1998 Mercedes-Benz E320

First Drive:
At first glance, the '98 Mercedes-Benz E-Class doesn't appear much different from the '97. But this fall, the E320 sedan and wagon will be packing an all-new 3.2-liter V-6 engine and offer an optional all-wheel-drive system. We've just returned from driving these new six-cylinder E-Class cars with and without all-wheel-drive on wet and snow-covered roads in the Austrian Alps. As expected, they proved fast, refined, and extremely capable.

Mercedes' new all-aluminum SOHC V-6 makes 215 horsepower at 5500 rpm and 233 pound-feet of torque at 3000 revs. While those output figures are almost identical to the existing inline six's, this V-6 weighs an impressive 100 pounds less, and its more compact size allows for better energy management in case of frontal impacts. The soon-to-be-released CLK coupe and M-Class sport/ute also will receive a version of this balance-shaft-equipped 90-degree V-6.

Why 90 degrees when a 60-degree configuration would run smoother? First, a mechanically related 4.3-liter modular V-8 with an identical 4.2-inch bore-center-to-bore-center spec will be built using the same tooling. (This engine will be in the '98 E430, which also arrives here in the fall.) And V-8s run smoothest with a 90-degree bank angle. Second, the wider V-angle permits longer runners in its magnesium intake manifold, which enhances low-end torque output. Sophisticated tweaks like three valves, instead of four, per cylinder and a twin-spark ignition have yielded a 13-percent improvement in fuel economy and helped this new V-6 meet California's tough Ultra-Low Emission Vehicle standards.

Steep, snow-covered Alpine grades presented little challenge for M-B's new, electronically controlled 4Matic all-wheel-drive system. Virtually silent, even on dry roads, it's essentially invisible until needed. Using wheel-speed sensors from the ABS, the 4Matic's computer recognizes a spinning wheel and applies brake pressure to counteract the free spooling while automatically transferring power through the open differential to the tire with better grip. This lightweight (190-pound) system contains no hydraulic or mechanical locking diffs and is teamed only with the five-speed automatic transmission. And all the electronic differential action is done in perfect concert with the electronic traction and stability control system. To ensure that the car retains a rear-drive feel, 65 percent of the torque is normally fed to the rear wheels with 35 distributed to the front. Price for the 4Matic option is expected to be less than $3000.-Jack Keebler

911 Turbo S: Porsche's UltimateYou say the Porsche 911 Turbo's "standard" 400 horsepower simply isn't enough? Well, the fanatically customer-driven German maker will bid farewell to its current generation of 911 wndercar by introducing the ultimate all-wheel-drive variant, the Turbo S. The S-type's rear-mounted 3.6-liter, twin-turboed flat-six now calls forth an even more road-hungry 424 horses. That's the highest output ever derived from a Porsche production engine sold on this continent.

Inside, the North-America-only Turbo S sports an instrument cluster, instrument panel, and door-panel inserts made of carbon fiber. The rest of the interior surfaces are leather covered. Exterior goods include unique front and rear spoilers, special front and side air ducts, 18-inch polished-look wheels, yellow brake calipers, and an additional front oil cooler. Tell-tale "Turbo S" script on the wheel caps, deck, and trunklid warns the unknowledgeable.

A nice, round $150,000 MSRP is likely to keep this special edition of the 911 ultra-exclusive.-J. K.

Two New Faces From Mazda
Mazda will bolster its model lineup with a pair of new offerings for '98. First up is the popular 626, restyled and rescaled to provide more comfort, power, and sophistication. Slightly longer and wider than before, the '98 626 also gains 2.3 inches of wheelbase. Those exterior increases allowed designers to add space for shoulder and legroom. Even the trunk capacity is up by almost 10 percent.