a
comeback. Until now.
There had been attempts to lure buyers with diesel versions of familiar cars. These
were the Citroen ZX and Xantia models, the Fiat Marea Weekend, and even the
Proton Wira 1.9D but, really, these cars can never hope to accomplish what the
Mercedes-Benz could. They lack the unique balance of obvious luxury and down-to-
earth economy.
The pair of E Class cars that you see here are of that quintessential formula. They
are every bit the modern Mercedes-Benz cars, fully imported and loaded with
features, and they compare so favourably with the petrol-version and locally-
assembled models in terms of running cost and purchase prices.
The CDIs brought in by NZ Wheels, the authorised importer of new Mercedes-Benz
vehicles, are of the Avantgarde version. They are fully loaded cars. They have,
among other things, the latest generation ABS and Brake Assist, Electronic Stability
Program, multi-function steering wheel, trip computer, cooler box in the armrest,
wood and leather trim, 3-memory driver position, and six airbags!
There had been no attempt to delete equipment because the after-tax prices are so
much less than those of the petrol equivalent models, even working in the CKD
factor! Diesel cars of this class only suffer a 150% tax.
Which is why the E 270 CDI is only RM365k, compared to the RM393k of the locally
assembled E 240 V6. The E 320 CDI is RM390k while the locally-made E 280 V6 is
RM424k. The E 320 CDI Estate is only RM410k.
These diesel-powered cars enjoy a 50% rebate on their roadtax. The E 270 will incur
an annual tax of just about RM2,700, while the E 320’s is about RM6,000. These
outlays can be easily balanced off with high mileage use of the cars, vis-a-vis the
petrol versions. Diesel sells for 65 sen a litre, compared to RM1.10 for 97-octane
petrol.
But, ultimately, driving these CDI cars will be the factor that wins over the buyers.
NO CLATTER. NO VIBRATION. No lack of low-end response and speed right
through to the redline. ‘These are not diesel cars!’ That would be the most common
reaction to any time spent with the CDI cars. They are really uncanny.
I had to start off with the E 270 CDI, to be fair to it as it would not compare favourably
to the 320 version. Or so I thought. After a few kilometres I was thinking: If this is how
the 2.7 feels the 3.2 must be awesome!
The E 270 is able to sprint from standstill to 100km/h in 9.3 seconds! This is a diesel-
powered car? With only a 2.7-litre engine and automatic drive? (The E 320 does it in
a staggering 8.3s. The much lighter Fiat Marea 1.9 TDi can only manage 13s. The
Perdana V6, as another reference, does it in 11.4s.)
Top speed is 225km/h, (230km/h for the E 320) which is impressive but not
astounding; it’s not meant to be. The car’s ability to maintain a quick rate of travel,
very quickly and with plenty of confidence, is what makes it a sports saloon. How
about that - a diesel car making like a sports saloon, and succeeding?
The driveability of these cars is further enhanced by the ‘intelligent’ 5-speed
automatic with Sportronic feature. This new gearbox is quite a thrill to use, being
logical and effective.
The layout of the shift is a simple P R N D in the usual Mercedes-Benz pattern of
doglegs. This layout makes perfect sense the more you use it. You can literally shift
up and down ‘blind’.
On the left of D is the little slot with the +- sign. This is the ‘fun’ slot. The layout
differs from that of the BMW Steptronic and the Audi Tiptronic in that instead of up
and down movements, the Sportronic activates by mere nudges side to side. I find it
a more positive layout, more natural. (I always tend to forget which way is which in
both the BMW and Audi A6.)
The layout still insists that you take one hand off the steering wheel, unlike with the
Alfa Selespeed, but since it is quite intuitive, brings quite an effective response (and
the CDI cars are so confident in the way they move) you will tend to use the
Sportronic feature more than you would the similar feature in the BMW and the Audi.
The steering wheel has a nice, natural feel to it. It helps that it is so easy to adjust
both the reach and the angle. Along with the mini reproduction of the seat on the
door insert, for electrically-operated adjustments, is a protusion shaped like half a
steering wheel.
The driver-position adjust feature makes getting comfortable or commanding so very
effortless. Just like the gearbox is able to get you into the mood by being able to
detect how you want to drive, and shifting accordingly, this seat-adjust feature easily
gets you into the optimum position to tackle a wide range of road situations. If you
work at it enough you would be able to tackle a road shifting gears, turning the
steering AND adjusting your stance, in a constant flow. This is as close to being at
one with the car as you can get.
The front seats of Mercedes-Benz cars are not as large as before. This makes the
cars less intimidating. Along with the improved ergonomics, and the feel from the
steering wheel, these considerably large cars do not convey their size, or bulk.
Both versions come with the same wheel tyre fitting - 16” alloy rims with 215/55 R
tyres. They are optimised for a balance of handling and ride comfort.
These cars have excellent build-quality (they come direct from Stuttgart) and their
integrity is unblemished. The stereo system is well integrated; you can operate it
from the steering wheel buttons, which also take care of the display in the trip
computer mounted in the fascia. (The display is one of the most comprehensive and
yet easy-to-understand versions I have encountered. The sequence of readouts is
also quite logical.) There is an obvious air of quality throughout, with none of the
emptiness usually found in the dashboards of locally-assembled Mercs.
The Estate has a bit more noise coming from the rear due to the number of trays
under the foor. It also felt heavier, but no less sharp and agile. On the move there is
little to tell of the extra bulk at the back. Looking through the rearview mirror, though,
will leave you no doubts of what’s at the back; the central headrest and the wire-
netting block most of the view.
But the estate version is still a very attractive option. It is very practical for those with
the lifestyle. And it is so genteel.
There is really no trace of the usual sensations associated with a diesel car, not at
idling, moving off, or powering away. It is really uncanny. You just get in and drive
off, drive slow, drive fast, or drive very fast. No-one sitting with you would be any
wiser to the fact (until you pull up to the diesel pump, that is!)
You will easily get used to this general wellbeing of the CDI; when you pull into the
service station, you will head for the petrol pump until you suddenly remember! And
then the attendent will keep asking you if you are sure you want diesel!
Either of these CDI models can do wonderfully as family/executive cars. They offer
such a reassuring sense of wellbeing, all-togetherness, and, yes, even richness.
The ‘star’ quality is especially bright, perfectly intact, and the down-to-earth good
sense literally simmers beneath that precious heavymetal facade.
You can’t argue with that differential in prices between these CDI cars and the locally-
produced petrol versions. You can’t help but be impressed by the performance, the
technology, the modernness. And the Mercedes-Benz magic. These cars speak to
you in so many ways.
TECHNOLOGY IS TRULY WONDERFUL when it can make the diesel car evolve into
something like these CDI Mercs. It is not magic but meticulous study of the systems,
set-ups, and components, and then applying solutions using state-of-the-art
equivalents.
The solutions themselves are not ground-breaking; what is is Mercedes-Benz’s
determination to turn the technology on its head, and make it commercially-viable.
The fact that we, here in Malaysia, can buy such cars off the showroom is testimony
to that will to succeed.
These cars are the best saleskit for the technology. All you have to do is experience
them; you will be sold on the idea of getting into the diesel form of motoring.
INSTEAD OF WORKING WITH THE usual type of fuel feed and turbocharger, which
has a fixed nozzle turbine and boost pressure control, the Mercedes-Benz engineers
opted for the common rail technology and a new type of turbocharger with a variable
nozzle turbine (VNT).
The conventional form of fuel feed for diesel engines is a series of pipes that links
the injectors and the pump, as well as the filter and the tank. The section that links
the pump to the injectors is the high pressure pipe, necessary for the injectors to be
able to introduce the diesel in the form of a spray. The pressure in this pipe is very
low compared to what can be achieved with the common rail (the CDI boast of as
high as 1.350 bar). Coupled with the use of leading-edge electronics, control units,
and also direct injection, the CDI engines can boast of very specific control of
combustion.
This layout also overcomes the inherent problem of direct injection - effective
emission control. It is now possible to enjoy the benefits of direct injection without the
side effect.
The new turbocharger with VNT is like a little robot that sits alongside the engine; at
low speed it is able to respond very quickly in boosting combustion because the
airflow between the turbine vanes is kept narrow. As the turbine speed increases the
vanes are automatically adjusted, to increase the flow cross-sections. The effect is
similar to that of the variable valve timing system. The CDI’s turbocharger is, in
effect, a two-in-one unit: a fast-response unit that minimises turbo-lag, and a large-
volume unit that continues to boost the engine at high speeds. The design is so
effective that the turbocharger does not even need a wastegate!
THE E 270 CDI REPLACES THE E 290 TDI. The new engine has a torque of 400Nm,
100 more than the previous engine. This is a whopping 33% improvement. What’s
more, maximum torque is available at a lower rpm and over a larger range. Maximum
power has been increased by 31%.
The E 320 CDI is the replacement for the E 300 TDI. The improvements, in this
case, are also significant, especially for the amount of torque produced: 470Nm
compared to 330 (an improvement of 42%). Maximum power is 197bhp, compared to
177 (up by 11%).
These new engines are lighter, and they feature a new electric heater booster which
is close to the engine. There is a glow-plug indicator on the dash but the light goes
off much more quickly than in any other diesel car I have driven.
The exhaust system has been completely reworked and now contains a platinum
coating. This not only keeps the E Class within the limits laid down by the EU 3
emissions standards but also reduces emissions even further.
Some of the measures responsible for the smooth running of the CDI
engines:
* the specific control of combustion, in particular through pilot
injection,
* reduced timing chain noise,
* the piston design,
* reinforcement of the oil pan structure and the crankcase,
* the timing cover and
* the addition of sound-proofing on the cylinder cover and the
charge-air distributor.
TECHNICAL SPECIFICATIONS - E 270 / E 320 CDI
ENGINE Common rail injection diesel. Variable nozzle turbine
turbocharger. Bore/stroke: 88.0/88.4mm. E 270 - Inline-5. Capacity:
2685cc. 168bhp/4200rpm. 400Nm/1600-2800rpm. E 320 - Inline-6.
Capacity: 3222cc.
195bhp/4200rpm. 470Nm/1800-2600rpm.
TRANSMISSION Rear-wheel drive. ‘Intelligent’ 5-speed automatic with
Sportronic. Tyres: 215/55x16. Light alloy rims.
PERFORMANCE Top speed: E 270 - 225km/h. E 320 - 230km/h.
Average fuel consumption: E 270 - 8.2L/100km. E 320 - 9.0L/100km.
0-100km/h: E 270 - 9.3s. E 320 - 8.3s.
PRICES On the road: E 270 Saloon - About RM365,000. E 320 Saloon -
About RM390,000. E 320 Estate - About RM410,000. Avantgarde trim.
6 airbags. E 320 Estate with sunroof and roof rails.
IMPORTER NZ Wheels Sdn Bhd. Tel: 03 3439270/71/72/73.
engines:
* the specific control of combustion, in particular through pilot
injection,
* reduced timing chain noise,
* the piston design,
* reinforcement of the oil pan structure and the crankcase,
* the timing cover and
* the addition of sound-proofing on the cylinder cover and the
charge-air distributor.
TECHNICAL SPECIFICATIONS - E 270 / E 320 CDI
ENGINE Common rail injection diesel. Variable nozzle turbine
turbocharger. Bore/stroke: 88.0/88.4mm. E 270 - Inline-5. Capacity:
2685cc. 168bhp/4200rpm. 400Nm/1600-2800rpm. E 320 - Inline-6.
Capacity: 3222cc.
195bhp/4200rpm. 470Nm/1800-2600rpm.
TRANSMISSION Rear-wheel drive. ‘Intelligent’ 5-speed automatic with
Sportronic. Tyres: 215/55x16. Light alloy rims.
PERFORMANCE Top speed: E 270 - 225km/h. E 320 - 230km/h.
Average fuel consumption: E 270 - 8.2L/100km. E 320 - 9.0L/100km.
0-100km/h: E 270 - 9.3s. E 320 - 8.3s.
PRICES On the road: E 270 Saloon - About RM365,000. E 320 Saloon -
About RM390,000. E 320 Estate - About RM410,000. Avantgarde trim.
6 airbags. E 320 Estate with sunroof and roof rails.
IMPORTER NZ Wheels Sdn Bhd. Tel: 03 3439270/71/72/73.