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Mercedes-Benz E-Class W211

Let the majority of the “luxury” options of this car, such as keyless access, rain sensor, navigation and parking sensors, are available in modern mass C-class machines, but the balance of smoothness and controllability, quality of finish and sound insulation in the W211 are relevant today. In addition, this is probably one of the last Mercedes, created before Daimler set a course for cheaper interiors. Unjustified technical complication and price increase here, alas, is already encountered, but is not widespread, as in later models. At the same time, as of 2019, the W211 has not yet entered the advanced age of the young timers, when from old age, with daily use, the one and the other constantly breaks. In short, with the difficult choice of a decent second-hand option, there is something to fight for.

Appliances, restyling and dorestayling
Petrol V6 M112 and V8 M113 dorestaylingovyh W211 inherited from the late W210, and the straight-line diesel engines 2.1 OM646, 2.7 OM647 and 3.2 OM648 upon closer examination turn out to be the development of the well-deserved line OM611 / 612/613, differing primarily in fuel equipment. The rest of the E-classes of the two generations also have a lot in common: the automatic transmission 722.6, the architecture of the suspensions and not only.

But there were also innovations: the SBC electro-hydraulic brake system, optional air suspension (for the first time in the class!) And the completely new 1.8-liter M271 petrol inline “fours” with a compressor. In 2004, the petrol V6 was updated: in addition to the 3.2 M112, the 3.5 M272 was released, and in 2005 another pair of new diesel engines were released: the progressive 3-liter V6 OM642 and the 4-liter V8 OM649 – a modified and slightly forced version is sad famous OM648 raw construction.

The restyling brought a rejection of the SBC (later in this part of the review we will explain why), the replacement of the 5-speed box 722.6 with a 7-speed 722.9 for versions with V6 and the next updates of the engine line. The V8 instead of the M113 occupied the engine from the new line of the M273 series. The V6 M272 line was expanded with the addition of “junior” versions by 2.5 and 3 liters, completely replacing all the options with M112 engines. In the diesel line replaced the inline five-and six-cylinder version of the new V6 and updated V8.

The reverse side of the evolution of engines, we will pay attention to the second part of the material, but for now let us talk about the problems of the body, interior, chassis and electrics.

Body W211 is almost completely steel, with minimal use of aluminum. The hood and front fenders are all made of winged metal here.

The steel is perfectly painted from the factory, but due to the age bugs on the outer panels and rust in the hidden areas are found, even on specimens that have not been in an accident. True, the body is not galvanized, so if the paint is damaged, the corrosion processes will begin immediately.

Outside, the main problem points are the front edge of the roof and the rear arches of the body, sometimes the edges of the doors, the boot lid, as well as the installation location of the moldings and door handles.

Aluminum parts are not annoying. Wings imperceptibly corrode in the lower part, at the mounts, and the hood is usually pristine clean, both outside and inside.

Careful inspection from the bottom with the removal of lockers can add negativity. Many cars with deep rust in the rear wheel arches. Particularly affected panel with a cap threshold and a point near the locker fastening pins.

The threshold under the plastic lining, where dirt accumulates (sometimes literally in kilograms) rusts intensively: corrosion begins from the bottom, from the seam, and from above, from the shelf with plastic fastening clips. Sometimes the problem goes so far that traces of rust are visible outside when it comes out from under the lining.

In the front arch, corrosion manifests itself only near the upper arm mounting niche and at the junction point of the mudguard reinforcement pad and the front spar.

The bottom, if the aerodynamic screens are intact, almost does not suffer from corrosion from the outside, except that in the rear part, at the inner arch of the rear wheel, the open edges intensively rust. There are surprises with rotting of the body floors from the inside, near the drain plugs, due to the wet floor of the boot and the cabin. There are two main reasons: a leaky seal opening the trunk or rear doors or clogged drainage hatch.

The reason may be minor accidents, loads on the body, the use of aggressive fluids in the engine compartment, elevated temperatures, or blocked pipes to drain water from a niche. The latter are not very long, they are bred into the space above the front wheel locker and become clogged with dirt.

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