That’s until you turn the dial up on the awesome Harman/Kardon stereo system, which is one of the best I’ve heard lately. It’s a worthy listening option against the twin-turbo stereo under the hood. Your writer also appreciated the giant centre storage bin, and my rear-seat passengers loved the rear sunshade for extra privacy.
The REST button proved another welcome touch on my December test-drive. Press it when you leave the car for groceries or supper at your favourite restaurant, and it leaves the heat on a while until you return.
  2014 Mercedes-Benz E 550 4Matic. Click image to enlarge |
Most noteworthy? The powertrain. Though it packs two turbochargers, it’s the least turbocharged-feeling engine I’ve ever operated, for two reasons.
First, there’s no lag. Not just a wee bit of lag that often passes for ‘none’, but truly none at all. That rubbery throttle feel resulting from the quick pause before forward thrust you’ll find in a comparable BMW isn’t here. Perhaps it’s hidden, slightly, between the softer, slower gear shifts (BMW and Audi still have the lead in pleasingly quick gear changes in this segment), but the E 550 engineers have eliminated turbo lag here as well as I’ve ever seen.
Second, because turbochargers are, in effect, big blockages in the engine’s exhaust stream, most turbocharged engines sound only slightly more exciting than the average Central Vac system. In the E 550 though, hammering down results in an exhaust note that’s delightfully inappropriate for such a classy rig – it throbs, snarls and barks with tasteful restraint that’s clearly audible to the driver and anyone nearby.
All of that as you’re flung along with a ramping-up of velocity that’d make your grandmother drop an F-bomb. I wondered, numerous times, how they sell the up-powered AMG version of this car, since the standard E 550 goes like absolutely frightening stink when driven with intent.
 2014 Mercedes-Benz E 550 4Matic. Click image to enlarge |
Pushed, the E 550 doesn’t feel as instantly frisky as a comparable 5-Series, A6 or GS. Flat handling, gobs of grip and stable, confidence-inspiring dynamics are still apparent – though they’re delivered in a calmer, grown-up sort of way. The relaxed steering feel and laid back drive make for some beautiful highway cruising.
The 4Matic system is also notable. Even stopped on a steep, icy grade with some exposed patches of bare pavement, the tester managed to find its way up with natural refinement – not an orchestra of wheel spin, clutch-pack slamming, lurching and driveline shockwaves as drive power is portioned actively between axles and varying traction levels. Just a tiny bit of wheelspin is met by instant braking, while the other wheels try their luck at getting the E550 moving. Shuffling of power is seamless.
Complaints were limited, because at this price point automakers typically do a bang-up job. The ride can get a little sharp and jagged on rough highways even in the suspension’s Comfort setting, and I was expecting, perhaps, a little less wind noise at speed.
A bigger complaint relates to the controls behind the steering wheel, which are a mess. Key example: the transmission’s Park setting is engaged from a button mounted to the end of a shifter stalk that sits where every other car puts its wiper controls. As a result, I nearly put the E 550 in Park when I wanted to clean the windshield numerous times, and succeeded once. The car didn’t sound happy about it, and thankfully I wasn’t moving too quickly. If you regularly drive only fairly recent Mercedes products, you’re used to this and it won’t be an issue. If you’ll regularly switch between your E-Class and any other automaker’s product, be extra careful, as I’m sure engaging park in a moving E 550 isn’t conducive to the prolonged life of its gearbox.
But, end of the day, when it comes to eating up long distances, especially on slippery roads, the effortlessness built into the E 550 4Matic should keep drivers at ease and relaxed – thanks in no small part to the world-class engine and world-class all-wheel drive. This all supports luxury driving, but also, safety and peace of mind when the roads don’t cooperate.
So, here’s a machine that’ll please luxury aficionados with its ability to turn in effortless drives through almost anything, and with that huge torque output on constant standby, it’s going to please performance buffs, too. Pricing with the twin-turbo V8 and 4Matic starts around $76,000.
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Pricing: 2014 Mercedes E 550 4Matic
Base price: $75,600
Options: Driving Assistance Package ($800), Premium Package ($5,100)
Freight: $2,075
Admin Fee: $395
AC Fee: $100
As Tested: $84,070
Competitors
Acura RLX
Audi A6
BMW 5 Series
Cadillac CTS
Infiniti M
Lexus GS
Porsche Panamera
Volvo S80
Crash Test Results:
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)
