E-Class Mercedes E-Class Cabriolet - First Drives/Road Tests

[Merc1]

What is it?

This is confusing. First, Mercedes-Benz determines the E-class cabriolet is too old-fashioned and replaces it with the CLK Cabriolet, which sells in much larger numbers than its direct predecessor for a period of 12 years and two model generations.

Then it decides the CLK Cabriolet no longer fits its newly realigned line-up and kills it off in favour of - you guessed it - the E-class Cabriolet.

With a purposeful appearance mirroring that of the E-class coupe already on sale here, one of the best soft-tops mechanisms you’ll find anywhere and a top-notch interior that can be optioned with all of the German car maker’s latest comfort, safety and entertainment features, the Kings Road crowd are surely going to find this classy new open-top hard to pass up.

At the start of UK sales later next month there will be no fewer than seven E-class cabriolet models offering the choice of three diesels and four petrol engines. We drove the mid-range E350 CGI, which is expected to become the most popular model over time.

What’s it like?

At typical motorway cruising speeds the E-class cabriolet’s refinement with the roof up is hugely impressive – if not quite the equal of that of the coupe, then not far away in ultimate terms.

The roof itself is a superbly finished multi-layered affair that stows in just 20sec at the press of a button located underneath a small pod on the leading edge of the centre armrest. As with the old CLK, it sits underneath a hard tonneau at the rear of the cabin in the top section of the boot to preserve the E-class cabriolet’s purposeful lines.

Many cabriolets claim to accommodate up to four adults. But the truth is a lot of them only offer sufficient space for two along with a token rear bench seat designed primarily for luggage stowage. The new E-class cabriolet, however, can be counted among the limited number of open-tops boasting four genuinely useful seats.

With the roof up, luggage capacity is put at a somewhat disappointing 390 litres – the same as that offered by the old CLK cabriolet. When the roof is lowered it drops to just 300 litres, demanding the use of soft baggage owing to an overall lack of space and narrow aperture.

In subjective terms, it feels quite rapid. There’s a silken feel and underlying willingness to the engine that tempts you to switch the gearbox into manual mode and run it hard up to the 6500rpm cut-out. Its best work, however, is done at a constant cruise in automatic mode. Tall gearing and the almost-silent qualities of the engine below 2500rpm add to the refinement and overall feeling of wellbeing.

Although it doesn’t quite feel as rigid as the E-class coupe, the E-class cabriolet is still remarkably controlled. Get stuck in on a winding mountain road and you find it is a much more rewarding drive than the old CLK cabrio.

The new car steers with greater precision, is more responsive and boasts better body control. Best of all is the ride, whose composure is exceptional by open-top standards both at low speeds around town and at a steady cruise out on the motorway.

Should I buy one

Those tempted by the E-class cabriolet’s impressive combination of style, luxury, performance and refinement should be warned. Some of the engine and gearbox combinations available at launch won’t be offered for long before being replaced by newer and more efficient units.

Not that this is likely to make much difference to the new German open-top’s sales prospects, I suspect. As a fashion statement for the in-crowd, it doesn’t get much better than this.


Mercedes E350 CGI Cabriolet - Road Test First Drive - Autocar.co.uk


M

 

[Shining Star]

Autoweek.com- E-Class Cabriolet

What is it?

The E-Class Cabriolet is the two-door, four-seat, drop-top version of Mercedes-Benz's stylish E-Class sedan and coupe models introduced in mid-2009. The car also replaces the CLK two-door convertible in the Mercedes lineup. For the U.S. market, powertrains are the same as in the sedan: a 3.5-liter, 268-hp, 258 lb-ft V6 in the E350 Cabriolet, and a 5.5-liter, 382-hp, 391-lb-ft V8 in the E550 Cabriolet. Both engines are peppy, pushing the convertible from 0 to 60 mph in an estimated 5.1 seconds for the V8 model and 6.3 seconds for the V6. The car goes on sale in the United States in May.

How's it drive?

Smooth and steady, as one might expect from a Mercedes-Benz. Though our drives were confined to fairly smooth road surfaces, there was little flex to the solid chassis and virtually zero detectable cowl shake. The V8 is the hammer, providing a distinct baritone exhaust note, but the V6 is no slouch in power delivery either. Both run with seven-speed automatic transmissions, which can be so smooth as to be almost imperceptible in shifts, even when downshifting through four or five cogs to call on some engine braking.

As for the convertible experience, thanks to Mercedes’ new power-deployed Aircap wind deflection system--offered for the first time (as standard equipment)--wind buffeting with the windows rolled up is so minimal that conversation is easy and at normal volume, even at 70 mph or more. With the multi-layer fabric top in place, Mercedes claims sound levels are comparable to the E-Class coupe.

Do I want it?

Convertibles aren’t for everybody. But for those who seek a sophisticated four-seat cabrio that performs well and can deliver a sun-soaked driving experience without too much mussing of the hairdo, the E-Class Cabriolet is a winner. The sharp styling of the new generation E-Class melds perfectly with the convertible treatment to give it a dashing appearance, top up or down. We’d recommend the V8 unless you watch every penny at the pump.

Autoweek.com

 

[Kowalski]

I still can't stand the name. What's wrong with CLK?

Anyway, I don't like the look of it.

 

[LaArtist]

sexy car

 

[Sayyaaf]

lol that guy looking stupid following the roof going inside.

 

[MBFanToDeath]

I'm in love with this Mercedes. Pls God give me one (white or black pls )

 

[ZicZachZo]

Those wheels look GREAT on this car.

 

[fortuner]

That white is a stunner.i owned a clk500 white with black 2 years back.this is a absolute stunner i would love one.

 

[Merc1]

Interesting how Autocar states that new engines are just around the corner. I hope that includes gasoline V8s and especially V6s.

M

 

[Merc1]

Automobile Magazine - First Drive: 2011 Mercedes-Benz E-Class Cabriolet

The new Mercedes-Benz E-class cabrio is based on the 2010 E-class coupe that debuted last year. Bringing the total Mercedes-Benz E-class family to four members---sedan, coupe, wagon, and convertible---it goes on sale in the USA on May 10, 2010, as two well-equipped models: the V-6 E350 and the V-8 E550, which reflect the same powertrains as the coupe. The E350 cabrio is expected to start at about $58,000; since the E550 coupe costs about $7000 more than the E350 coupe, we would expect the same price spread in the E-class convertible, such that the E550 cabrio will likely start at about $65,000.

Clearly, a member of the E-class family

The last four-seat Mercedes convertible was the CLK, which was based largely on the C-class sedan. Although the E-class coupe and cabrio also derive some of their parts from the C-class, Mercedes is repositioning these new 2-doors as distinct members of the E-class family in an attempt to recapture some of the E-class 2-door glamour from the 1980s and 1990s. To that end, if you line up all four members of the E-class lineup---sedan, wagon, coupe, and cabrio---you’ll see that they share much of their styling and are clearly all siblings, with similar front ends and the signature hockey stick-shaped LED turn signals.

Mercedes wisely decided not to make the E-class cabrio a hardtop, like Lexus, Infiniti, Volvo, and BMW have done with their competing cars. The E-class cabrio is certainly all the better for it, both in terms of its looks and in its efficiently packaged trunk. The heavily insulated canvas top can be lowered or raised in only 20 seconds at speeds of up to 25 mph. When it’s raised, you’d be hard-pressed even to realize that you’re in a convertible, so well does it seal out noise and vibrations. The trunk itself is fairly roomy, at 13.8 cubic feet. If the top is down, a rigid barrier in the trunk separates the cargo space from the top itself. With the top up, you can easily move the barrier down and out of the way, which makes it easier to load cargo.

Top-down: a special environment

The E-class cabriolet has one principal purpose: to make the top-down experience as comfortable and as pleasurable as possible for the driver and three additional passengers. The biggest innovation to make that happen is a new system, which will be standard on all U.S.-spec cars, called Aircap. Push a button in the center console and an aerodynamic wing that spans the exterior of the windshield header is deployed several inches to deflect air flow higher over the vehicle to better insulate passengers, especially those in the rear seats, from the turbulent air flow. Additionally, the rear headrests and a wind net that links them automatically rise several inches when Aircap is engaged to further deflect air from the cabin.

Aircap worked reasonably well during our drive on the Spanish island of Mallorca, but it is still no match for the fierce winds that buffet rear-seat passengers if all four windows are lowered when the car is being driven at speed. We sat in the back seat while our codriver sped through groves of olive trees in one of Mallorca’s lush green valleys, and there was a minor but discernible reduction in the amount of wind swirling through the rear part of the cabin when Aircap was engaged with the windows up. From the front seat, deploying the Aircap wing created a hissing noise over the windshield header at speeds between about 50 and 70 mph; disengage Aircap and the wind noise moved behind the heads of the front passengers. The hissing noise did dissipate, however, at higher speeds.

Aircap is meant to complement the latest version of Airscarf, the system that Mercedes debuted some years ago in the SLK roadster which blows warm air on the back of your neck if you’re in the front seats. With Airscarf, Aircap, heated seats set to the highest of their three positions, and the side windows up, heck, you could drive the E-class cabrio in relative comfort at any temperatures above freezing as long as there was no precipitation. Conversely, with available cooled front seats and a climate control system that is specially designed to react to the different microclimates, if you will, in the vehicle, the E-class cabrio also has the capability of making passengers more comfortable on a scorching hot summer’s day.

Behind the wheel: carrying on the Mercedes cabrio tradition

The Mercedes-Benz E350 cabrio that we drove provided the sort of relaxed, luxurious, isn’t-life-grand top-down experience that M-B open-top cars have offered sybarites since the Jazz Age. This is no sports car, and that’s fine; there’s sufficient power from the 3.5-liter V-6, which is mated to a seven-speed automatic with paddle shifters, and there’s far more than sufficient grunt from the E550’s 5.5-liter, 382-hp V-8. This is a grand touring convertible that’s all about giving you an unimpeded look at the world, not about making you fantasize about going racing. We’ll leave that role to the inevitable AMG version.

Although it’s not a sports car, the E-class still steers well, with good self-centering, and it has perfectly good body control and a ride that strikes the right balance between supple and firm. Sightlines are good, although the rear seatbacks and net do impede rearward vision a bit. If the V-6 doesn’t purr with pleasure when you hammer the accelerator, nor does it moan in protest. We’d think carefully about springing for the V-8 model: this car is all about what’s under the canvas top, not what’s under the hood, and the V-6 will handily meet most people’s needs and desires. Heck, we even drove a European-market four-cylinder turbodiesel model with a six-speed manual, and it did not lack for go.

Passenger pleasure

Strong winds were no match for the optional Harman Kardon stereo in our test car, which could be heard with clarity even in the rear seat. The rear-seat compartment, naturally, is a fairly intimate space, as passengers are staggered slightly behind the front seats, but there’s still room for a pull-down armrest between the rear seats, and the rear seats themselves are nicely sculptured, supportive, and comfortable. Rear legroom and footroom aren’t bad, either, unless you have a six-foot, three-inch driver in front of you.

The E-class cabrio: pure indulgence

So, no one needs a four-seat luxury convertible, but if you’re looking for a way to reward yourself or someone close to you this spring and summer, the new 2011 Mercedes-Benz E-class cabrio makes quite a statement. We prefer it in principal to any of the hardtop convertibles and therefore see the still-sharp Audi A5 cabrio, which also has a handsome fabric roof, as its main competitor. The A5’s biggest advantage is available Quattro all-wheel-drive, whereas the E-class is available only with rear-wheel drive.

The E-class, though, follows in the footsteps of an incredible array of large Mercedes cabriolets over the years, cars like the 220SE and 300SE cabs of the early 1960s and the W124-series droptops from the early 1990s. Those 1990s cars were amazing: solid, really good to drive, handsome, and painstakingly engineered. We’d venture that the new E-class cabrio does a much better job than the CLK cabrio at carrying the Mercedes-Benz torch.


2011 Mercedes Benz E-Class Cabriolet - Mercedes Benz Luxury Convertible Review - Automobile Magazine


Looks really good here done up in the same colors as my CLK430 Cab.


M

 

[Merc1]

Road and Track - 2011 Mercedes-Benz E-Class Cabriolet - Driving Impressions







































Top up or top down, the new E-Class Cabrio is a sweetheart to drive.


We’re on the beautiful Spanish island of Mallorca where Mercedes-Benz is putting us behind the wheel of its E-Class Cabriolet for the first time. Successor to the CLK Cabrio, the new E-Class soft top was unveiled in frozen Detroit last January, but here the mild temps allow top-down driving.

Mercedes says the new convertible allows four occupants to enjoy the vehicle year round. For the nastier months of the year, a three-layer “acoustic” folding top does a commendable job of keeping things snug and quiet inside.

We freely admit, however, that we spent little time with the top up because of something Mercedes calls AIRCAP. Even in cool weather, I hardly noticed that the the top was down.

Here’s how it works. In normal top-up fashion, the car’s coefficient of drag is an excellent 0.28. Stow the top, and it rises to 0.32. But then you raise two elements. One is a wind deflector with a net inside that rises 2.4 in. above the windshield header. Also rising is a wind draft spoiler between the rear seat headrests. These two devices increase the coefficient of drag to 0.36, but they also effectively raise the airflow over the cockpit. The effect in limiting interior turbulence and noise once the side windows are up is dramatic. It works, so on a cool day you hum along at 70 mph in surprising calm and warmth, chatting at normal volumes.

Mercedes also includes the AIRSCARF warm-air vents in the headrests, and now makes the nozzles adjustable for aim. This feature is most effective at low speeds.

Designers did a reasonable job of keeping the coupe look in the convertible, which takes just 20 seconds for the top to go up or down…at speeds up to 25 mph!

The rest of the car is all E-Class Coupe, and there’s room inside for four average-size adults with front seats that aid entry for the rear passengers.

As with the E Coupe, the E Cabrio brio for the U.S. will be in two forms, the E350 and E550. That means the 3.5-liter V-6 with 268 bhp at 6000 rpm and 258 lb.-ft. of torque at 2400-5000 rpm, or the 5.5-liter V-8, which raises the bar to 382 bhp at 6000 rpm and 391 lb.-ft. at 2800-4000. Both cars have a 7-speed automatic transmission, and Mercedes claims 0 to 60 times of 6.3 and 5.1 seconds, respectively. No EPA mpg numbers were provided, but the respective E Coupes get 17 city/26 highway, and 15 city/23 highway. The Cabrios, it should be noted, are 200 lb. heavier.

Prices for the E350 Cabrio will start around $58,000 and the E550 Cabrio at $66,000, and both can be AMG’d upward from there. Not inexpensive, by any means, but these cars are sweethearts to drive, arguably the best at blending closed and open air driving and making sure one mode is as comfortable as the other.


2011 Mercedes-Benz E-Class Cabriolet - Article - Road and Track


M

 

[ree]

Caradvice - review: E-Convertible

2011 Mercedes-Benz E-Class Cabriolet Review

Open air motoring at its best​

Palma de Mallorca, Spain—With the introduction of the 2011 Mercedes-Benz E-Class Cabriolet, the company’s revamped mid-size luxury line-up is now complete. The saloon bowed first last year, followed closely by the coupe and the wagon; all three continue a tradition of quality engineering, a wide range of hi-tech features and a decent level of driving satisfaction.



So the expectations for the soft-top version went something like this: more of the same, but with some added vitamin D thrown in for good measure. Fortunately, the weather for the launch event, held on the perennially sun-soaked isle of Mallorca, cooperated

The cabriolet versions of the E-Class will be available with a number of different petrol and diesel engines, depending on the market in question.



At the time of launch, the complete list of diesel engines is as follows: a 4-cylinder each for the E200 CDI (125 kW; 170 hp) and the E250 CDI (150 kW; 204 hp), as well as a V6 diesel for the E350 CDI (170 kW; 231 hp).

The catalogue of petrol engines reads as follows: a 4-cylinder for the E200 CGI (135 kW; 184 hp) and the E250 CGI (150 kW; 204 hp), a V6 for the E350 CGI (215 kW; 292 hp) and a V8 for the top-of-the-line E500 CGI (285 kW; 388 hp), which is branded the E550 in certain markets.
Over the course of two days of driving, I had the chance to test three of these models: the E350 CDI, E250 CGI and E500 CGI. (Whew, that’s a lot of letters.)



First, let’s start with the gasoline engines. Here’s what I learned last year in driving the V6 and V8 petrol versions of the E-Class saloon back-to-back: The V6 is Dr. Jekyll, the V8 is Mr. Hyde. While there was only the opportunity to test out the V8 this time around, my educated guess is that the V6 will be best-suited to those who appreciate the cachet of the five-pointed star and all the cabriolet’s luxury amenities, combined with enough power so that you’re not completely embarrassed during stoplight getaways.



While the E350 CGI employs a 3.5-litre V6 that develops 292 horsepower and 365 Nm of torque, the E500 boasts a 5.5-litre V8, 388 horsepower and 530 Nm of torque. If that seems like a big difference…well, it is a big difference.

As a result, the E500 will clearly resonate with those who prefer their luxury family sedans to be a little more muscular. While this version isn’t quite as extreme as the inevitable E63 AMG Cabriolet (likely appearing later in the year), it does manage the sprint from 0-100 km/h in a scant 5.3 seconds. That’s pretty quick for a family car in anybody’s book.



Power is diverted to the rear wheels via a 7-speed automatic transmission—dubbed the 7G-TRONIC—that can be left in full automatic mode or shifted using the centrally-mounted gear lever or steering column-mounted paddles. While this unit isn’t as racy as some on the market, it’s certainly well-sorted and perfectly in tune with the nature of the car.



Out on the winding roads with the soft-top safely stored away, the E550 proved an entertaining ride. The dynamic handling package—standard in certain markets—provides the choice between two modes, sport and normal. This system automatically adjusts the amount of damping at each wheel when cornering or performing evasive manoeuvres, while the sport mode stiffens up the suspension accordingly.

The ride proved to be a great compromise between comfort and road-holding. And while the traction control system is a bit matronly, it does allow for the car to be thrown into corners with little concern for the repercussions. The steering isn’t as direct as I’d like, but, then again, this isn’t a sports car.



From an engineering standpoint, the highlight of the driving experience just might be the exhaust note. Top down, right foot planted: a little piece of heaven burbling forth from the trapezoidal tips. (And, again, a hint at what the AMG model might offer.)

Next on the desirability list came the E350 CDI. As the saying goes, there’s no sunstitute for displacement and the diesel just didn’t turn my crank as much as the big V8. Having said that, the 3.0-litre V6 oil-burner is definitely a handy motor that offers a decent level of acceleration combined with respectable fuel efficiency.



My issue with the E350 CDI (as with many diesels): It simply runs out of breath out on the open road—and when is that ever fun? Aided by a 7-speed automatic as well, this cab motors from naught to 100 km/h in 6.9 seconds. So the diesel does generate some fun, but a little bit more would be greatly appreciated.

Lastly, we arrive at the E250 CGI. This 4-cylinder isn’t for everyone… and it’s not for me, either. Saddled with an outdated 5-speed automatic transmission, acceleration is extremely mild. I would say that this engine would be best suited to taxi cab duty, but then why would you choose it over a 4-cylinder diesel that offered better efficiency and performance off the line? Motoring around the hilly terrain just outside Palma, the E250 struggled to catch its breath regularly.



In terms of comfort, luxury and convenience, here’s everything you need to know about the E-Class Cabriolet: It’s a Mercedes-Benz. With this statement alone, it goes without saying that the car will offer a ton of luxury amenities, heaps of technology and plenty of comfort for those fortunate enough to own one.

In the run-up to the introduction of the E-Class Cabriolet, the corporate spin doctors gave the car a fairly compelling tagline: Four passengers, four seasons. The reason for this is the introduction of the AIRCAP, a new system designed to reduce wind buffeting for rear-seat passengers when the top is down.



The AIRCAP comprises two parts: a spoiler with integrated netting mounted on top of the windshield and a mesh windbreak set between the headrests of the rear seats. Both, along with the soft-top, are power-operated through switches in a control panel just in front of the armrest. (The rear windbreak also automatically deploys when one of the rear seatbelts is used.)



While the system proved very effective at reducing airflow and noise in the cabin, there were two notable drawbacks. First, the front spoiler looks incredibly inelegant when deployed. Second, the netting draws insects like a moth to the flame, so when it’s tucked away after use, bug parts rain down on the front windshield like a grade school biology class.

Still, with the airflow managed, the climate control and seat heaters set on high, and the neck-heating AIRSCARF engaged (another bit of proprietary thinking from Mercedes), you could conceivably power along with the top down in the dead of winter. Maybe not at the North Pole, but you get the point.



Here’s another aspect of the Mercedes line-up that seems to go unnoticed too often: The power seats are some of the most comfortable and easy to operate on the market.

The seat controls are placed on the side of the door, right where you can reach and see them. They offer an iconic replica of the seat with clear switches for the headrest, backrest and seat bottom. Their level of adjustability is infinite. Why every manufacturer in the world doesn’t copy the Mercedes design for seat controls is a mystery.



The AMG sports package includes the even more delightful multi-contoured front seats; these give the driver and co-driver still more decisions to make, with extra side bolstering and lumbar support part of the equation. To top it all off, the versions tested included the optional “climate comfort” seats with heating and cooling switches. (I like to turn both the heating and the cooling on full blast and watch them fight it out.)
Elsewhere, the interior of the E-Class Cabriolet with AMG sports package boasts a number of other nice touches such as the sports steering wheel, brushed aluminum sports pedals, leather upholstery and very handsome black-on-black or two-tone interior treatments.



While some well-heeled sorts might describe the need to ride around in a Bentley or a Rolls or a Maybach, this Mercedes leaves little to be desired from either a comfort or luxury standpoint.



When you add in the aggressive outward appearance of the standard AMG sports package—including body kit, upgraded brake calipers and 18-inch wheels—you also have a drop-top that’s capable of turning heads for all the right reasons.



Lastly, the E-Class Cabriolet offers so many hi-tech features, it would take another complete article to describe them in full. (The Reader’s Digest version: adaptive high beams, adaptive cruise control with automatic brake assist, and attention assist to alert the driver if he seems to be driving erratically.)



As expected, then, the 2011 Mercedes-Benz E-Class Cabriolet is another worthy addition to the manufacturer’s potent line-up… as long as you opt for the proper engine.

---

Lovely car and fantastic photos - sadly not opt with the AMG package.

 

[Potential]

That interior is well below par for an E Class convertible. The current generation - extremely old - 6 Series interior looks more modern, more stylish, more luxurious and better put together.

 

[Wunderkind]

That interior is well below par for an E Class convertible. The current generation - extremely old - 6 Series interior looks more modern, more stylish, more luxurious and better put together.

Wow, you are the first person I come across who has something nice to say about the interior of the 6-Series.

But I do agree the E-Coupe interior is nothing to write home about.

 

[ZicZachZo]

Respectfully, I disagree. I think that the interior is attractive and seemingly well made.

 

[Nicks]

6 Series interior looks more modern, more stylish, more luxurious and better put together.

lol what? i hope u're kiddin

 

[Potential]

At least the 6 Series looks luxurious compared to the plastic - well put together - design of the E Class. Just looks at those air vents for heavens sake. If you can critise the 6 Series interior, how can you find this interior to be better designed? Is it the fact that the steering wheel has a 3 point star in the center?

Wow, you are the first person I come across who has something nice to say about the interior of the 6-Series.

But I do agree the E-Coupe interior is nothing to write home about.

In my neck of the woods the 6 Series interior is praised as the best designed and put together interior from the Bangle Era, even eclipsing the E65 7 Series.

 

[Nicks]

yeah those air vents just kick ass

 

[Vivaki]

I think the interior is good. As good as the 3 series coupe/cabrio interior if not better

 

[MBFanToDeath]

Car And Driver - 2011 Mercedes-Benz E-Class E350/E550 Cabriolet - First Drive Review

At the launch of the new 2011 Mercedes-Benz E-Class convertible, the German carmaker brought along some classics from its past. We were thus reminded that golden oldies such as the 1971 280SE 3.5 were great four-place convertibles that could be hustled at reasonable speeds, but couldn’t be considered sports cars.

It was a smart move, because the new E-class convertible isn’t sporty like the droptop versions of the BMW 3-series or Infiniti G37. Instead, it’s a beautifully made and solid cruiser that has space for four, drives well, is quick, and has some style.

A Classic Formula

The E-class cabriolet doesn’t feature a folding hardtop, using instead a traditional cloth roof that’s nearly an inch thick. The top is sealed well and seemed to be nearly as quiet at highway speeds as a metal roof. It takes about 20 seconds to furl and unfurl, with another five seconds added for all four windows to chug up or down. One benefit of the cloth top is that it allows for decent trunk space: 11 cubic feet with the top down and 14 with it up. That’s a great deal more commodious than the trunks of folding-hardtop convertibles when their tops are lowered.

Although the car looks like an E-class sedan with the roof removed, down to the gawky crease over the rear fender, it’s dimensionally closer to the C-class. (Remember, the E-class coupe and convertible effectively replace the old CLK-class lineup.) The wheelbase is 106.9 inches, which is about two inches shorter than the C-class sedan’s and 6.2 inches shorter than that of the four-door E-class. Although the wheelbase is slightly shorter than the cozy BMW 3-series convertible’s, the rear compartment is spacious enough for two full-size adults to hang out and enjoy an al fresco automotive experience.

Gadgets Galore

To make the experience a bit less breezy back there, Mercedes has introduced a new gizmo on the E-class called Aircap. This is a retractable spoiler that’s mounted on top of the windshield, intended to divert air over the passenger compartment. It doesn’t have any effect on tonsorial elegance with the side windows down, but with them raised, there was notably less wind whip at speeds up to 50 mph. Aircap, which is standard on all E cabrios, looks a bit dorky when deployed, but you don’t have to look at it while you’re driving, only enjoy its benefits. Mercedes also makes its Airscarf heating system available on the E-class cabrio; it wafts warm (or cold) air around front occupants’ heads and necks via vents embedded in the headrests.

As one would expect with a Mercedes, the car has airbags up the wazoo—no fewer than seven as standard, with rear side bags on the options list. The body structure has been reinforced under the floor and behind the rear seats to recover some of the rigidity that’s lost without a fixed roof. The windshield surrounds have been beefed up, too. Mercedes also fits two hefty, 1.4-inch-diameter tubular roll bars under the rear headrests that pop up in the event of a rollover.

Similar to the Coupe, but Pricier

Just like the regular E-class sedan, there are two engines for the U.S: the familiar 268-hp, 3.5-liter V-6 and a 382-hp, 5.5-liter V-8, both mated to a seven-speed automatic transmission. Mercedes claims that the V-8 E550 droptop will reach 60 mph from rest in 5.1 seconds and that the V-6 E350 needs 6.3 seconds for the same sprint. We’ve hit 60 in 4.8 seconds with the slightly lighter E550 coupe, so Mercedes’ figures should be pretty accurate. Top speed is limited to 130 mph on both models.

The cars will go on sale in May in the U.S., likely priced at around $57,000 for the E350 and $67,000 for the E550. The E350 comes with standard features such as leather seats, a 14-way power driver’s seat, Aircap, burled walnut trim, two-zone climate control, and seven airbags. To that, the E550 adds AMG sport styling elements such as a different, more aggressive front fascia; unique wheels; cross-drilled brake discs; and a sport-tuned suspension. When the E550’s transmission is switched into Sport mode, the shocks are firmed up and the shift points and throttle map are altered. A navigation system, rear side airbags, laser cruise control, and Airscarf are optional on both models as part of a number of equipment packages.

Old-World Cruiser

Neither car will set an enthusiast’s pulse racing, but the E350 and E550 are very competent vehicles. We couldn’t detect any cowl shake over bumpy roads and they ride very nicely on the highway, particularly in more-relaxed E350 form. The V-8’s growl under hard acceleration is seductive—as is its pace—but we felt the V-6 was better-suited to the car’s overall demeanor. Through the twisties on the island of Mallorca, the car was capable, but the steering is slow on-center and isn’t very talkative; the car is tuned for comfort rather than hauling the mail.

In so many ways, that’s just like those classic cabriolets of the 1970s. The E-class cabriolet isn’t as enjoyable to drive as a BMW 3-series or even an Audi A5, but it’s more comfortable for four people than either of those cars. It’s built like a bank vault and is a serene cruiser that will make a statement at a valet stand or the shopping mall. After all, not all cars have to be barnstorming racers—wait, did we really just say that?