Mercedes-Benz E350 2005

It was time for the Mercedes E-Class to step things up.

With Acura, Audi, Cadillac and Infiniti all getting over 250 horsepower out of their V6s, the 221-hp Mercedes-Benz E320 had edged uncomfortably close to the "getting by" category. Although the more expensive V8-powered Mercedes E500 makes 302 hp, it costs almost $60,000. That's a big figure to swallow, so a great many American buyers opt for the entry-level V6-powered E320.

This March the Mercedes E320 will become the E350, which will be powered by a new 3.5-liter V6 good for 272 hp and about 258 pound-feet of torque. Actually, the engine is not new; it has already been powering the 2005 SLK roadster for half a year. But it does feature technologies its predecessor did not, including a crankcase and cylinder heads made of aluminum to save weight, continuously variable valve timing on both the intake and exhaust valves and a two-stage intake manifold. If history means anything, expect to see this new engine in the Mercedes C-Class and CLK-Class soon.

Also new is a seven-speed automatic transmission (4Matic all-wheel-drive models stick with the five-speed auto). Mercedes says the wider spread of gear ratios of the seven-speed combines with the increased efficiency of the new V6 to improve fuel economy 0.5 mile per gallon for a combined city/highway rating of 24.3 mpg versus 23.8 mpg in the Mercedes E320.

The fuel economy gain may be small potatoes, but get the Mercedes E350 out on a straight highway and there's a noticeable difference in personality. The E320 always struck us as smooth and refined during hard acceleration, but never too lively. The Mercedes E350, on the other hand, feels downright athletic under full throttle. It even has a snarling exhaust note. Mercedes says zero to 62 mph takes only 6.9 seconds, which is nearly as quick as anything in the class with a V6.

Throttle response is a bit tricky, however. The accelerator pedal is quite stiff, and in a few passing situations, we found ourselves having to stomp on it harder than expected to get the necessary downshifts.

The other major midyear change for the Mercedes E-Class is availability of a real sport package. Previously, buyers could spring for fancier wheels and high-performance tires in the same size as the stock all-season set, but there were no other upgrades to enhance performance.

Now Mercedes E-Class buyers can get a package that includes firmer suspension tuning and a 10-percent quicker steering ratio (14.7 to 1). They'll also pick up 18-inch wheels and staggered-width tires — 245/40 in front, 265/30 in back — that are the same size as those of the 493-hp E55.

Inside, the sport package, available on both the sedan and wagon, features a sportier steering wheel with shift buttons for the automatic transmission, more heavily bolstered sport seats and stainless steel pedals.

We spent a couple of hours behind the wheel of a sport-package Mercedes E350 wagon, on Mallorca. The tiny island off the coast of Spain would seem the perfect place to test a car's reflexes, as some of the twistiest roads known to humanity wind through its small mountain ranges, but it wasn't. In reality, many of these roads were built to fit subcompact hatchbacks and motorcycles.

We spent much of the time just trying to keep our midsize wagon from falling off the road amidst the magnificent coastal scenery. Whenever the pavement widened, though, the car was a lot of fun — tight and balanced with loads of grip. The steering still doesn't feel as alive as the steering of the BMW 5 Series, but with the sport package, this Benz could easily be regarded as the number-two athlete in the midsize luxury car segment.

Although the changes are subtle from behind the wheel, the bigger engine and sportier chassis tuning certainly make the entry-level Mercedes E-Class more enjoyable to drive. If you were hesitant to spend $50,000-plus on a Mercedes with only 221 hp, just wait until March and you'll get 272.