The personal luxury coupe sector is a tricky market to get right. I won’t even attempt to count the number of brands that have
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| The redesigned 2018 E-Class Coupe is larger and more accommodating than its predecessor. (Photo: Karen Tuggay, Canadian Auto Press) |
entirely given up on two-door hardtops, this especially true of mid- and full-size E- and F-segment participants.
In fact, with the admission that BMW ended production of its 6 Series Coupe in February (and no confirmation of the much anticipated 8 Series), Lexus and Mercedes-Benz are the only premium brands that dare go up against ultra-luxury players such as Rolls-Royce, Bentley, Ferrari, Aston Martin, and Maserati with premium coupes of their own. The Japanese brand has just introduced the daring new LC, its first foray into these dangerous waters, whereas Mercedes’ E-Class Coupe (previously CLK, CE) and S-Class Coupe (previously CL, SEC, and SLC) have experienced relatively smooth sailing for decades.
Way back when I was emulating Alex P. Keaton as an up and coming ’80s-era yuppie,
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| Classic Mercedes two-door sedan design cues are joined by the brand’s latest trademark styling. (Photo: Karen Tuggay, Canadian Auto Press) |
I unabashedly lusted after the 500 SEC. It was and still is a beautiful car of unquestionable quality, stunning craftsmanship, class-leading luxury, and superb performance. Before that, as a child, I had a thing for first-generation 114 model series CE coupes (I first summered in Europe at the influential age of 8). This was the E-Class progenitor, a redesigned version of the 114 produced until 1976 when the 123 model series coupes replaced them. This elegant model set new standards for active and passive safety, not to mention luxury and performance, but was replaced in 1985 by the 124 series that made significant inroads in comfort, refinement and environmental protection. This model was renamed E-Class Coupe in 1993, and the rest, as they say is history.
Of course, there were a couple of CLK stints that ran from 1997 through 2002 (the 208) and 2002 to 2009 (209), and as well received and impressive as these cars were it was the 2010 E-Class Coupe that caught me short of breath, filled me with butterflies, and generally got me all flustered
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| Pillarless windows and a large power retractable glass roof make for an open and airy experience. (Photo: Karen Tuggay, Canadian Auto Press) |
over M-B two-doors once again. I still can’t take my eyes off this car when one drives by. It’s truly as beautiful today as it was seven years ago, hardly aging a bit, and while Mercedes redesigned it for the 2014 model year, adding some F1 dominance to its nose, I was only glad they didn’t touch the beautiful rear quarter glass, by far my favourite design element. All I can say is thank you again Mercedes, because the entirely new 2018 E-Class Coupe keeps all that I loved about its predecessors and improves on everything else.
That comment goes more than just skin deep, although the new E Coupe’s styling as elegant as anything in its four-place luxury coupe class while arguably as sporty as its smaller predecessor. The most notable frontal change is the “Diamond” grille, Mercedes harmonizing the appearance of nearly all performance models from the four-door CLA up to the grand S Coupe. The grille’s rounded edges flow around new standard LED headlamp clusters before passing over smoother fender swells and finalizing in curvaceous
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| Clean elegant lines should give the new E Coupe timeless appeal. (Photo: Karen Tuggay, Canadian Auto Press) |
rear quarters that are more enticing with each long drawn out gaze-Mercedes design chief Gorden Wagener and team have done a splendid job creating a car that’s at once modern and vital yet undeniably set in its ways, a future classic that will likely age very well.
From a distance it’s an exercise in minimalism, but Mercedes has the details down to perfection too. The Diamond grille’s chromed pin brightwork is literally brilliant, while the unique complexity within my testers’ upgraded active cornering Multibeam LED headlamps, complete with 84 individual elements apiece, is dazzling, as is the granular detail within the “crystal” taillight lenses, or for that matter the fine visual lightness to the optional 19-inch twinned five-spoke AMG alloys, and that’s all before taking in the cabin via its pillarless side glass.
I drove two E 400 4Matic examples during the model’s Canadian press launch that started at Vancouver’s YVR airport, took us
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| The launch program drive route took participants through Whistler, BC. (Photo: Karen Tuggay, Canadian Auto Press) |
through the busy but beautiful Kitsilano beach district and the city’s downtown core, over the aging, classic three-lane Lion’s Gate suspension bridge to the North Shore, along the vaulted mountainside Upper Levels Highway, past picturesque Horseshoe Bay, along the ultimately scenic and wonderfully coiling Sea-to-Sky Highway, and up to Whistler where we stayed the night, and then over the fabulously entertaining and breathtakingly beautiful BC-99, or Duffy Lake Road to Lillooet the next day (a route I hadn’t traversed since fondly remembered formative years at my father’s side, when it was mostly gravel and therefore would’ve been more suitable to one of Mercedes’ many SUVs than this luxury sports coupe), from Lillooet to Lytton (ditto re the last time I drove it, albeit this was mostly paved back in the ’70s), and then farther down the Fraser, past Boston Bar and Hope, through four- and sometimes eight-lane stretches of freeway in the “Valley” (as we call it), across the world’s second-widest 10-lane cable-stayed
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| A wide stance aids high-speed stability and ultimate handling. (Photo: Karen Tuggay, Canadian Auto Press) |
Port Mann suspension bridge, down yet more freeway that network through outlying suburbs, and finalizing in Terminal City, or rather downtown Vancouver. This is a route I can recommend to anyone who loves to drive, so kudos to Mercedes for choosing it.
The Stuttgart automaker has been making its big autobahn-born coupes with frameless doors sans B-pillars for as long as I can remember, and together with a standard panoramic sunroof that slides back atop the rear potion of the roof, the E Coupe presents a targa-like open airiness, which is all the better for shedding light on its impressive interior.
Truly, upon opening the door of my first E 400 Coupe tester I was in awe. The current E-Class experience wasn’t totally new to me being that I recently reviewed an E 300 Sedan, so I was prepared for its
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| Mercedes’ "Diamond" grille is beautifully detailed. (Photo: Karen Tuggay, Canadian Auto Press) |
near complete transformation to the digital world, at least in higher spec trims, but the rich colour combinations, finely crafted metalwork, and exquisitely detailed hardwood inlays caused me to take pause. Rarely does a car’s interior surprise, but the way Mercedes is now blending cutting edge and traditional design cues with the best possible materials puts them at the forefront of the premium car industry, not that this is the first time they’ve been there.
Just take a look at the photos in this story and the attached gallery, or go see firsthand for yourself at your local Mercedes-Benz dealer, this E 400 Coupe is a cut above all competitors, nearing and in some ways surpassing ultra-premium brands like Bentley. Even Merc’s larger analogue clock is considerably nicer than the British marque’s diminutive Breitling, with a crystal so clear it seems like sapphire and a three-pointed star at centre that reminds even Rolex paid tribute to
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| The optional Multibeam LED headlamps feature 84 individual elements per side. (Photo: Karen Tuggay, Canadian Auto Press) |
the German brand by adapting “Mercedes” hour hands to its Submariner and Air-King, and where the new turbine-look air vents might lack metal organ stops they’re more efficient in operation, distribute air better, and to-die-for gorgeous.
And I haven’t even mentioned digital interfaces. With its optional 12.3-inch configurable gauge cluster that offers up classic, sport and progressive graphic interfaces, the screen fully combining with the standard 12.3-inch centre stack electronics for one ultra-sized dual-tablet-style “Widescreen Cockpit” display, Mercedes fully embraces the digital age.
Traditionalists can opt for a set of analogue gauges surrounding a 7.0-inch colour TFT multi-information display if they’d rather cling to the past or simply save money, because the only way to get this window into the modern world is via the $4,000 Premium package which also adds proximity-sensing keyless entry with pushbutton ignition, foot actuated hands-free
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| The new E Coupe’s standard AMG package certainly offers up sporty styling. (Photo: Karen Tuggay, Canadian Auto Press) |
trunk access for the upgraded powered trunk lid, illuminated doorsill plates, enhanced heated front seats, heatable front armrests (all three and they’re fabulous), plus a 590-watt 13-speaker Burmester surround sound system (and this isn’t even the awesome one). Mercedes expects most buyers (upwards of 95 percent) will opt for this package, which basically means Canadian Merc dealers will be ordering most E400 4Matic Coupes this way. Once you experience it, you’ll understand why.
I’d opt for the Burmester stereo upgrade just to get the fabulous aluminum speaker grates, although the audio is even better than the visual, while Keyless-Go forever relegates fumbling through purse or pocket for wayward keys to the dark ages, a technology worth its weight in gold.
I suppose Bitcoin, Ethereum, or some other cryptocurrency is more apropos for analogizing this ultra-advanced car (although
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| These 19-inch AMG alloys are optional. (Photo: Karen Tuggay, Canadian Auto Press) |
I prefer Goldmoney that uses blockchain technology yet is backed by less volatile Au reality), the just noted digital gauge cluster being a massive swath of high-resolution, fully-configurable, bright, rich, graphically stimulating colour TFT nirvana atop contrasting black Gorilla glass that stretches from the left side of the steering wheel to the rightmost point of the centre stack, leaving all competitors looking stale and dated in the process.
So much technology might sound overwhelming to some, but believe me it’s anything but. It’s clean, clear and easy to sort out via thumb swipes on two steering wheel-mounted Touch Control buttons, the left side for the configurable gauges and right side for the infotainment system, plus the usual touchpad and rotating controller on the centre console for the latter, this system also recognizing handwriting and the usual tablet/smartphone-like gestures, not to mention Linguatronic voice control. Once acclimatized the entire process simplifies the art of driving, and while some manufacturers
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| Now that’s a grand sunroof. (Photo: Karen Tuggay, Canadian Auto Press) |
somehow mismanage the integration of a rudimentary six-inch touchscreen to the point it looks like a clumsy aftermarket addition, Mercedes’ holistic approach makes this scenic digital vista look as if it was always meant to be. It’s digital done right, with equal parts future tech and finesse, enhanced further by an available head-up display that projects navigation, real-time traffic updates, car-to-X communication, and more onto the windscreen via a fast internet connection.
The rest of the interior is sensory bliss, from the leathers, metals and hardwoods used to surface its complex yet fluid lines, to the combination of handcrafted and machine precision in doing so. I could only find one point of contention: hard shell black plastic door pockets placed down below where most probably won’t notice. I did,
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| The smart sunroof design lays across the top of the roof when retracted. (Photo: Karen Tuggay, Canadian Auto Press) |
but I get paid to be annoyingly critical. Still, it’s a shame to mar near perfection. I suppose those who want more should shut up and buck up for an S-Class Coupe, which brings up the point of price.
The 2018 E 400 4Matic Coupe starts at just $72,700 plus freight and fees, which when placed beside its only competitors seems very reasonable. If you can still find a 6 Series Coupe (you probably can as BMW can’t seem to sell them anymore) you’ll need to fork over somewhere in the neighbourhood of its $102,000 asking price (if you find a base model), whereas that aforementioned Lexus will save you a whole $400 at $101,600. It’s not fair to compare these cars directly, but even my near fully loaded E Coupe testers seemed like bargains.
Along with the $4k Premium package, both my cars came with the $2,600 Technology package featuring Multibeam LED headlamps with dynamic cornering and auto high beams, head-up display, and a
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| The taillight lenses look downright minimal until you get up close. (Photo: Karen Tuggay, Canadian Auto Press) |
360-degree parking monitor; plus a $2,700 Sport package with 19-inch AMG twinned five-spoke alloys, a Dynamic Body Control suspension, and Multicontour front seats with a massage feature that’s been upgraded from previous systems and works brilliantly; as well as a $2,700 Intelligent Drive package with Traffic Sign Assist that signifies the posted speed limit within the gauge cluster, and a slew of Advanced Driving Assistance package active safety equipment that first warns of potential accident and then, if necessary, takes over to avoid via autonomous braking thanks to long-range stereo cameras that can see up to 500 metres ahead and operate at an angle of 50 degrees at speeds up to 210 km/h, or steering assist that’ll nudge you back into your lane if you wander astray, etcetera, and finally semi-autonomous Drive Pilot, which is essentially autonomous driving over short distances.
To
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| Open up and climb in for one of the most impressive interiors in the luxury sector. (Photo: Karen Tuggay, Canadian Auto Press) |
be clear, Drive Pilot could go further without any driver involvement, but Mercedes is smartly a more conservative company than some upstarts and therefore is taking baby steps into the world of fully automated mobility. For instance, with the Distronic adaptive cruise control set to 100 km/h I drove down a stretch of freeway in the rightmost lane, gradually creeping up behind a slower moving vehicle. Before getting too close, which would normally cause the automated brakes to slow us down to match the speed of the car ahead, I flicked the left turn signal at which point my E 400 “looked” for a safe opening, changed lanes on its own, and proceeded to pass the slowpoke. It doesn’t automatically change back to the outside lane yet, but that would simply be a software tweak. Then again, another flick of the signal in the opposite direction performs the function, resulting in a little bit of modern-day magic as well as a keen eye into the future of motoring. Of course it’ll park itself too, this feature fairly common, but Mercedes’ Active Parking Assist also pulls you back out from said parking spot.
Another
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| The woodwork, switchgear detailing and optional Burmester stereo speaker grilles are divine. (Photo: Karen Tuggay, Canadian Auto Press) |
cut above feature is Evasive Steering Assist that adds additional steering torque to help you deal with sudden unforeseen circumstances, such as a pedestrian unexpectedly walking across the street while staring at their cellphone, or a car that runs a stop sign. All you need to do is initiate the steering manoeuvre after which the E Coupe takes you safely around what could’ve otherwise been a life changing accident, and then sets you back on course, no harm done.
In the event such systems can’t save you from trouble the E Coupe’s Pre-Safe system will instantly and automatically close all windows and the sunroof, pull the seats upright, cinch the seatbelts and more while doing its best to stop and steer you away from the critical path as quickly as possible. Even more amazing, milliseconds before a crash Mercedes’ new Pre-Safe Sound deploys a high-volume blast
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| Yes, that’s two massive digital interfaces joined at the middle, controlled by switchgear on the standard flat-bottom steering wheel. (Photo: Karen Tuggay, Canadian Auto Press) |
of pink noise through the audio system to limit hearing damage from the types of high-pressure noises that occur during an accident. Mercedes said it’s “not designed to protect your life, but designed to protect the quality of your life.” That sounds good to me. Of note, the E-Class sedan gets a best-possible Top Safety Pick Plus rating from the IIHS in standard trim, so it’s likely this new E-Class Coupe will be just as safe.
Whether left to its own autonomous devices or kept in complete driver control the E 400 4Matic Coupe is one ultimately smooth and wonderfully swift machine. Its twin-turbocharged direct-injection 3.0-litre V6 (a less potent version of the 396 horsepower AMG E43’s powerplant) produces 329 soulful horsepower and 354 lb-ft of near immediate torque for a brisk 5.3-second sprint to 100 km/h (0.9 seconds quicker than the outgoing model) and a top speed of 209 km/h (130 mph), while its new lighter nine-speed 9G-TRONIC longitudinal automatic is as quick and smooth an operator as anything in the class,
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| The the new turbine-look air vents are more efficient and look fabulous. (Photo: Karen Tuggay, Canadian Auto Press) |
plus another notch up on most competitors’ eight-speed boxes.
Unlike most challengers, Mercedes maintains quality control by manufacturing its own transmissions, so rest assured the same care and attention that goes into its outward craftsmanship backs up sights unseen as well. Aluminum paddles are included, but as silky as these feel to the fingers and as quick to react as they are, the transmission’s ability to automatically downshift under braking in Sport and Sport+ modes made them irrelevant in all but extreme situations, although it should be noted the sharpness of shifts under Sport+ mode had me slotting the drive selector into Sport mode more often than not. It’s a grand touring car after all, and while capable of chewing up miles and miles of fast-paced asphalt without complaint, it’s even better at tasking long sweeping freeway curves at yet faster speeds.
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| The optional 12.3-inch configurable TFT gauge cluster is unusually brilliant. (Photo: Karen Tuggay, Canadian Auto Press) |
While I chose Sport mode for most duties, Comfort and Eco were also quite capable no matter the speed or terrain.
When set to either of its more docile settings the E 400 4Matic Coupe manages fuel well thanks to plenty of built in efficiencies, a particularly notable one dubbed “sailing” mode that shifts the gearbox to neutral when coasting. Highway fuel economy is therefore excellent at 8.9 L/100km, whereas a smooth operating standard auto start/stop system that shuts the engine off when it would otherwise be idling helps it earn an 11.8 L/100km rating in the city.
As you might guess this E Coupe was thoroughly comfortable and plenty easy to drive around town, but when pushed hard through the distant hills that made up much of the aforementioned route it was every bit the sport coupe its lean lines promise. The car is near unflappable in fact,
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| The gauges can be configured with classic, sport or progressive graphics. (Photo: Karen Tuggay, Canadian Auto Press) |
erring to predictably controllable understeer during intensely quick cornering with very little body roll, its confident prowess aided by a 15-mm (0.6-inch) lower ride height than the already rock-steady E-Class sedan. Of course Mercedes’ standard 4Matic all-wheel drive improves road holding in as-tested dry conditions, as it no doubt would in the wet or after even slipperier snowfall.
On that note the base Dynamic Body Control suspension, which features adaptive dampers filled with two different sized chambers up front and three in back to vary ride firmness, delivers a wonderfully compliant ride no matter the road surface. We hit some frost heaved bumps, unexpected potholes and impromptu roadwork on the various backcountry highways, and nothing unsettled the car at speed.
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| These Touch Control buttons control the gauges and the infotainment system. (Photo: Karen Tuggay, Canadian Auto Press) |
It’s really a dual-personality performer, with equal parts sports car and luxury saloon. If you want even more high-speed comfort Mercedes offers its optional Air Body Control suspension, but unfortunately the system wasn’t available to test during the program.
Those aforementioned missing B-pillars, along with the gently canted windshield, forced Mercedes to thicken the A-pillars in order to increase the car’s structural rigidity, this slightly limiting forward visibility around corners. I got used to it quickly enough thanks to excellent sightlines in every other direction, but I remained grateful the car’s many electronic eyes were keeping watch where mine couldn’t see, not to mention its superb 360-degree parking camera that made for easy manoeuvrability in small spaces. That sweptback windshield enhances aerodynamics resulting in a svelte 0.25 drag coefficient, which is plenty slippery for a large car with such a grand grille.
Grand
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| Navigation is standard, as is Apple CarPlay, Android Auto, a backup camera and more. (Photo: Karen Tuggay, Canadian Auto Press) |
in mind, unlike the previous C207 E-Class Coupe that was based on a modified version of smaller C-Class (W204) underpinnings in an attempt to improve its athleticism, just like its CLK predecessors, this new seventh-generation two-door is a true mid-size E-segment model that shares Mercedes’ new W213 E-Class architecture. This allows for significantly more outward size and interior space than its predecessor, the former measuring 123 millimeters (4.8 inches) longer overall with a 113-mm (4.4-inch) increase in wheelbase, while its also 74 mm (2.9 inches) wider and 33 mm (1.3 inches) taller. This newfound size is a better fit within Mercedes’ lineup, its 4,826 mm (190.0 inches) slotting right between the 4,686 mm (184.5-inch) C-Class Coupe and 5,027 mm (197.9-inch) S-Class Coupe.
Oddly, despite the increased size its trunk space is slightly down in volume, from 450
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| The E’s switchgear is superb. (Photo: Karen Tuggay, Canadian Auto Press) |
to 425 litres (15.9 to 15.0 cubic feet). Of course this is still generous by coupe standards, while it can also be expanded via 40/20/40-split rear seatbacks.
On that note, I wouldn’t be calling the new E-Class Coupe a 2+2. It’s really a classic two-door sedan, in that real adults can comfortably sit in all four positions. Climbing in back is easy thanks to a lever on the front seatback that automatically slides it forward to make an amply wide entry. When seated in one of its nicely sculpted rear seats, the front seat automatically returns to its previous position, with no additional adjustment required. My admittedly smaller than average five-foot-eight medium-build frame felt adequately pampered, with more than enough knee and foot room despite 66 mm (2.6 inches) cut from the E sedan’s wheelbase, plus enough headroom for a fully extended neck, although with only a couple of finger’s widths from the top of my crown to the sloping rear glass I could understand grumbles overheard from those
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| The beautiful dash clock has such a clear crystal it looks like sapphire. (Photo: Karen Tuggay, Canadian Auto Press) |
in the six-foot-plus crowd. All could appreciate the car’s increased shoulder and hip room mind you, which was felt up front as well. That’s where it’s a whole 35 mm (1.4 inches) wider at the shoulders, whereas those in back get 15 mm (0.6 inches) more from side-to-side.
Driver’s seat ergonomics are spot on too, and what’s not inherently ideal for your unique needs can be adjusted to the nth degree. The aforementioned steering wheel is Nappa leather-wrapped and even flat-bottomed in base trim thanks to the E Coupe’s standard AMG package (that’s optional south of the 49th), but only in darker interior trims (beige doesn’t get it), and for reasons that don’t make much sense a heated rim can’t be had despite the steering column boasting standard powered actuation. I can feel my frostbitten digits as I write, and I’m a west coaster that doesn’t have a right to complain, but I’m hazarding a guess this issue will be remedied at some future point.
On
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| A variety of hardwoods is available for personalization. (Photo: Karen Tuggay, Canadian Auto Press) |
that note you can opt for a regular round steering wheel at no charge if you’re so inclined, albeit doubly-strange it doesn’t have a heated rim in our market either, whereas the other standard AMG package upgrades include 18-inch alloys, the previously noted Diamond grille, a twin power-dome hood, aero body kit, beefier 360 mm front brakes with drilled rotors and “Mercedes-Benz” branded calipers, polished aluminum window trim, dual exhaust pipe finishers, open-pore dark ash hardwood interior inlays, and lest we forget AMG velour floor mats.
Now that we’re on about standard kit, the leather-clad 16-way powered front memory seats are heatable as are the noted armrests, while the 12.3-inch COMAND infotainment display gets navigation, Apple CarPlay, Android Auto, HD and satellite radio, a backup camera, and plenty more. Mercedes’ realistic feeling Artico leatherette is stitched together atop the dash and much of the instrument panel, upgradable to legit hides of course, while standard ambient lighting
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| The seats are amazingly comfortable, especially when optioned with massaging function. (Photo: Karen Tuggay, Canadian Auto Press) |
wows with no less than 64 selectable colours. Bright lights in mind, rearview and driver’s side auto-dimming mirrors ease the eyes during nighttime driving.
I’ve already noted the massive overhead glass, although neglected to mention the front glass benefits from Magic Vision Control wipers boasting heated blades with integrated washers, while no-cost options include beautifully sculpted slabs of open-pore light brown elm or piano black lacquered hardwood instead of the standard dark ash. Likewise the standard black roofliner is available in beige at no charge.
The packages mentioned earlier aren’t the only options available, with others including two available $3,300 designo interiors that add Black/Titanium Grey Pearl
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| Six-foot adults fit in back comfortably. (Photo: Karen Tuggay, Canadian Auto Press) |
or Macchiato Beige/Titian Red Nappa leather to the seats, instrument panel and door beltline, along with plusher floor mats. Additional options include various $1,500 Nappa leather upholstery upgrades, $1,200 ventilated front seats, $650 heatable rear outboard seats, a $500 Air Balance package that adds available fragrances to the ventilation system, a $600 powered rear window sunshade, $150 wireless phone charging, and last but hardly least a $6,900 Burmester 3D surround sound audio upgrade that builds on the unit found in the Premium package with 1,450 watts, 15 amplifiers and 23 speakers resulting in phenomenal audio quality no matter the genre of music chosen. It features a unique 3D-Sound algorithm that even makes classic stereo-mixed tunes fill the car with a “wall of sound” reality rivaling the best audio systems I’ve ever heard, while a “Pure” mode breaks it all down to a natural rawness, just like it would’ve sounded during mastering.
Somehow
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| Coupes with sedan-sized trunks are always welcome. (Photo: Karen Tuggay, Canadian Auto Press) |
the word mastering seems appropriate when summing up this new E 400 Coupe. It’s truly a car like no other. It harks back to the mid-size two-door hardtops of Mercedes’ past, delivering a level of substance and refinement that normally requires an entry price two to three times higher, while incorporating a lightness, efficiency, and environmental stewardship to its design that such ultra-luxury coupes ignore completely. Its outward style is unquestionable, and opulently attired interior hard to fault.
Those blessed with impeccable taste should seriously consider the new E-Class Coupe.
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