2024 Mercedes-Benz E 300 review

At present the only E-Class in the latest generation is the E 300 you see here, a mild hybrid offering. What’s it like then?

The SUV classes are slowly smothering the life out of sedans and hatchbacks. Are low riders endangered birds? More’s the pity if so because the E 300 doesn’t drive like any jacked up wagon.

And on that there’s no wagon variant here, just the four-door. 

The dynamic advantage used to be about all that sedans were really good for; well, that and straight line performance. Certainly practicality wasn’t high on the list but here the latest W214 model E 300 sedan is a bit different.

For the boot lid is substantial and that means once opened – it’s powered – you can insert reasonable size boxes into the 540L hold. It’s deep in there too, almost swallowing my golf clubs lengthwise, easily diagonally. 

The latest E 300 is 30mm longer in the wheelbase which in part explains the extra luggage capacity. Some of that also ends up as added knee room in the rear, well for two people at any rate.

They’ll be happy campers there. The middle seat sap must straddle an annoying trans tunnel.

But they’re in the best pew for adjusting the rear air con zones, even if they don’t get seat heaters like those alongside. Everyone in the car gets a panoramic view overhead.

Clearly, we’re not alone in thinking that the E-Class is, er, a class offering. This year marks the 75th since Mercedes-Benz first launched its mid-size saloon.

Since 1946 the firm has built and sold over 16 million examples. Who knew that the E-Class was the best selling model in the history of the company? If so, it’s time you applied for The Chase.

A regal look 

The new E-Class really is a smoothie to behold. And literally, with a Cd of just 0.23 which helps lower wind noise and fuel use. You can pick the newcomer by changes to the face and the tail.

At the rear are new tri-star shaped taillights, a quartet of them. Up front the LED headlamps are linked by a new panel and the grille is full of tiny shiny tristars, along with one big one that hides all the sensing gear for the safety systems.

In profile, there’s the long bonnet, short overhangs and cab rearward stance of the rear-driver. It’s rather a regal look, only there’s not quite the esteemed vocals to match. E 300s used to have a 3.0-litre six and the hushed, whirring sound suited the luxo look.

This one features a turbocharged 2.0-litre four pot with an integrated starter generator. A four hasn’t quite the aural ambience of a six but otherwise it’s a solid unit. The ISG adds 17kW and 205Nm to the engine’s output (albeit briefly), for a total of 190kW and 400Nm.

This uses a nine-speed auto, and this mild hybrid has sufficient shove for a 6.1sec sprint time, 0.2sec quicker than the claim. Mercedes suggests an overall fuel use figure of 7.6L/100km and our’s showed 8.6 over the previous 1000km.

At a constant 100 on a flat motorway, you can expect around 5L/100km while we often saw sixes using adaptive cruise. It registered high eights after a bit of a strop.

The ISG makes for slick stops and starts at the lights too, almost imperceptible.

Divine dynamics 

Our particular car which I thought initially was in a black hue turned out to be dark blue metallic in the sunlight. Not that that makes it any easier to keep clean. And the 20-spoke wheels? Nightmare.

Our’s wasn’t exactly a standard E 300 either, because of the optional Plus Package ($9400). This includes a multitude of items, including an illuminated grille but it’s the adaptive air suspension and rear axle steering we appreciated most.

An advantage is a turning circle abbreviated by 0.9m but really the added turn-ability on the go is why you’d choose this option pack. For a relatively long vehicle it seems to dive into corners more like you’d expect a C-Class to.

And naturally there’s less understeer as you push on as well. When it does rear its head, the stability system brake nips individual wheels to keep everything tickety boo. 

But this isn’t the best aspect of the Plus Package. That would be the Airmatic suspension. In Comfort it falls and rises just so over the worst of our road surfaces, without upsetting cornering ability too much.

We left it in Comfort most of the time, as will most owners. However, should the urge take you, the added body control courtesy of the adaptive damping in Sport mode makes this plenty enjoyable plying the right roads.

All without ruining ride comfort. Firmer, sure, but not so much as to be jiggly. 

And to top things off, this has larger brake discs as part of the standard AMG Line exterior body styling. Phoar, these are good.

Action begins right at the top of the pedal travel and the worst distance for the emergency stop from 100km/h was in the 34m area, the best a 31.38m effort. For something that’s not out and out sporty, this is a highly commendable result. Pedal feel is also second to none.  

Decent Controls

This is mercifully devoid of the bonging safety reprimands so many modern cars deem are necessary to save you from yourself. Occasionally it fires up if it thinks you’re about to collide with something, invariably a false alarm.

And that’s it, no bonging for overspeed or distraction. Why ruin the serenity of the cabin? 

This is an awfully pleasant place to hang out too, as you’d hope at the price. Our particular vehicle also had the Energising Package Plus option ($5200) that included massaging seats up front, and seat heaters for four occupants, amongst other things.

Despite niceties like heated armrests, we’d forego this for the Plus Package option instead. The Airmatic and rear-axle steering make much more of an impact on this vehicle. 

Inside there’s lovely leather and tasteful Artico (M-B’s faux cow hide) finishings, glamorous lines of ambient lighting, a great 17-speaker Burmester sound system, and up to 11 airbags should things go awry.

The sounds also come through your seat via tactile transducers. Not a fan, turned them off. Just an annoying vibration really. The seat massager is far better really. 

An MBUX superscreen that includes a 12.3-inch passenger display is all part of the standard fare. 

There’s almost too much kit to mention but we liked the light show at night, the door pulls that extend when the car senses the key, and the wireless charger that hides your phone and limits temptation on the go. 

Plus, the radio doesn’t seem to fade as soon as the SkyTower disappears from sight.

In a sign of the times this is the only E-Class model available currently, replacing the former E 200 and E 300e. The AMG E 63 V8 is no more, with no direct replacement in sight.

A four-pot hybrid was considered but the backlash after the C 63 debut caused a rethink. So at present the E 300 is it. Glad they got it right then.

This article first appeared in the November 2024 issue of NZ Autocar magazine.