Nissan Z vs Mercedes-Benz E220

What's the difference?

The Nismo turns up the wick just enough to justify its $20K premium over the brilliant regular Z.

Visual changes inside and out are one thing, but with tangible boosts in performance, handling and braking – with no detriment to ride quality or comfort – as a result of properly engineered upgrades, the RZ34 version deserves its place in Nissan’s sports car hall of fame.

Note, though, that good as it is, the Nismo is also a potent reminder of how solid a foundation the standard Z also is… especially in manual gearbox guise.

Given Mercedes-Benz's rich heritage with station wagons, it is a bit of a shame Australia’s preference for SUVs has reduced the line-up to just one variant this time around.

I'm glad they've picked the All-Terrain to fly the flag though, and Merc wagon loyalists should appreciate the extra versatility of its dirt road ability - if they're not mourning the loss of the extra two seats in the rear. Like the rest of the current E-Class range, the E 220 d All-Terrain is an excellent product overall.

Reinterpreting a classic via retro styling isn’t always successful – hello, 2001 Ford Thunderbird ­– but what Nissan has achieved with the RZ34, given it’s a pastiche of several Z greatest hits from the ‘70s, ‘80s, ‘90s and today, is truly masterful design.

Take the cab-backward silhouette, long nose and short wheelbase; it somehow manages to deftly capture the spirit of previous Z generations, without looking like a bad caricature.

Points especially go to the stunning nose and tail treatments that evoke both the ‘70s 240/260/280 as well as the sadly long-forgotten Mid-4 II concept car of 1987.

Slightly longer than the regular model, the Nismo’s nose is meant to evoke the early ‘70s Japan domestic market Fairlady ZG, with the G denoting “Grand Nose”. Fun fact: Fairlady first appeared on the 1960 Datsun roadster as deference to the Broadway musical (and later Audrey Hepburn film, presumably) ‘My Fair Lady’.

Anyway, besides scraping speed humps and driveways, the Nismo’s elongated front bumper promotes improved engine cooling and better aero flow, as do the side sills, larger wraparound three-piece spoiler and redesigned rear bumper/diffuser. The wider-yet-lighter back wheels are 10mm wider. And a glossy red stripe runs along the underside like Anna Nicole Smith’s lipstick.

Does it all look better than the simpler, purer regular Z? No. But they perform better. And isn’t that the point of a Nismo?

The All-Terrain styling pack is comprised of tough-looking front and rear bumpers, with unpainted plastic side skirts and wheelarch flares on all corners. This will all be welcomed by anyone who travels regularly on dirt roads, but the All-Terrain bits will also provide a handy disguise from urban parking scrapes.

The double-blade grille, wheels and roof rails are also bespoke to the All-Terrain, and the net result is a distinct personality that should satisfy the majority of previous E-Class Estate buyers previously opting for the AMG styling pack.

Interior trim is based on the regular E-Class Avantgarde package, but with specific rubber studded pedals and All-Terrain branded floor mats to align with the exterior treatment.

In the default suspension setting, the All-Terrain sits 29mm higher than a regular E-Class. Taller tyres make up 14mm of this, while the remaining 15mm is thanks to an elevated 'Air Body Control' air suspension. A further 20mm of lift is available with the All-Terrain drive mode selected, but only at speeds up to 35km/h.
 
The All-Terrain’s 20-inch alloys are a staggered fitment with 245/40 tyres up front and 275/35 at the rear, while taller-sidewalled 245/45R19 at each corner are a no-cost option, and essential if you wish to use snow chains.

Like the Estate available internationally, the All-Terrain rides on the same 2939mm wheelbase as the E-Class sedan but gains an extra 24mm in rear overhang to measure 4947mm overall.

The wagon body, extra kit and all-wheel drivetrain also add an extra 240kg to the kerb weight over the E 220 d sedan, with the All-Terrain tipping the scales at 1920kg.

So, just as the exterior is an anthology of past Z car stylings, the same also applies inside.

A mishmash of new and old as well, they also marry together harmoniously – after you’ve bent and contorted yourself inside nice and snug, on the racy yet not-too-unforgiving set of Recaro bucket seats.

The Z’s signature sloping roof and rising window line; a trio of dials that have been a hallmark of the series since the 240Z, a thin three-spoke steering wheel; a physical hand brake and a pair of old-school seat base angle adjuster knobs just like in sports cars from 20 years ago betray the Nissan’s ageing DNA.

But they set the mood, like hearing a favourite old track, though one remixed by a contemporary DJ to a modern beat.

Which means that you’ll be able to view whichever artist you like through the 8.0-inch touchscreen, either via Bluetooth audio streaming, Spotify or some such app.

Easy to decipher and simple to navigate (though no imbedded GPS is fitted), the Z’s dashboard also offers the essential surround-view parking camera (given how limited vision is as you’re sat so low with not much glass to peer out through), amongst a host of vehicle functions. You’re also privy to extremely useful blind-spot alert thoughtfully placed inside the car by the mirror mounts, four cupholders if you count the door-sited ones and surprisingly generous storage. Practicality, thy name is Fairlady.

For lightness and sensible packaging, we understand why Nissan’s sports coupe is strictly a two-seater proposition – and certainly a roomy enough one for the lucky pair at that.

However, it’s a shame Nissan doesn’t offer a 2+2-seater option in the form of a pair of occasional jump seats behind, as per the old Datsun days, as there seems to be just enough space for smaller folk – though as a pair of shelves, that area did prove very useful during our week with the Nismo.

Issues? Along with a sheer lack of grace entering and exiting the Z, poor overall vision and 350Z-era switchgear that are now old enough to drive themselves, finding the right driving position eluded this particular 178cm tester. The seats do a great job keeping you firmly fixed in place, and of course the wheel tilts and telescopes, but those pair of knobs were forever being twirled and fiddled with.

Oh, and simultaneously unlocking and opening the doors was also confounding, due to exterior door handles and pressure sensor not designed for Homo Sapien hands.

Further back, and as in the two previous generations Zeds, a brace bisects the luggage area. Rated at 241 litres VDA, it is wide and flat but a wee bit shallow. At least it adds another level of practicality and is big enough for those weekends away.

There’s no cover (though seeing what’s inside isn’t easy) and no spare wheel of any size is fitted.

Meanwhile, on the other side of the Nismo…

Aside from the All-Terrain’s rugged looks, the greatest departure from E-Class Estate tradition is the omission of the third row of seats, which makes this one a strict five-seater.

One could argue that the Estate’s traditional rearward-facing third row is a bit old school next to the forward-facing setup used by seven-seat SUVs like the GLS, but it's a shame given the third row is still available in other markets.

The All-Terrain does offer a vast cargo area however, with an extra 130 litres (VDA) over the sedan with the seats up to total 670 litres (VDA). Seats down, this extends to 1820 litres (VDA), but it’s worth noting that both wagon figures are marginally smaller than the previous Estate’s 695/1950 measurements.

Facilitating full use of this space is the classic Merc Estate retractable cargo net, and a 670kg payload promises good scope for loading beyond a full passenger count. The air suspension will also automatically maintain a level ride height regardless of load.

As with all current E-Classes, there are bottle holders in each door plus two cupholders front and back and ISOFIX child seat mounts in the outward rear positions.

As per the non-AMG Mercedes passenger car norm, run flat tyres take the place of a spare tyre, but a space saver can be optioned to sit above the boot floor.

The All-Terrain theme follows the same path taken by key rivals Audi and Volvo with the A6 Allroad ($112,855) and V90 Cross Country ($99,900), which leaves BMW’s upcoming 5 Series Touring as the sole option in this segment not to adopt the semi-SUV look.

The $109,900 Mercedes is priced right between the Audi and Volvo, but note that the Audi brings a more powerful V6 to justify its slight premium.

The All-Terrain is available with a V6 internationally, but the 220 d four-cylinder diesel was selected for Australia as it's the closest match for the E 250 d that proved the most popular variant last time around.

Compared with a similarly specified E 220 d sedan (which kicks off at $92,900), Mercedes reckons they're about the same on price, but the All-Terrain throws in the wagon body and all-wheel drive pretty much for free. The All-Terrain also offers a significant value improvement over the previous E 250 d Estate which bowed out at $107,900.

Key inclusions for the All-Terrain over the already opulent E-Class are genuine leather trim, proximity unlocking, widescreen dash instrument that spans two thirds of the cabin, LED 'Multibeam' headlights, underbody protection and 20-inch twinned five-spoke alloys.

Nissan sure knows how to make a great six-cylinder engine.

The Nismo’s internal combustion engine in question is the VR30DDTT – a twin-turbo V6 making four per cent more power and around 10 per cent more torque compared to the one found in the regular Z.

Power jumps 11kW and torque a handier 45Nm to 309kW @ 6400rpm and 520Nm between 2000rpm and 5200rpm respectively, providing extra punch as well as a slightly superior power-to-weight ratio of around 184kW per tonne.

That’s up 2kW/tonne, despite the Nismo gaining around 50 kilos, to 1680kg.

This has been possible thanks to extra turbo boost, revised ignition timing, improved cooling systems and updated engine management software.

Driving the rear wheels is a Mercedes-Benz based nine-speed torque-converter auto. Upgraded and retuned for track use, it includes a Sport+ mode providing speedier shift responses. Aided by the new launch control function, we managed a tidy 4.5 seconds from standstill to 100km/h.

Sadly, though, there’s no manual option as per the regular Z.

What else is unique here? Underneath, the platform might date all the way back to the 350Z of 2003, but Nismo has really worked some of its magic.

Along with the retuned dampers, everything else has been stiffened up – including the anti-roll bars, springs, bushes and even the steering rack mounts – to help deliver more controlled and linear steering. There’s extra underfloor bracing at the front, centre and rear of the car, thicker brake rotors and model-specific Dunlop SP Sport Maxx GT600 tyres that are wider at the back, on gloss-black RAYS alloys.

Continuing to use a double-wishbone front and multi-link rear suspension set-up, the Z’s front/rear weight distribution is 56/44 front/rear.

Now, the Nismo was our favourite version of the previous 370Z by some margin. How does it all square up in RZ34 guise?

The All-Terrain’s excellent 2.0-litre turbo-diesel engine and nine-speed torque converter auto are carried across from the E 220 d sedan, which produces a decent 143kW/400Nm. Max torque is available from 1600-2800rpm.

The All-Terrain is the only Australian E-Class to pair this engine with the '4Matic' all-wheel drivetrain though, which uses a slightly rear-biased (45/55) torque split in this application.

Not surprisingly, the Z Nismo needs to drink from the 98 RON premium unleaded petrol fountain.

Nissan reckons owners should expect to average 10.4L/100km (for 242 grams per kilometre of carbon dioxide emissions) on the combined cycle (and 15.0 and 7.7 L/100km for the urban and extra-urban ratings respectively.

This figure is almost half a litre worse than the non-Nismo Z’s 9.8L/100km result, but still substantially better than the six-speed manual base grade’s 10.8L, despite the latter being some 33kg lighter.

With a sizeable 62L tank, you might be able to average just under 600km between refills.

For the record, we achieved 11.9 litres per 100km in a mix of urban, freeway and performance driving which is not too bad at all given how often we fanged this thing.

The All-Terrain’s extra 240kg and no doubt less slippery body add 1.6L/100km to the E 220 d sedan official combined fuel consumption figure, but the wagon’s 5.7L/100km claim is still very impressive for a taller body nudging two tonnes. 

At this rate, the E-Class All-Terrain has a theoretical range of 1157km from its 66-litre fuel tank.

Nissan does plenty of things really well, and the Nismo is no exception.

Firing up the VR30DDTT 3.0-litre twin-turbo V6 is also a reminder of how brilliant the brand’s six-cylinder engines are. They tingle all the right sensory areas, starting with the baritone rumble at idle.

What a portent of what’s to come!

Nismo’s massaging of the engine, combined with upgraded clutch packs and a retune of the nine-speed auto’s software, results in stronger, hungrier and angrier acceleration, no matter which of the three driving modes you’ve selected. Even in Normal, the Nissan leaps off the line. In Sport, its appetite for speed is palpable. In Sport+, this thing is eating up the tarmac. Somehow, in an EV era where 4.5s to 100 is ho-hum, the (electronically enhanced but who cares) guttural exhaust bellow seems to amplify the action and thrills.

And spills. For five of our seven days together, the heavens poured. Now, in Normal mode, the Nismo was as benign and controlled as you’d hope in wet conditions, the driver-assist tech metering out just enough torque and braking to seamlessly keep the car humming along. Ever-present but always nuanced, they’ll help make your commute a safer and more relaxing one.

Selecting Sport loosened things up markedly, with the driver needing to be ready to counteract with steering, seating and throttle, though still with a safety net to keep the car from going totally out of whack; Sport+, meanwhile, is not for amateurs or the distracted. This is serious, tail-wagging waywardness that should only be fully explored with experience and care.

Later in the week, Launch Mode in Sport+ on cold but dry bitumen also requires super concentration, as we discovered attempting to extract the fastest acceleration time. Sideways in a straight line at 100km/h-plus is not for the faint hearted.

Beyond all-out performance and drama, the Nismo soars with weighty yet linear and precise steering, resulting in satisfying, hunkered-down handling that is the hallmark of a great sports car. Really tight turns can be taken at impressive speeds, but there’s about 1.7 tonne of muscle to manipulate, so the real fun can be found blasting along a snaking set of more open corners, where the Z’s inherent thrust, poise and grip come into play, all to the symphony of that bi-turbo V6.

That the suspension can feel both firm and supple at the same time is another arrow in the Nismo’s bow.

Nissan isn’t pretending this is anything but a rousing and rapid grand tourer with track aspirations, so the fact there’s also comfort and sophistication to be enjoyed just shows the sheer bandwidth of this particular Z.

Downsides? There’s always a wall of sound, be it mechanical or noise intrusion from the rubber and/or bitumen. The Nismo is rarely quiet. The extended front spoiler seems to summon up speed humps and bumps you never knew existed. The adaptive cruise control’s inability to resume in heavy stop/start traffic betrays this car’s 350Z-era tech. And the lack of a manual transmission, we reckon, is a missed opportunity for an even greater degree of interactive sports car driving.

Still, the Nismo delivers exactly what the brand promises, and continues to improve a firm favourite for speed and drama.

But the gap between Nismo and regular model is smaller than the one that existed in the preceding 370Z, which means that – if $100K driveaway is too steep – you’re already driving something elevated in the standard Z. Particularly if you yearn for a manual.

It’s all good.

Climbing aboard the All-Terrain, there’s a sense you're seated higher than its 29mm static ride height lift suggests. It's probably mostly psychological, and borne from the All-Terrain styling treatment, but something SUV fans will probably appreciate.

Otherwise it's mainly W213-generation E-Class from the driver's seat, which is a very good thing.

However, the extra 240kg of Estate body and All-Terrain spec over a regular E 220 d sedan is just enough to put a dent in the 2.0-litre diesel's performance. Mercedes claims an 8.0sec 0-100km/h figure, which is still more than enough to keep up with traffic, but just not as spritely as the sedan’s 7.3sec figure.

The combination of airbag suspension and the All-Terrain’s slightly taller tyre sidewalls help the wagon ride commendably well. There's no disguising the large-diameter 20-inch wheels over sharp potholes, but the experience is generally even better than we recall from any other existing E-Class.

The steering also feels slightly heavier, as though the level of assistance has been tuned for a touch more weight to add to the All-Terrain’s semi-SUV aura. If our perception is correct, it only adds to the sense of substance from the driver’s seat.

Its overall composure is maintained on dirt too, with the All-Terrain’s Victorian launch route offering a good dose of gravel and muddy unsealed roads. The all-wheel drive system keeps you pointing where you want and enables clean acceleration from the greasiest of corners. All of this highlights the All-Terrain’s potential as a ski field chaser.

We also detoured via some moderate fire trails, which gave us the chance to try the All-Terrain driving mode that lifts the suspension an extra 20mm and slackens the stability control and ABS to better suit low grip scenarios.

At speeds above 35km/h it reverts to Comfort mode, but will return to All-Terrain settings if you slow down again. In Sport mode or above 125km/h, the suspension lowers 15mm below normal to reduce aerodynamic drag. Even at full height it won’t challenge a GLE for clearance, but it’s significantly more capable than regular E-Class models.

Like all versions of the current E-Class, the All-Terrain carries the maximum five star ANCAP and EuroNCAP safety ratings. A brilliantly integrated suite of active and passive safety features represents the forefront of occupant and pedestrian protection, which goes well beyond its AEB, nine-airbag count, 360-degree parking cameras, rear cross-traffic alerts, and a pedestrian-protecting active bonnet.

These systems work in harmony to enable semi-autonomous driving, which is perhaps the greatest technical advancement of cars since we stopped riding horses.

Your wallet’s pretty secure as well.

Like all Zs, the Nismo is subject to a warranty period of five years with unlimited kilometres, while service intervals are fixed at every 12 months or 10,000km – whichever occurs first. There is also five years of roadside assistance.

Nissan also provides pre-paid maintenance plans that can save up to $245 over three years, as well as capped-price servicing. At the time of publishing, the capped-price service appointments cost between $347 and $950 depending on the year of ownership.

The E220 d All-Terrain is covered by Mercedes’ three-year, unlimited kilometre warranty, with service intervals pegged at either 12 months or a generous 25,000km.

Mercedes is yet to confirm capped service pricing for Australia, but we don’t expect the All-Terrain to stray too far from the $556, $1112 and $1112 figures applied to the E220 d sedan’s first three services.