2024 Mercedes-Benz E350 4Matic Tested: Fighting to Get Back On Top
The 2021 MotorTrend Car of the Year had slipped to fifth in our Ultimate Car Rankings—does the sixth-gen E-Class retake the lead?
Pros
- Drives lighter than it is
- Smooth ride and agile rear-steer handling
- Savvy ADAS
Cons
- Languid brake pedal
- Cabin comfort suffers during auto-stops
- Annoying voice assistant
The gentle tick-tick-tick you hear is a self-initiated turn signal for an autonomous lane change. On this three-lane freeway with no one ahead, our 2024 Mercedes-Benz E350 4Matic test car prefers traveling in the middle lane to avoid traffic entering or preparing to exit the freeway. Metaphorically, however, this W214-generation E-Class is pulling out to pass the four midsize luxury vehicles that have overtaken it in the marketplace since a midcycle refresh of its fifth-generation predecessor—a vehicle we named our Car of the Year for 2021. (In order, the cars that have surpassed it since then are the BMW 5 Series, Audi A6, Lexus ES, and Genesis G80).
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Fantastic Driver Assists
Sure, it’s nice that the system will execute lane changes to pass slower-moving traffic. But we award extra credit for being darned good about not initiating a passing maneuver when the speed differential with the other vehicle is so small that it would take forever to get around and for swiftly merging back to the right to unclog the fast lane after executing the pass. So polite. And on the few occasions we initiated a manual lane change a split second before signaling our intention, the scolding feedback vibrations from the car stopped the moment the turn signal went on. (Most cars complete their full scold.) But our favorite feature is the capacitive-touch steering wheel that senses a hand on the wheel and hence never pesters the driver to jiggle it. This should help the new Mercedes-Benz E-Class close the gap in Tech/Innovation—the MotorTrend Ultimate Rankings system category where it scored lowest. We’re somewhat disappointed that Mercedes asks $1,950 for this Driver Assistance package on a car that starts at $63,450, but here we are.
Opulent Interior
As luxury midsize sedans go, the open-pore maple wood with aluminum lines on the center console impresses with Louis XIV–worthy marquetry—and it only costs $200 when you opt for the $1,500 Superscreen; otherwise extending this wood to the dash costs $15 more than the screens. Frankly, the wood dash looks snazzier. But if your shotgun rider bores easily, they can watch videos on YouTube, Prime, or Disney+ and play games like Pairs, where you match photos, or Shuffle Puck (think digital air hockey)—all of which is invisible to the driver. Your co-pilot can also commandeer the audio or navigation systems, surf the net, or monitor various vehicle functions. The $3,400 Pinnacle Trim package brings 4D Burmester sound with ambient lighting that pulses to the beat (like the Kia Soul offered!), Dolby Atmos, and bass kickers in the front seat backs.
Swift, Stoic Performance
What with all the acoustic laminated glass and other insulation, the little 2.0-liter turbo engine goes about its business like an old-world butler: quietly and efficiently. It whisks the 2024 Mercedes E350 4Matic to 60 mph in 5.9 seconds—0.6 second ahead of our last 2.0-liter W213 E300 4Matic. That’s slower than the top-ranked BMW 530i xDrive, tied with the fourth-ranked Genesis G80 AWD 2.5T, and ahead of the third-ranked, V-6-powered Lexus ES350.
Nipping at BMW’s Heels in Handling
In our braking and cornering tests, the 2024 Mercedes-Benz E350 4Matic nips at the BMW 530i xDrive’s heels, trailing by just 2 feet in braking (102 ft), 0.02 g in lateral grip (0.93 g average), and 0.6 second on the figure eight (26.2 seconds at 0.70 g average). That last figure is ahead of all its chief four-cylinder rivals, though oddly it trails its predecessor by 0.4 second. We do wish the brakes engaged more firmly and closer to the top of the pedal travel, and we found the variable-ratio steering requires a modicum of acclimation, especially with the added low-speed variability of four-wheel steering (which comes bundled with the $3,200 Airmatic suspension). The rear steering really makes the car feel lighter and smaller than it is. Performance has been the E-Class’ second-lowest ranking category, and it should get a boost from these results.
Efficiency and Value
These are the other two major ranking categories, and the new Mercedes E350’s EPA efficiency ratings (24/33/27 mpg) advance it to just behind the BMW within its competitive set. On the value front, its $63,450 base price means this entry E-Class costs at least $2,200 more than corresponding competitor models. That buys the smallest passenger compartment but the largest trunk of the bunch. Such is The Star’s brand positioning.
Is the E350 4Matic Worth It?
Trust us, you won’t really notice the interior size difference—the rear seat is superbly comfortable with loads of thigh support and great visibility. The Airmatic ride is near the top of the segment, and the amenities and driving experience go a long way to justifying our test car’s $82,730 as-tested price. A few things we’d improve: Without the electric-powered HVAC system used in plug-in hybrids, the car gets stuffy during auto-stop events (which can be switched off via a button next to the main ignition switch). We also wish the sunroof shades were opaque, and we’d prefer a voice assistant with a permanent off button to silence unsolicited interjections like, “I live to answer your questions!” But the 2024 Mercedes-Benz E-Class is an undeniably beautiful car inside and out, and it’s comfortable in its skin. It’s not trying to be a sport sedan, yet it’s eager to hustle around corners if you’re running late. We see it merging politely back into our Ultimate Car Rankings lane just behind that BMW 5 Series.
I started critiquing cars at age 5 by bumming rides home from church in other parishioners’ new cars. At 16 I started running parts for an Oldsmobile dealership and got hooked on the car biz. Engineering seemed the best way to make a living in it, so with two mechanical engineering degrees I joined Chrysler to work on the Neon, LH cars, and 2nd-gen minivans. Then a friend mentioned an opening for a technical editor at another car magazine, and I did the car-biz equivalent of running off to join the circus. I loved that job too until the phone rang again with what turned out to be an even better opportunity with Motor Trend. It’s nearly impossible to imagine an even better job, but I still answer the phone…
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