The restyling of the Mercedes E-Class & egrave; recently been in our spotlight: Nicola tried the Coup & eacute; 220d 4MATIC. All-wheel drive and diesel pi & ugrave; chosen by customers, the one for traveling without AMG performance claims but with perfect balance. Brilliant and attentive to the wallet.
Class E, for & ograve ;, & egrave; a car with a thousand faces and with a range of engines to be envied by other manufacturers, up to the diesel plug-in hybrid, a rarity in the segment despite being the combination which, perhaps, has more & ugrave; sense of all in the PHEV world. And the test of consumption while traveling with low battery will prove it to you …
Auto 16 Mar
ALL E-CLASS FACES 
Before moving on to the test, for & ograve ;, let's take a moment to take stock of the situation because & eacute; Class E is not; a car, & egrave; a range:
- E-Class saloon
- E-Class Coup & eacute;
- E-Class Estate
- E-Class All Terrain
- E-Class Convertible
In a standardized market like today's, where SUVs are the masters (at Mercedes the equivalent SUV is called GLE and in the PHEV version it makes almost 100 km electric) & egrave; difficult to find a model capable of responding to all these low wheel niches.
In this case, for & ograve ;, Mercedes could not fail: Class E & egrave; the Mercedes par excellence , the one with which the German brand identifies itself in the common imagination and its restyling therefore maintains a history of variants to satisfy all the demanding customers of the brand. And there are not a few: since 1946 they have sold 14 million worldwide, 450,000 in Italy.
OM 654 
OM 654 & egrave; a four-cylinder diesel that reaches up to 195 kW (265 hp, 550 Nm) and is associated with an ISG that works on a 48 V on-board network. The micro-hybrid associated with the diesel is not; made to obtain a hybrid certification or to proclaim reduced consumption: the Germans, in fact, rely on diesel to reduce s & igrave; CO2 emissions but call the EQ Boost technology, with a small electric motor that provides 15 kW and 180 Nm of torque but which always works to the advantage of roundness; driving.
Among the few who still believe in diesel as a technology capable of reducing climate-altering emissions because & eacute; consumes little, the Germans of the Daimler group have perfected the OM 654 by filtering it at the level of exhaust gas treatment: it integrates a catalyst to block nitrogen oxides, a particulate filter and two SCR catalysts with ADBlue.
HYBRID PLUG-IN: THE ADVANTAGES OF DIESEL 
When it comes to plug-in hybrids there are two schools of thought . On the one hand there is who thinks that this is the right technology for the transition: if loaded, you can do many kilometers with zero local emissions and maybe cover your daily journeys. In addition & ugrave; helps skeptics get into the perspective of an electric car, facilitating the transition.
On the other hand, there is who & egrave; convinced that this is a useless technology and, indeed, it risks being if two conditions occur simultaneously: the plug-in technology & egrave; associated with a petrol engine and the owner never refills the car, either out of laziness, either out of impossibility, or because has a company fuel card and is not; incentivized.
Taking advantage of a return trip from Tuscany with the E-Class, I wanted to see what would happen in terms of consumption when traveling with a flat battery on a diesel plug-in hybrid .
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C & # 39; & egrave; a reason if the diesel enginesthey have always been associated with towing. The stations first, the SUVs today: when we think of a trailer, a caravan or the like, it is; easy to associate a diesel car because the cycle with which these thrusters work and their torque allow to facilitate heavy operations . The same is true on trucks or agricultural vehicles: diesel & egrave; the engine of so much torque immediately, the one made to move more important masses; easily of gasoline.
Why & eacute; therefore do not associate it as a preferred engine for plug-ins which, on balance, find themselves dragging the additional mass of the battery which becomes useless when it is not; recharged?
Having used the non-hybrid E-Class for the regularity race; on the way, the return was expected with the plug-in that a colleague had obviously downloaded to the extreme. Not even an electric kilometer in the battery and we leave for Milan, driving with a heavy foot because, you know, when you return after a day of driving you just want to get home and throw yourself on the sofa.
Mercedes Classe E 300 de 4MATIC & egrave ; a diesel plug-in hybrid with a 2-liter 4-cylinder engine and 194 hp associated with a 90 kW (122 hp) electric. The total sum is; of 316 HP , the declared consumption in the combined cycle & egrave; 1.6 liters per 100 km and the promised range with zero local emissions is of 54 km in electric because & eacute; for Italy it & egrave; chose not to use the battery anymore large (that of the GLE 350 de 4MATIC) so as not to sacrifice the trunk.
I had the Coup & eacute; and with the race pace (it was a regularity in forced stages) I scored an average of 7 liters every 100 km for a car that at a classic highway pace stands at 6 liters as confirmed by several previous tests, including Nicola's.
What to expect from a plug-in without the help of the battery charged? 6.1 liters every 100 kilometers up to the motorway exit, average then climbed to 6.3 with the city & agrave ;. Total: 270 kilometers traveled.
During the trip I was then able to appreciate the logic of use of the electrified system that took advantage of the very few regeneration situations on the motorway, for example a descent or some slowdown, and then use those fractions of kWh accumulated to sail the most; possible while maintaining the speed; constant.
The surprise lies in practically identical consumption of this plug-in with the flat battery: unlike many petrol PHEVs, where the battery becomes a dead weight, the diesel hybrid has proven to be the perfect one for those looking for a multipurpose car.
The one that really can & ograve; take advantage of the benefits of the daily zero-emission commute from home to work by recharging it every day and that, when crossing Italy or Europe on the motorway, still keeps CO2 emissions low thanks to diesel without suffering the a discharged battery like the petrol equivalents.
So are we sure that diesel is really dead? To posterity the arduous sentence …
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