From the December 1991 issue of Car and Driver.

This car is about relentless luxury. In designing the new 400SE, Mer­cedes engineers pursued sheer auto­motive indulgence with an intensity that would impress Robin Leach. Consider the following features: Plenty of leg and head room for four six-foot-four passengers, even in the short-wheelbase 400SE that we tested. Dual-spring seatbelt retractors that gently snug the belts against the passengers’ shoulders but retract them smartly when the belts are unlatched. Power door closers that either cinch the side doors shut if you barely push them against their latches or let you slam them shut with satisfying authority. Remote-control door locks that communicate through three separate receivers and change their infrared transmitted code with each use, in case someone tries to steal the car by intercepting your signal. (Is this an answer to a question nobody asked?)

If it enhances luxury, comfort, conve­nience, or safety, you’re likely to find it on this car. And the new S-class incorporates these new features without abandoning traditional Mercedes virtues.

Cruising the highways in the 400SE is a sublime pleasure. The seats are well shaped, properly supportive, and multifariously adjustable. In combination with the power tilting-and-telescoping steering wheel, we can’t imagine anyone not finding a comfortable driving or riding position.
Fancy double-paned windows con­tribute to the extensive sound insulation, while rubber-isolated subframes provide an extra layer of insulation between the front and rear suspensions and the cabin. The result is a transcendentally hushed and smooth ride, although the 400SE under full throttle is still 4 dB noisier than a Lexus LS400. Still, we don’t know of another car that is as comfortable cruising high-speed Interstates or bombed-out urban boulevards.

All of this comfort comes at a price, of course. A bare 400SE costs $86,375. The optional traction control, ten-disc CD changer, and front-seat heaters with which our test car was equipped, will push the price breathtakingly close to $91,000. What’s more, that sum doesn’t get you to the top of the line. The 500SEL base price breaks into six figures, and the twelve­-cylinder 600SEL is 40 grand more.

Just as such sums weigh heavily on our minds, so too does the 400SE weigh heav­ily on the road. Our test car pressed its 235/60ZR-16 Pirelli P600s to the pavement with a force of 4795 pounds. Not only is the 400SE 895 pounds heavier than the old 420SEL, but it’s also 687 pounds weightier than the last Lincoln Town Car we tested.

The Mercedes 400SE’s mass doesn't come from sheer size. Although the car stands tall at 58.9 inches, its 201.3-inch length is actually more than an inch shorter than last year’s 420SEL and 3.8 inches narrower and 17.6 inches shorter than the aforementioned Town Car.

HIGHS: Superb and silent ride, and a sense of invulnerability.

But other than the passenger and luggage compartments, there’s not a lot of open space within the SE’s sleek body. It’s packed with hardware as densely as Maria Shriver’s husband is packed with muscle. All the luxury, comfort, safety, and performance gear is held together by a structure that is stiffer and stouter than the old S­-class body, which was itself no flexi-flyer.

The 400’s hefty weight is nonetheless hard to excuse. It’s true that hardware, strength, and size beget weight, but clever engineering, high technology, and money can reduce it. Because Mercedes possesses all three of these elements in abundance, the SE’s unimaginative packing of the pounds is disappointing.

At least the new model is lighter on its feet than the old S-class. The steering wheel is smaller in diameter, and the annoying dead spot on-center has been replaced by delicate and precise directional control. The inch of slack at the beginning of the throttle travel is also gone, which makes the new car seem far more eager to run.

LOWS: Excessive size, weight, and cost.

Also helping to create this impression is the new 282-hp, 32-valve 4.2-liter V-8, which moves its heavy host remarkably easily. Zero to 60 mph takes but 7.7 seconds (0.2 second quicker than, say, a Lexus LS400), and the acceleration con­tinues to a top speed of 151 mph (versus the LS400’s 150 mph). Even though it develops more power for it size than a Corvette ZR-1 engine, this powerplant is admirably smooth and refined.

The four-speed automatic is not quite as slick as the engine. It likes to start in second gear at light throttle, and part-throt­tle upshifts are not nearly as seamless as those on a Cadillac Sedan de Ville. Some of these transmission quirks are designed to improve fuel consumption, a tough prob­lem in a large, heavy, powerful car. Mercedes projects the EPA city figure to be 13 mpg, and we got around 15 mpg in our typ­ical driving, although we averaged 18 mpg on a jaunt from California to Ann Arbor.

Despite the creamy smooth ride, the suspension still maintains satisfactory con­trol over body motions. There’s little wal­lowing or bobbing when running fast over undulating roads, although the same can be said of an Olds Ninety Eight Touring Sedan. The 400SE does not shy from brisk cornering, but neither does it feel eager and planted when you start exploring its limits. At 0.75 g, the 400SE demonstrates less skidpad grip than, say, an Infiniti Q45 or, more to the point, the BMW 750iL. (See 400SE vs. 850iL below) Push the 400SE hard and you clearly sense its mass.

VERDICT: Overkill in the luxury niche, but talk to your bank manager.

Never mind its profligate weight, cost, and fuel consumption. It is easy to be smit­ten by the 400SE’s brand of comfort and indulgence. No, it does not provide the automotive experience that sporting drivers crave. But if you want a car that caters to your transportation needs with overkill, the same way the Greenbriar caters to your lodging, the 400SE is bettered only by, ah, a more expensive Mercedes.

Counterpoints

About to take my first drive of an S­-class Mercedes. Automotive nirvana. Will it forever change me? What should I wear? The anticipation is almost too much. I settle in behind the wheel. Hey, wait a minute, these con­trols take work to figure out, and some are downright illogically placed. I don’t remember these problems on my first Lexus and Infiniti drives. But if it’s quiet and smooth you’re after, the Benz makes those cars feel like Toyotas and Datsuns. Sitting in the front left seat is more like watching a Panavision movie with the sound turned off than driving. Ergonomically and monetarily, this car is an arrogant affront. But as swift serene transportation, it's an apex. —Frank Markus

If I hear one more guy say, “Hey, the Mercedes 400SE is remarkably agile for its size and weight,” I am going to yank out fingernails. Jeffrey Dahmer is re­markably good-looking for a mass mur­derer. Randall Cunningham is remark­ably well paid for an injured athlete.

Frankly, when I drive this Taj Mahal-size vehicle, there is never a moment I am not reminded of its length, height (I stand on tiptoes to scrub the windscreen), and ponderous­ness. We all sneer at the Lincoln Town Car’s girth, right? For $86K, I’ll be the guy driving the 750iL, guaranteed. —John Phillips

Mercedes-Benz never nickel-and-dimes anything, yet I can’t help seeing the 400SE and BMW's 750iL as “nickel” and “dime.” Like a nickel, the Benz is bigger and heavier. The BMW is not only smaller and lighter but, in my book of coins, worth more. The Bimmer weighs 550 pound less, and that—on a scale all too vast—gives it a scant win. Taking the long view of our small Earth and its dwindling resources, these cars, fine as they feel are an inex­cusable waste. We live on a globe just 8000 miles thick and wrapped in an atmosphere just 20 miles thin, and we need these behemoths like another hole in our head room. —Larry Griffin

Mercedes-Benz 400SE vs. BMW 750iL

If it seems unfair to compare the mid­line Mercedes S-class with the top-of­-the-line BMW 7-series, just look at their price tags. The 400SE tops 86 grand, including all applicable federal taxes. The 1991 BMW 750iL costs $86,073 (it will be a bit more in 1992). Because we declared the big BMW the world's best sedan in our November 1990 comparison test, anyone considering investing the price of an undergraduate education at MIT in the 400SE would be well advised to look at its closest competition.

Interior: Both interior layouts are ergonomically excellent. But the Mercedes has the edge in driver posi­tion, thanks to greater seating and steer­ing-column adjustability. It also offers a passenger air bag and more rear-seat room—although why anyone needs more than is offered by the BMW is beyond us. Advantage: Mercedes.

Powertrain: The BMW V-12 is big­ger and more powerful than the Mer­cedes V-8, but the Merc idles smoother, sounds racier, and charges harder to its redline. On the other hand, the 750’s ZF automatic shifts smoother and more logi­cally than the Mercedes. Advantage: too close to call.

Performance: With more power and less weight, the BMW is clearly quicker than the Mercedes—quicker to 60 mph by a whopping 1.2 seconds. Moreover, its power advantage and smaller frontal area endow it with a higher top speed. Advantage: BMW.

Handling: Although a capable han­dler, the 400SE doesn’t enjoy being pressed in the corners. In contrast, the BMW is neutral and lively when pushed hard—especially with its traction control turned off, a choice not offered by Mercedes. Advantage: BMW.

Ride and comfort: The Mercedes sets new standards with a ride that smothers bumps yet remains stable up to 150 mph. The Benz glides along so silently that the climate-control fan’s whir becomes an irritant. The 750iL can’t match the 400SE’s cushy ride, and although the 1992 750 will also come with double-paned glass, we think the Mercedes will still have the edge on road noise. Advantage: Mercedes.

Luxury features: Both cars have every power convenience imaginable. Both have superb stereo systems, although the 400SE’s CD player is optional. The Benz does have remote­-control power locks, but the 750 coun­ters with standard seat heaters, adjustable rear seats, and a cellular phone. It also comes with beautifully
stitched leather trim on its console and door handles—a luxury not found on a midrange S-class. Advantage: BMW.

Panache: BMW has long been com­peting with the big Mercedes sedans, and the Bavarian firm drew even a few years back with its twelve-cylinder 750. But the new S-class is an imposing counter­punch from Stuttgart. Larger, sleeker, and newer, the 400SE will grab more looks at the country club. It also benefits from Mercedes’ long tenure at the top, better resale value, and the rub-off from its six­-figure siblings. Advantage: Mercedes.

Fun to drive: The 400SE is remark­ably lively and capable for a car of its large size and luxurious orientation. But the BMW earns the same praise with fewer qualifications. For enthusiasts, the choice is clear. Advantage: BMW.

Line score: BMW 4, Mercedes 3.

As a pure luxury car, the Mercedes is as good as we’ve tested. It would be our sumptuous cruiser of choice to occupy the garage bay next to our sports car. However, for those who want every­thing in one sedan, the BMW’s terrific balance of sportiness, luxury, and com­fort makes it the favorite. —CC

Specifications

Specifications

1992 Mercedes-Benz 400SE
Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE (EST)
Base/As Tested: $86,795/$90,995
Options: ASR slip control, $2000; CD player, $1200; heated seats, $1000

ENGINE
DOHC 48-valve V-8, aluminum block and heads, port fuel injection
Displacement: 256 in3, 4196 cm3
Power: 282 bhp @ 5700 rpm
Torque: 302 lb-ft @ 3900 rpm

TRANSMISSION
4-speed automatic

CHASSIS
Suspension, F/R: control arms/multilink
Brakes, F/R: 12.6-in vented disc/11.8-in vented disc
Tires: Pirelli P600
235/60ZR-16

DIMENSIONS
Wheelbase: 119.7 in
Length: 201.3 in
Width: 74.3 in
Height: 58.9 in
Passenger Volume, F/R: 56/48 ft3
Trunk Volume: 16 ft3
Curb Weight: 4795 lb

C/D TEST RESULTS
60 mph: 7.7 sec
1/4-Mile: 16.0 sec @ 90 mph
100 mph: 19.9 sec
130 mph: 43.3 sec
Rolling Start, 5–60 mph: 8.1 sec
Top Gear, 30–50 mph: 4.4 sec
Top Gear, 50–70 mph: 4.6 sec
Top Speed: 151 mph
Braking, 70–0 mph: 182 ft
Roadholding, 300-ft Skidpad: 0.75 g

Interior Sound
Idle: 41 dBA
Full Throttle: 74 dBA
70-mph Cruising: 66 dBA

C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMY
City/Highway: 13/17 mpg

C/D TESTING EXPLAINED

Csaba Csere joined Car and Driver in 1980 and never really left. After serving as Technical Editor and Director, he was Editor-in-Chief from 1993 until his retirement from active duty in 2008. He continues to dabble in automotive journalism and WRL racing, as well as ministering to his 1965 Jaguar E-type, 2017 Porsche 911, 2009 Mercedes SL550, 2013 Porsche Cayenne S, and four motorcycles—when not skiing or hiking near his home in Colorado.