Mercedes E-Class Estate long-term test

The car Mercedes E300de Urban Edition Estate Run by Stuart Milne, digital editor

Why it’s here Diesel plug-in hybrids are few and far between, so we’re seeing whether the combination of long-legged diesel economy and PHEV smoothness delivers

Needs to provide a comfortable, upmarket experience for a family in need of space – with stellar fuel economy

Mileage 8010 Price £69,970 Target price £69,970 Price as tested £69,970 Dealer price now £60,350 Trade-in price £46,132 Test economy 86.0mpg Official economy 166.2mpg Running costs (excluding depreciation) £616 (diesel), £30 (AdBlue)

21 October 2025 – Origin of the species

Earlier this year, the Milne family was poking around a rather handsome house in Kent. Nothing odd in that, apart from the fact it was once home to Charles Darwin – the metaphorical father of evolutionary biology.

A few weeks later, I drove my Mercedes E-Class estate to the final resting place of HMS Beagle on the remote Essex coast, the ship on which Darwin travelled to collect evidence which led to his magnum opus: On the Origin of Species.

It was then that it occurred to me: few executive or luxury cars have had quite the lineage and family history as the E-Class. Indeed Mercedes’ archivists reckon the origin of the E-Class stretches right back to the 1930. 

And that’s why my previous update focused on a mysterious cross-continent mission: I wanted to take my E300de diesel-electric plug-in hybrid to meet some of its most influential ancestors, culminating in a family photo highlighting the dynasty so far.

But I’m getting ahead of myself, because that’s for journey’s end. Before us are a couple of self-imposed challenges: can I get from south east England to Stuttgart on a single tank of fuel? Can photographer John Bradshaw and I schlep across the middle of France, skirting Luxembourg, before crossing the Rhine into Germany in one hit? Or will our backs give out long before?

I’ve already revealed the result of our third challenge: that the E-Class is an exceptional long-distance cruiser. I said I’d struggle to think of a better car for that journey – and I stand by it. And yes, those seats are brilliant: our stops en route were governed more by our internal plumbing than a need to stretch our legs.

And could I get from my driveway to the our destination in Stuttgart on a single tank of diesel? As we disembarked from an unusually quiet Eurotunnel train near Calais, the result was never really in doubt. In fact, we arrived at our hotel with 42 miles to spare – and the same applied to the return trip.

But the real purpose of our German quest was to see whether the brilliance of my E-Class was merely a fluke, or the result of some deeply impressive natural selection. Our ultimate destination was the Mercedes-Benz Classic Center, to meet spokesman and Mercedes super-fan Frank Scheibner, and to take my car to meet its dearest relatives.

The Classic Center is the jewel of Mercedes’ heritage crown, housing more than 1100 classic Mercedes', ranging from its very first car, the Benz Patent-Motorwagen of 1885 to the very latest models. Remember the 300 SLR which sold for a world-record smashing £114 million in 2022? That was one of theirs.

The facility is tasked with collecting, maintaining and restoring Mercedes models. If you have a Merc, and deep enough pockets, the team can return your pride and joy to as-new condition. While other specialists can do similar, having it done by the Classic Center team adds provenance, and uniquely, the team is able to search their archive for the build sheets, establishing when, where and how it was built and delivered back in the day. 

“We’re the inventor of the automobile, and we’re very lucky to have owners that, since the early days, have collected our cars,” said Scheibner. He’s a man who understands what he has in his hands, and how collectible many of these cars are becoming. And it’s not just sleek coupés and pretty roadsters, either. Frank reckons the W124 generation of E-Class, built between 1984 and 1993 is now a bona fide modern classic – and one which he’s seeing growing interest in.

His cars are utterly immaculate, and as close to as-new models as you’ll find anywhere in the world. And it gave a unique insight into my own car, with each model charting not just the progress of Mercedes, but the development of the executive car itself. The clarity of the dials and immaculate wood veneer in 1975’s W123 are clear to see in the latest E-Classes. It marked Mercedes’ first estate, and were referred to as T-series cars, which stands for Touring and Transport – precisely the two practical uses my own E-Class has been tasked with over recent months.

The hewn-from-rock solidity was the standout feature of ‘84s W124; indeed I’ve been in plenty of these serving as minicabs over the years, and they feel as tight after 200,000 miles as this low-mileage restored example. Yet it was the W212 from 1995 which set the big E on the path to today’s model. The styling was a massive departure, but step inside and the door shuts with a familiar thunk, it’s beautifully finished and feels far more modern than its thirty years suggest.

Indeed, as John finishes his last few shots and we bid our farewells to Frank and his team, it’s the W212 which is – rather unexpectedly – planted in my memory. Like that car, my own, codenamed S214, feels positively limo-like, with a beautifully finished interior and more than enough space to stretch out in any of the passenger seats.

Not that there’s much time for that today, because we have a Eurotunnel train to catch. But it allowed me to reflect on the last 8000 miles with my E300de Urban Edition. Behind the wheel, I’ve encountered ne’er a twinge, thanks to its unbelievably good seats which adjust every which way, and are wonderfully supportive. I was a little concerned that the faux leather/suede-like microfibre upholstery that covered my entry-level Urban Edition’s seats might not be compatible with family life, but I needn’t have worried because despite my kids’ best efforts, they looked fresh throughout my time with the car.

The boot is a rare disappointment, because unlike the gargantuan space of the W123 T, there’s no space beneath the floor, and despite only carrying a pair of overnight bags and John’s photographic gear, it was pretty much full. And it was the same during a family camping trip in the summer. More positively, the elastic net which stretched across the boot floor was handy for stopping shopping rolling around, and the automatically retracting parcel shelf was never in the way.

There was no shortage of space inside for snacks during our Stuttgart sortie; large door pockets held sandwiches and sweets and the large cubby in the centre console was perfect for drinks – even if the mechanism in one of the two cupholders meant retrieving my phone from the wireless charging pad required once the car was parked required some limb gymnastics.

Fortunately, the combination of that charging pad, plus extra USB-C sockets beneath the armrest cubby meant there was no danger of any of our electronic devices going flat.

I’ve long been a fan of the car’s tech – especially its clear instruments and excellent head-up display. So I was even more impressed when the speed sign monitoring was able to detect when it was raining, so as to remind me that the limit in France reduces from 130kph to 110kph. A really nice touch that I would never have seen in the UK.

Speaking of tech, a special shout out goes to the car’s cameras. I was terrified of chewing the car’s gorgeous, 20in alloy wheels on kerbs, but the clarity and accuracy of them meant they never so much as brushed any stonework. Thank goodness, because the wheels’ black finish and delicately polished rims would have made any damage stand out like a sore thumb.

Not that moving fore and aft was always plain sailing during low-speed manoeuvres, because I just couldn’t get on with the gear selector positioned where you’d usually find the windscreen wiper controls.

Speaking of wipers, with the exception of a low washer fluid warning and a nudge to top up on AdBlue, the E-Class has been totally free of errors. In stark contrast with my old Christmas tree-like Audi Q6 e-tron, I’ve not seen a single warning light. Less slick were the door handles, which didn't always pop out as expected, leaving me to fumble for the keys to press the unlock button manually. I could never fathom why it would do this.

And that perhaps sums up time with my E-Class perfectly. It’s just been understated and effortless in everything it’s done. It’s been quiet when I want it, swift when I want it and has provided the space and usability when I’ve needed it. It was fascinating to take it home to meet the family before it left me for a new home. Its parting leaves some mighty big boots to fill, and I fear that the concept of a diesel-electric hybrid will be legislated into extinction, which is a crying shame.

Meet the family – key E-Classes through the ages

123-series (1975-1985)

The 123-series sired Mercedes’ first-ever factory-built estate, and carried a T in its name – standing for Touring and Transport. The range mirrored the contemporary S-Class, and brought a raft of new safety features, including stronger roof, doors and door-pillars, and a steering column designed to buckle in a crash, reducing the likelihood of injuries to the driver. Petrol and diesel engines were carried over from its predecessor, eventually spanning 2.0-litre to 3.0-litre in size.

123 T-series (1977-1985)

The T wagen estate was one of a number of additional bodystyles created, along with long-wheelbase saloons, coupés and chassis versions ready for conversions into vehicles including limos, hearses and ambulances. Estate model could be specified with a pair of rear-facing seats in the boot, and were a common child conveyance in the 70s and 80s. However, this means the spare wheel had to be stored upright to the side of the boot in a carpeted cover.

124-series (1984-1993)

The 124-series model was the first to officially carry the E-Class name, and marked a big step towards what we’ve come to expect from the nameplate today. It employed some particularly clever thinking, such as windscreen wipers which lifted as they swiped to clear more glass, and the introduction of Mercedes’ 4Matic four-wheel drive system. The 5.0-litre 500E was the first high-performance E-Class, and had suspension honed by Porsche – which also built the car.

210-series (1995-2002)

With its round headlights, the 210-series was a huge departure from previous E-Classes. But the gamble paid off; an average of 200,000 were built each year, and it became the world’s best-selling luxury saloon – accounting for almost a quarter of sales in the segment. The E 50 AMG was the first evidence of Mercedes and then-independent tuners, AMG, working in unison. Today AMG is wholly owned by Mercedes, producing a wide range of models. 

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