Has Teri Hatcherhad some work done? Probably. She certainly looks great, but Hollywood's plastic surgeons aren't talking. Mercedes has given the E-class a similarly discreet midlife nip-tuck. Careful study of before-and-after photos reveals subtle revisions to the grille, lights, bumpers, wheels, and decklid. Interior spiffs include a new steering wheel and standard goodies like a sunroof and premium six-disc sound. New neck-Pro active head restraints that reduce the risk of whiplash and Pre-Safe (the S-class hand-me- down that tightens the belts, closes the windows, and adjusts the seats when sensors indicate an impending crash) provide class leading safety. In fact, 40 percent of the car is new or revised.
There are four new engines (okay, the 68-horse, 3.5-liter V-6 bowed in the 2006 E350), bookended by the socially responsible Bluetec 3.0- liter turbodiesel and the borderline antisocial 6.2-liter, 507-horse AMG V-8. The former leans on state-of-the-art direct injection and catalyst technologies to provide a five-percent power boost and world's cleanest-diesel bragging rights. it'll launch in 45 states, then go nationwide in 008 with a urea-injection particulate filter. AMG's latest fire breather trades 50 pound-feet of supercharged torque for 38 high-revving horses. The biggest power boost comes in the mainstream V-8, which adds two cams, eight valves, and a half liter of displacement to make 80 more horses than the old 5.0-liter. All engines are now backed by a seven-speed automatic, except WD E350 and E550 4Matic models.
Chassis mods account for new part numbers as well, most newsworthy of which is the move from brake-by-wire to a hydraulic adaptive braking system borrowed from the S-class. This simpler system provides most of the same benefits (hill-holding, rain-drying, etc.) at much ower cost. And in response to enthusiasts' entreaties for more road feel, the steering ratio is tightened up about 10 percent and the power-assist curve is reshaped. Spring and shock rates are unchanged, but new variable rate bushings are stiffened only in the lateral direction to improve handling while preserving ride compliance over bumps. Special rebound springs in the top of each damper help the car to yaw (turn) before the body rolls.
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