Mercedes-Benz E-Class Sedans have a history that dates back for more 50 years. Beginning with the 1947 model, the E-Class now enters its ninth generation with a refreshed exterior and more advanced technology and safety features than ever before.

Slightly larger inside and out, the E-Class sedan competes against such premium models as the BMW 5 Series, Infiniti M, and Cadillac CTS. Sitting an inch lower to the ground, Sport sedans have squared-off exhaust tips, “twist” rocker panels and a grille with three horizontal bars, above a massive air intake. Luxury-model grilles contain four bars, with a smaller air intake.

Interiors feature an abundant selection of hand-polished burl walnut wood. The sedan’s gearshift lever has moved from the floor console to the steering column, operated electronically. Five-level Ambient Lighting, taken from S-Class sedans, aims to reduce eyestrain. E550 Sport sedans have a three-spoke steering wheel with thumb notches (optional for E350 Sport), versus a plain four-spoke wheel for other models. Seats are 14-way power-adjustable.

Heading the list of safety features is newly standard Attention Assist, a drowsiness monitor that tries to alert a dozing driver. Steering-angle sensors consider more than 70 variables, starting with your profile, over the first 20 minutes of driving. An audible warning is accompanied by display of a coffee-cup icon. Standard enhanced Pre-Safe Braking can provide partial or full-power braking in emergencies. Nine airbags are standard, including driver’s knee and pelvic bags.

Additional safety items are optional. Radar-based Distronic Plus maintains a pre-set distance from the car ahead, working like an “invisible rubber band,” according to Bernhard Glaser, general manager for product management. Night Vision Assist Plus recognizes pedestrians ahead, using twin infrared beams. Adaptive Highbeam Assist provides the best possible illumination, reaching up to 1000 feet ahead. Lane Keeping Assist uses a camera above the windshield to analyze lines in road, delivering three steering-wheel vibrations when the car begins to leave its path. Blind Spot Assist monitors the area 10 feet back and 10 feet to the side.

Today’s Mercedes-Benz sedans are lighter on their feet than those from a few years back, while roomy and comfortable for long-distance treks. On reasonably smooth surfaces, occupants of an E550 Luxury sedan can barely discern bumps and other road imperfections. Even when a jolt occurs, it’s stifled virtually instantly, transmitting minimal annoyance to the interior.

Mercedes-Benz offers U.S. buyers a choice of two engines, both available in either Luxury or Sport trim level. In E550 sedans, a 5.5-liter V-8 again develops 382 horsepower and 391 pound-feet of torque, driving a seven-speed automatic transmission. E350 sedans contain a 3.5-liter V-6, still rated at 268 horsepower and 258 pound-feet.

Estimated fuel economy is 18/25 miles per gallon (city/highway) for V-6 models, and 16/23 mpg for E550 sedans. Mercedes-Benz’s transmission can skip as many as three gear ratios when downshifting, depending on the situation. A Hold function prevents “creep” at stoplights. Instead of coil springs, an Airmatic air suspension is installed on all V-8 sedans.

Transmission downshifts with the V-8 engine are not only impressively smooth, they occur promptly. Gear changes are hardly discernible. Expect assertive, refined acceleration at any speed. On certain surfaces, one Luxury sedan suffered slight steering-wheel vibration; other models felt fine.

Luxury-sedan steering feels too light and slow-responding to suit some drivers, so that sedan doesn’t feel wholly comfortable on curves, or even some straight-aways. Shoppers who favor the most confident control might prefer a Sport V-8, which sticks to the pavement with greater tenacity. Steering feels a tad tauter, more in accord with directional changes.

As expected, response is more ordinary in a V-6 model: sufficiently strong, but lacking the V-8′s finesse. Still, the V-8 commands a sizable extra cost. In any version, seats keep you neatly in place. Front space is ample all around, though headroom could be a tad higher. The center controller knob isn’t easy to make out, but must be studied.

On sale since June ’09, the rear-wheel-drive 2010 E350 sedan has a Manufacturers Suggested Retail Price of $48,600 (plus $875 destination charge). That’s actually $4,600 lower than the equivalent 2009 model. Choosing an E550 raises the tariff to $56,300; plus another $2,500 if you want 4Matic all-wheel drive. All-wheel drive sedans go on sale in September, followed in November by the superstar 518-horsepower E63 AMG sedan. Mercedes-Benz also intends to introduce a BlueTec diesel sedan next spring.

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Should I purchase a 2010 Mercedes Benz C300 or a 2010 BMW 328i?
I am looking to buy an entry- level luxury car and my options have narrowed down to these two cars. I can't make up my mind as to which one to buy. I am looking for features and a car that will last. I am getting a bit skeptical about the Mercedes because I was told that it is very expensive to maintain this brand and BMW is not as much, is this true? Please let me know any reviews or problems you know about these cars. Thanks!

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The Lincoln MKS for 2010 bristles with technology. To us at least, the (really) big news is the optional EcoBoost engine package. This is a strong arm Lincoln that has few peers when it comes to prodigious thrust. Therein lies the charm of Lincoln’s twin turbo package. It provides the performance of a much larger displacement engine, but when you keep your foot out of the go-pedal, the fuel-efficiency of a smaller V-6. Advantage: Torque. And in this situation, Lincoln could have the best game in town.

The big news brings us to the big debate: horesepower versus torque. Torque is what you feel when you kick down an automatic transmission and it pins you to the seatback. Torque is what allows an engine to run relatively low RPMs down the road, but still prove to be totally useful when you need to effortlessly pull out and pass someone or something. The truth is, horsepower is the result of mathematics and engine speed. Torque is what gets the job done. But there’s more: If you have an engine that produces copious quantities of torque in a low RPM range, that same engine can be tuned to be very efficient. Now, it’s no secret you can build torque in a large number of ways. The old way was to build big displacement, long stroke engines. North American luxury cars relied upon that game plan for decades. But big capacity isn’t always the most energy efficient and, generally speaking, they tend to be more difficult to harness from an ecological perspective. Another way to achieve the same torque results, but simultaneously improving the fuel economy is by way of turbocharging.

And that’s exactly the path Lincoln chose for their new optional 3.5-liter EcoBoost V6 for their 2010 Lincoln MKS flagship. As Lincoln points out, “With the fuel economy of a V-6, the 3.5-liter EcoBoost engine delivers an impressive 355 horsepower and a responsive 350 lb.-ft. of torque across a broad rpm range. That gives the Lincoln MKS the power of a normally aspirated 4.6-liter V-8. It also means a Lincoln MKS can deliver more performance and provide better fuel economy than many of its Asian or European competitors, even some competitors’ V-8s. In order to arrive at this performance level, Lincoln engineers chose to incorporate water cooled, twin parallel turbochargers. They operate simultaneously and work in tandem with a gasoline direct-injection fuel delivery system to produce power instantly when you mash the gas pedal. The result is lag-less performance from the twin-turbo’d engine. Another big benefit is the gasoline direct fuel injection system where fuel is injected directly into the combustion chamber by way of high pressure (2,175 PSI, according to Lincoln engineers). Effectively, six individual jets spray fuel directly into the chamber. There is no delay from the time the fuel is injected to the time when it is used by the engine.

Equally important is the fact that the incoming air charge (compressed by the twin turbos) is effectively cooled by the directly injected fuel. Two important side benefits include improved fuel burn and lower emissions. In terms of measurable numbers, the MKS with EcoBoost produces its peak power (355 hp) at a comparatively low 5700 rpm but, most important, the little V-6 produces maximum torque (350 foot-pounds) at a very low 3500 rpm. Equally significant, the torque curve is flat. That means useful power is obtainable (in a big way) almost anywhere you need it. Environmental Protection Agency (EPA) mileage numbers for the 2010 Lincoln MKS are: 17/24 city/highway for MKS FWD; 16/23 for MKS AWD, and 17/25 city/highway miles per gallon for the 2010 MKS AWD with Ecoboost. As you might have guessed, the prodigious performance provided by the EcoBoost engine grabbed most of our attention (it’s that good). Yet truth be known, the rest of the top-line Lincoln is no slouch either. In order to get the big torque to the ground, the Lincoln incorporates a six-speed SelectShift automatic transmission with paddle shift activation backed by an all-wheel-drive system. Lincoln engineers went through the automatic so that it was up to the task of backing the stout twin turbo’d V-6.

Upgrades include reworked gears, more robust friction materials and a new torque converter. Simultaneously, the final drive ratio was reduced to a 2.77:1. That reduced the engine speed under almost all conditions. Nineteen-inch wheels are standard with the MKS EcoBoost engine package and so is an expanded level of standard equpment that includes Intelligent Access with Push Button Start, ambient lighting, adaptive HID headlamps with Auto High-beam, rain-sensing wipers and rear-window power sunshade. Crack open the driver’s door and you’ll find a new three-pod instrument cluster. The steering wheel includes ergonomic grips at the 10:00 and 2:00 O’clock positions, situated perfectly to use the integrated paddle shifters. Seats are solid and, as expected, full-functioned. Lincoln phased out the suede seat material late in 2009. Our test car came equipped with discerning chocolate and graphite leather trimmed seats. Like the outside of the MKS, there’s plenty of well placed chrome trim to remind you this is, after all, a Lincoln. One thing we can’t forget is the wide suite of available technology in the MKS series. For example, the Navigation Package provides voice-activated DVD Navigation with THX II 5.1 surround sound, DVD/CD/MP3 player, includes 10GB music jukebox and SIRIUS Travel Link. The popular SYNC information system returns (it includes the capability to voice-activate most phones and media players). Newly added to SYNC, integrated real time traffic reports, turn by turn directions, sports scores and other useful information. (SYNC Traffic, Directions and Information, however, is not available on vehicles equipped with the optional factory-installed navigation systems.)

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Why Does the 2010 Lincoln MKX get better MPGs than the previous model year?
The 2009 got 16 City and 24 Highway, but the 2010 gets 18 City and 25 Highway? If their were any adjustments, please tell me.

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autoMedia.com, together with their expert automotive journalists, provides automotive advice you can trust. Original auto reviews and road tests provide accurate and entertaining information to car shoppers and auto enthusiasts. Enjoy more of their popular reviews and get additional information on the 2010 Lincoln MKS along with details on all Lincoln Models.

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