BMW 530i v MERCEDES-BENZ 300E
THEY ARE TO GERMANY WHAT THE COMMODORE AND FALCON WERE TO AUSSIES: LARGE REAR-DRIVE SEDANS THAT ONCE DOMINATED THE MARKET BEFORE SUVs RULED THE WORLD. SO IS THERE STILL A PLACE FOR THIS PAIR?
Germany’s heartland sedans face off at the place that made Commodores great
WHEN A SPEED sign at the Lang Lang proving ground bumps the limit up to 120km/h, a thought pops into my mind. What happens to a wallaby when you hit one at highway speeds? This place is full of them. Kilometres of security fencing that cage in hectares of undisturbed bushland have fostered a wildlife sanctuary for the wallabies. Now, mobs of them lurk by the roadside, threatening to jump out at the slightest spook. I proceed carefully.
Given the history of this place, I also wonder what the wallabies think of our BMW 530i and Mercedes-Benz E300. Our duo’s understated class might look out of place among the rugged and overgrown fields of Lang Lang – but their size and layout would be familiar.
The irony of being here to test large rear-drive four-door sedans that are bitter rivals, only from another country, is not lost on me. But if there was any place to assess which of these two is better, it would be in the wheel tracks of the greats we once produced.
Holden spent decades crafting the Commodore here. Of course, the keys to these grounds now belong to Vinfast, who rented us the facility for an unrelated test. I’ve just brought these two along for a chance to wring their necks legally and in relative safety.
And while this might be a battle of the niche – large SUV sales now outstrip those of large sedans at about 24 to one – the 5 Series and E-Class are segment icons. They account for over half of large sedans sold for over $70K.
For decades the BMW 5 Series and Mercedes-Benz E-Class have infused sporting pedigree with stately comfort to plug the gap between the compact class and full-blown luxury, but recent facelifts for both set the stage for this showdown.
They have welcomed new technologies, freshly skinned front-ends and boosted specification with more kit. For instance, the E-Class kicks things off with new full-LED headlights that flank a new front bumper while the rear LED tail-lights are now split across the rear boot. E300s also score multi-beam LEDs as standard over a base E200, complete with adaptive functionality.
Inside, the E-Class interior continues to champion smooth, rounded surfaces. For example, the MBUX-capable infotainment flattens the centre console area by replacing the old bulky rotary dial with a sleeker trackpad. The pad improves the interface experience with the centre screen, but it can prove tricky to finesse at times.
The steering wheel is the same deal. For the E-Class, all steering wheels now use capacitive touchpads for functions like cruise control, media, phone calls and infotainment. While the steering wheel has its flaws, it helps the front workstation now feel and look high-tech when combined with the dualwidescreen cockpit.
The BMW 530i, by comparison, seems a little stale inside. In its defence, the digital instrument panel is relatively new, and the central display screen now measures 12.3 inches instead of 10.2. But most components, button pads, dials and controls are carried over. Still, if it isn’t broken – ergonomically, the BMW is still a benchmark.
Both cars offer excellent heated front seats with driving positions that make the most of their reardrive layout and longitudinal engine placement. In the back, the BMW wins on headroom but suffers for legroom, even though it has a longer wheelbase.
Otherwise, the BMW displays its facelift proudly. Thinner front headlights match a more aggressive front bumper. There are also more geometric-shaped front kidney grilles and L-shaped daytime running lights. The rear bumper, meanwhile, features a different coloured insert.
Further changes are also hidden away under the bonnet. Four-cylinder models have upgraded fuel pressures in their direct injection systems from 2900 to 5076psi to improve throttle response and fuel efficiency.
Both cars use a 2.0-litre in-line four-cylinder force-fed by a twin-scroll turbocharger making modest yet adequate power. The BMW feeds 185kW/350Nm to the rear wheels through an eight-speed ZF transmission, whereas the Mercedes-Benz ekes out 190kW/370Nm, with a nine-speed automatic transmission and rear drive.
Despite being down one gear and lacking 5kW and 20Nm on the Mercedes, the BMW boasts a higher power-to-weight ratio thanks to a 1625kg kerb figure. But winning the battle on paper is one thing.
I start the BMW on a short makeshift drag strip, switch off