To avoid Economist style repetition, I shall brush over the previously mentioned fact that the engine and this great juggernaut were mismatched.If you think that the S320’s 228 bhp was not up to task to haul 4,480+ lbs of luxo-barge, just think how physicists marvel that the S280 (that’s right a 2.8 liter, four banger for petrol pricy Europe) managed to advance forward through the universe.
The W140 bodied S320 was a popular model from Mercedes-Benz. The specific car that I spent most time driving was a “glacier white” on crème standard wheelbase (119 inches) supporting a shorter body (201 inches vs the long 205 inches).
The owner affectionately referred to this iceberg as “Sub-Zero.” Sub-Zero and I were to become fast friends.
Approach.
The S320 towers – high, wide, and long, it starts from the square face and slants upward while backward into a three box moderate wedge.
The C-pillars and trunk are especially thick to the point of giving the sedan a corpulent ¾ profile. The heft seems to billow over the wheels in an ungainly body-on-frame fashion that would not be dissimilar from that of a same year Cadillac Sedan DeVille were it not for the justification of tall and wide 16” wheels, shoed with beefy Michelin Energy MXV4 Pluses (the premier grand-touring tyre of the 90s).
From the predecessor W126 S-Class, the W140 S320 loses a good deal of chrome, and the traditional firmly adroit grille with blue Star embedded at top-center in favor of a slanted, smaller grille with a larger hood emblem that sprouts from a blue ring that reads Mercedes-Benz. Juxtaposed to the white coat, the emblem casts a flat white reflection rather than the customary chrome sparkle.
The S320 is softer than its predecessor (W126 300SE).
Much of the previous S-Class’ lines were both edged and rounded to balanced effect. The S320 is merely round. Over the older model, the big Benz is heightened by 2 inches, widened by 2 inches, the wheelbase stretched by 3 inches, and the overall length shortened by 3 inches (58 x 74 x 119 x 201 inches).
Pull the door handle. It is a soft pull. Those accustomed to the predecessor, note a kind of bank vault-like heavy metallic release action with every millimeter of pull action that is entirely meaningful to the operation of unlatching the door.
Not so with the S320. Handle travel without result transpires in what feels likes 15% of the pull range.
The door pulls heavily open, but it is a smooth action.
A pleasant aroma quickly invades the nostrils. 1990s Benz leather – creamy and distinct, it doesn’t intoxicate like BMW leather, but it serves to please.
Sit.
This car is a veritable greenhouse. Tall windows and wide windscreens are green-tinted to deflect the sun’s glare, but it’s not enough and on a hot day the Automatic Climate Control (dual-zone) blows loud and constant AC.
My position is high, in what is a high, hugely accommodating chair. There’s been none quite like it since – as much as the current Lexus LS430 aims to copy it.
The fit and finish of the interior is clumsy – perhaps the luxury flagship’s lowest point. Everything is 25% bigger than it should be; including, but not limited to the oversized instrumentation readout display that includes the customary analog clock along with a small digital read-out center that simultaneously tells the temperature and mileage.
The dash is asymmetrical in its layout due to the oversized gauge display. The vents are also large – but that at least is a good thing.
Curiously, for the W140 only, Mercedes-Benz saw fit to change the interior locks from the traditional pin to an awkward rectangular pull. They operate in silent, pneumatic unison.
Take traditional key in hand – at this time Mercedes hasn’t introduced the plastic laser keys yet, and crank the engine to life. The straight six comes to life. It is an unmistakable unit, though this starter mechanism sounds tinny.
Put hands to wheel.
It’s cushiony; a softer, smaller wheel than the harder, larger helm of the W126. The steering at standstill is fingertip light to the touch due to the its speed-sensitivity.
Put the beefy gear shift in hand. The gear change clicks securely with each gated movement – P – R – N –D.
Roll forward, this car is big. Glancing in the rear view mirror over acres of German luxury behind me, I can only hypothesize as to where the trunk lies.
The action of rolling forward gives the driver a sense of disconnect. There’s virtually no road feel through the steering wheel. Actually, I’m not sure there’s any at all. That changes slightly with the build up of speed.
Twisting roads are not this Benz’s cup of Fortnum & Mason.
It’s clear mission is as a highway cruiser – straight and true. Let’s be clear, the Benz’s fancy multilink will hold a corner, the body will just list wildly while it happens. This is the only Benz I’ve ever driven that has a remote semblance of float in the ride – not a happy sensation when piloting a 4,480 lbs behemoth with great dispatch.
Those Michelins wail and roll with the movements of the body. There really is little joy in the act of cornering hard with this car. The point really isn’t there. This is not a BMW 3-Series. The S-Class is for grand touring.
On a positive note, the brakes are sportscar worthy as they reel-in the mass with powerful, fade free force. The pedal travel is initially soft, but press hard and there’s strong halting power to be had.
All the while, the body is out of control. Fast hurdles and lurches upset the suspension and the sedan has a uncontrollable tendency of squatting fatly with each long dip of the road.
Transition to the highway, and once up to speed the S320 cruises nicely. This precise action appeals to the car’s every strength. Confident, capable, and serene.
The cruise control is incredibly responsive to road conditions – adjusting almost imperceptibly to topographic changes.
In the rain, the big sedan is a little ponderous and at time unsure. This is inherent to rear wheel drive cars. The new Michelins do not help either. They spin easily; which annoys in mild wet acceleration. A warning light flashes uselessly at me indicating that the wheels aren’t gripping.
Stuttgart provided a sensor and indicator light – why not ASR as well? Is that too much to ask for $67,000 worth of car?
From standstill, I turn sharply right and put foot to floor. The V-6 revs and the rear end slides into an easy fish-tail. What fun! And who says big and ponderous can’t be fun?
Still, the drive home is dispatched as it should be, gracefully.
This car deserves respect. With grand caché, the Benz pampers, supports, protects as an S-Class should. Despite the garish details of the cockpit, the heavy stance, and the lack of power, the S320 manages to be a charming ride and crucially, to live up to the S-Class heritage.
Aside from power, what more could you want from a car?
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