Mercedes-Benz E400 vs Gac Emzoom

What's the difference?

A convertible that doesn't feel like one when the roof is in place is no easy task to build, but it's one Merc's engineers have pulled off with the E400 4Matic Cabriolet. Effortless power, a tonne of technology and a comfy, leather-wrapped cabin all make Merc's drop-top E-Class a strong proposition.

GAC isn’t messing around with the Emzoom Luxury. It’s undeniably eye-catching, priced well and carries just enough of a premium aesthetic to draw attention.

Is it the best small SUV I’ve driven? No. It does enough to avoid being overlooked, but it’s not quite reinventing the wheel.

What it does well is deliver a comfortable, easy urban runaround with strong equipment for the price. However, the safety calibration and overall breadth of systems feel like areas that still need attention.

All up, it gets a lot right for the money, but doesn’t quite land a knockout punch.

It's a two-door, four-seat convertible, so practicality isn't at the very top of its list of strengths.

That said, life is peachy for upfront riders, both of whom will travel in spacious luxury. There are two cupholders hidden beneath a woodgrain cover underneath the climate controls - also home to a power outlet - as well as a clever double-hinged central storage bin that can be opened by either the passenger or driver, and which opens to reveal two USB points.

There's room in the doors for bottles, too, and the entertainment system can be controlled via a touchpad controller mounted above the traditional click wheel - although, to be honest, using it is harder and more time consuming than simply pretending it doesn't exist.

Climbing into the back (and we mean climb - there are no rear doors) is made easier by the fact you can fold and slide the front seats automatically by pulling a lever mounted near the headrest. Once there, though, you'll find space is a little tighter, and you feel weirdly cocooned, owing to the huge raised tunnel that runs through the middle of the cabin, and the low roof line.

There are two cupholders that live in the space where the middle seat would normally go, and there's a little bottle-holder cubby to the left of both backseat riders. There are air vents back there, too, but no temperature controls.

The front doors are huge and really very heavy, requiring considerable heft to open them.

The boot space is predictably a little limited, with 385 litres on offer. There's also a little flip-down separator, which shows you how much room the roof will need to come down, reducing boot space to 310 litres. Speaking of which, the soft-top can be lowered in just 20 seconds, and at speeds up to 50km/h.

One practicality quirk, though. The front (and only) doors are huge and really very heavy, requiring considerable heft to open them, especially if you're parked on a slight angle. Honestly, I was reduced to kind of pushing them open with my foot at times.

Up front, the Emzoom offers the most space and it’s where it feels most comfortable. The seats are supportive enough for longer trips, and while only the driver’s side is electrically adjustable, that’s not unusual at this price point. Wide door apertures make getting in and out easy and there’s enough elbow room so it doesn’t feel cramped.

In the rear, space is also surprisingly generous for the segment. The flat floor helps with legroom and headroom remains good despite the panoramic sunroof.

Storage is well thought through and generous. Up front, there’s a glove box, a deep centre console and a dual-phone tray that incorporates a ventilated wireless charging pad. There are two cupholders and a drink holder in each door storage bin. You also get an additional shelf underneath with both USB-A and USB-C ports, which helps keep cables and clutter out of the way.

In the rear, amenities are solid, with rear air vents, a fold-down armrest with two cupholders, map pockets and even small device pockets for added practicality. There's a drink bottle holder in each door and a single USB-A port behind the centre console.

Around the back, the boot offers a wide opening and a level load space, making it easy to use day-to-day. Capacity sits at 341 litres, which is enough for a weekly grocery run or a weekend away. There’s a spare tyre tucked under the floor and a powered tailgate is standard.

The tech is easy to live with, too. The media system is intuitive with clear graphics and a responsive touchscreen. Wireless Apple CarPlay connects quickly without fuss, and there’s also wireless Android Auto. Sound quality from the six-speaker system is crisp and the digital radio and Bluetooth hold a steady connection (where some rivals can struggle).

For now, the GAC Emzoom range is about as simple as it gets. There’s a single, well-specified Luxury grade on offer, priced from $25,590, before on-road costs.

That puts it right in the mix with key Chinese rivals like the GWM Haval Jolion Lux, which starts at $28,990 (MSRP) and the MG ZS Vibe Turbo at $24,990 (MSRP). It also significantly undercuts more established mainstream options such as the Kia Seltos Sport+, which opens at $37,550, before on-roads.

The Luxury arrives well equipped. You get an electric driver’s seat with ventilation, synthetic leather upholstery, a panoramic sunroof with tilt and slide function, and auto-flush door handles. There’s also a leather-wrapped steering wheel, a 360-degree camera system, parking assist and a blind-spot view monitor.

Technology leans towards the premium end, too. A 14.6-inch central display is paired with a 7.0-inch digital instrument cluster, along with ambient lighting, wireless Apple CarPlay and Android Auto and a wireless phone charger. There are two USB-A ports, a single USB-C port up front, a 12-volt socket and a six-speaker DTS sound system.

It’s the smaller details that round things out nicely. Auto LED headlights, rain-sensing wipers, dual-zone climate control, a temporary spare tyre and a powered tailgate are all included as standard.

All up, it’s a strong package for the price.

It's a fabulous engine, this twin-turbocharged V6 - even if it doesn't feel quite so lively in Cabriolet form as it does in the hardtop equivalents.

The 3.0-litre unit produces 245kW/480Nm, sending it to all four wheels via a nine-speed automatic transmission, linked to the standard 4Matic all-wheel drive system.

The Emzoom Luxury is front-wheel drive and powered by a 1.5-litre turbo-petrol engine producing 125kW and 270Nm.

That gives it a slight edge over the GWM Haval Jolion, which sits at 105kW and 210Nm and puts it more in line with the MG ZS Vibe Turbo and Kia Seltos Sport+. On paper at least, it’s competitive for the segment and suggests there’s enough performance on tap for daily driving.

It’s paired with a seven-speed dual-clutch auto transmission. Around town, it can feel a little clunky at lower speeds, particularly in stop-start traffic, but it settles down as you pick up pace and feels much smoother on the open road.

Mercedes claims 7.4L/100km on the combined cycle (but you can expect to be pushing nine litres in real-world conditions), with emissions pegged at 170g per kilometre of CO2.

The 66-litre tank will only accepts 95RON fuel.

The Emzoom Luxury has a 47-litre fuel tank and a claimed combined cycle (urban/extra-urban) consumption figure of 6.6L/100km, which gives it a theoretical driving range of up to 712km. That’s more than enough to comfortably get through a week of mixed driving.

In the real world, my trip computer returned 6.2L/100km after a mix of mostly urban driving and a longer highway run. That’s a strong result and reinforces its credentials as an easy urban runabout.

Sure, the E400 Cabriolet can drive itself, but we’re equally pleased to note that it’s still a lot more fun handling the steering duties yourself.

And that is mostly due to that fabulous engine; quiet and effortless at city speeds, rorty and enthusiastic at pace, and genuinely angry with the drive setting switched to their most hardcore Sport+ mode.

We’ve already spent time in the sedan version, and while this Cabriolet is heavier (1935kg vs 1820kg) and slightly slower to 100km/h (5.5sec vs 5.2sec) it doesn’t immediately feel it behind the wheel, with a similar and satisfying lurch into the future when you plant your foot.

But hard charging is not what this car is about, and the E 400 is at its peachy best when rolling about the city or the ‘burbs with the top down, and the warm summer air washing through the cabin.

In its normal drive settings, the steering is light but engaged, and the ride on offer from the standard air suspension is outstanding, cosseting the cabin from all but the very worst road imperfections, while the torque from the V6 serves up effortless, unobtrusive acceleration.

With the roof up, Merc’s designers have done a stellar job of hiding the fact this thing is a convertible at all. It’s a solid-feeling cabin with the fabric roof fastened, and the cabin is quiet and free from wind noise.

On the road, the Emzoom has enough power to feel spritely and capable, whether you’re darting around town or merging onto the highway. That said, the way it delivers that power at lower speeds can feel a little inconsistent. There were moments where lifting off the accelerator didn’t translate to an immediate response, with the car continuing to surge forward briefly. Which made for a few 'eek…' moments during the week.

Handling is on the sharper side for the segment. The steering and suspension are well judged, giving it a slightly zippy, eager feel through corners without tipping into harshness. Braking, however, can feel a touch spongy underfoot, which takes away from that otherwise confident set-up.

Visibility is a mixed bag. Thick pillars, a relatively low window line and a small rear view can make it feel hemmed in from the driver’s seat. Though, the blind-spot camera feed popping up on the display takes some of the guesswork out of lane changes.

Ride comfort is solid overall. It handles bumps well enough, and a longer drive proved comfortable, although there is a low level of road noise that creeps in at higher speeds.

Where the Emzoom really shines is around town. It’s easy to manoeuvre, with an 11.2-metre turning circle that makes tight streets and car parks feel manageable. The 360-degree camera system is clear and makes parking a relatively stress-free experience.

The GAC Emzoom hasn’t been tested by ANCAP yet and is unrated. It comes with six airbags, which is on the lower side for this class, and there are a few notable omissions.

Features like rear cross-traffic alert, side exit assist and emergency call functionality aren’t included. While there is a blind-spot view monitor that displays a live camera feed when you indicate, it doesn’t appear to have a traditional blind-spot warning system with indicator lights in the side mirrors.

The core safety suite is there. You get autonomous emergency braking, forward collision warning, lane- keeping aid and lane-departure warning, along with seatbelt reminders for all seats, a tyre pressure monitoring system and hill descent control. There are also two ISOFIX points and three top-tether anchor points for child seats.

Where it falls short is in execution. The steering assist function tied to the adaptive cruise control is overly intrusive, with noticeable inputs that make it difficult to use comfortably. Given the amount of highway driving I do each week, it’s not a system I found myself wanting to rely on.

Overall, the safety offering doesn’t feel as comprehensive or as well calibrated as it could be, which takes some shine off an otherwise well-equipped package.

Expect the usual three-year, unlimited-kilometre warranty, with service intervals pegged at 12 months or 25,000km. Mercedes' capped-price servicing scheme limits maintenance costs to $2280 for the first three years of ownership.

The Emzoom is offered with a seven-year/unlimited km warranty which is great for the class.

Service pricing has yet to be finalised for the Emzoom and for now the service network is tiny, with only around 10 centres nationwide but you can undergo authorised repairs through places like MyCar.