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![New Mercedes-Benz E-Class Cabriolet [A238] (2020 - 2023) review](https://ssl.caranddriving.com/f2/images/used/big/mercedeseclasscabriolet[a238]2017to2023.jpg)
1 / 10
Launched in 2017, this 'A238'-series Mercedes E-Class Cabriolet was not only sleeker and more stylish than its predecessors but also slightly larger and quite a lot more sophisticated. The result was an arguably more prestigious approach to Executive convertible motoring than obvious competitors of the period could offer. True, it wasn't the sharpest steer in its class. Nor was it the most lavishly equipped or the most affordable to buy. But it was the best at being all the things that typical executive cabriolet owners wanted their cars to be. And yes, it felt a class above its rivals, just as a Mercedes-Benz always should.
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Detailed ratings
Mid-Sized Executive Convertibles
What you get
In A238 form, this E-Class Cabriolet shed its previous compact C-Class underpinnings and was able to grow a little. Well quite a lot actually, this post-2017-era design being 123mm longer, 74mm wider and 30mm taller than its predecessor. With the soft top up, the silhouette is similar to that of the E-Class Coupe this car is based upon, the close ties between the two variants apparent in their shared design language, with its emphasis on smooth surfaces and clean lines.
We should start by telling you a little about the fully automatic roof, which features an acoustic design derived from that used by the brand's larger S-Class Cabriolet of this period. From new, the hood fabric was personalisable too, the multi-layer soft-top available in dark brown, dark blue or dark red for those who didn't like the standard black. You activate it via the middle button in a trio of switches ahead of the central armrest and the opening - or closing - process takes 20 seconds, with operation possible at speeds of up to 31mph. A particularly nice touch is the way you can also activate the roof mechanism using the keyfob. So if you're across the street from your E-Class Cabriolet sipping a coffee and admiring the car in its roof-retracted form, then the heavens open, you can casually raise the hood without shifting from your seat. Brilliant.
When retracted, the folded canopy is stored in its own boot compartment, separated from the rest of the trunk by a retractable cover. As for the other two switches either side of the main control button, well one retracts all four windows in one action, while the other engages the 'AIRCAP' draught-stop mechanism which raises a rather ugly contraption on the windscreen header rail at the same time as activating an equally awkward-looking wind deflector behind the rear seats. Both features are undeniably effective though.
Once inside, Mercedes' now traditional 'belt butler' hands you your seatbelt over your shoulder on an extending arm, a nice little touch that really sets the tone for this car. The seats are fitted out with 'AIRSCARF' neck-level vents you'll be glad of if you're tempted to go 'al fresco' on a chilly morning. Take a look around and you'll find that, as expected, apart from a few extra trimming panels, the basic architecture of the cabin is shared with the E-Class Saloon, the only really unique difference being more distinctive air vents - there are no fewer than four of them in the centre of the fascia, all with styling that's supposed to echo the look of a turbine engine. The other main cabin talking point is the double-screen instrument panel which is standard on six cylinder models but was initially optional on four cylinder variants. It combines a 12.3-inch virtual instrument display with a second centre-dash 'COMMAND Online' monitor of the same size, both screens fitted into a single frame.
In the back, the 113mm increase in wheelbase boasted by this A238-series design did indeed translate into extra stretching space - there's 103mm more leg room than the previous model, though not quite as much as you get in the C238-series fixed-top model. Plus thanks to 74mm of body width, there's 34mm more space for your shoulders. What about boot space? Well, with the roof open, the luggage capacity is 310-litres. With the roof up, that capacity figure rises to 385-litres, 25-litres more than a C-Class Cabriolet and only 15-litres less than you get in an S-Class Cabriolet. More pertinently, it was also fractionally more than Audi and BMW rival models could offer.
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What to look for
Most E-Class Cabriolet (A238-series) owners in our survey were satisfied, but inevitably, there were some who'd experienced problems. We came across a few owners who'd experienced failed NOx sensors - there are two that are a part of the selective catalytic reduction system. The cause is usually extreme exhaust heat and replacing the sensors isn't cheap. The OM654 2.0-litre diesel engine has exhibited very few problems except for excessive wear of the roller and roller rocker arms. This leads to rough idling and strange noises coming from the air intake system, so keep a look out for that. We also come across issues with brake judder and screeching, so look out for that on your test drive. And we've heard it reported that the body paint is rather thin and sensitive, so scratches and spots are common. Check the paintwork thoroughly.
Some owners have reported failing LED light bulbs that illuminate the floor under the side door mirrors. And if the car you're looking at has air suspension, we understand that the relay for the AIRMATIC system is prone to failure - that relay can get stuck in the off position, meaning that the compressor won't engage and the suspension won't drop the car towards the ground. Otherwise, it's the usual things here; check the electric roof-folding mechanism for glitches. And ideally (with the roof up!) put the car through a local car wash to identify any leaks). Interior trim and electrical issues were the most commonly afflicted things that came up in our survey. Check for uneven panel gaps and paint flaws. Inspect the electrics and the air conditioning functionality - it should blow our really chilled air. As usual, insist on a fully stamped-up service history.
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Replacement parts
(approx based on a 2021 E220 d Cabriolet - Ex Vat) An air filter is around £26. An oil filter is around £13. A fuel filter is around £36. Front brake pads sit in the £42-£84 bracket for a set (for rears it's around £63). Front brake discs cost in the £112-£127 bracket. Rear brake discs can cost in the £146 bracket. A set of wiper blades is around £42.
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On the road
Mercedes said that with this A238 generation E-Class Cabriolet, it had worked hard to inject what it called a little more 'luxurious, sporty character' into the car. Hence this E-Class Cabriolet platform's wider track, the slightly lowered suspension and the standard 'DYNAMIC SELECT' driving modes system. All of which certainly made a difference, but not enough of one to essentially alter the character of this car; it was still more of a boulevard cruiser than a B-road blaster. Which is exactly as it should be. Not that this car is unaccomplished when the going gets twisty. It's just that other rivals see dynamic cornering as being that bit more important. In Stuttgart however, they spent their development time on everyday features that they thought typical buyers would appreciate more. Our favourite one is called 'AIRCAP' and it's there to deal with the windy buffeting that normally afflicts open-topped cars at speed, using a deflector that rises above the windscreen frame and a draught-stop that rises above the normal level of the rear seats. Combined with the 'AIRSCARF' warm air neck-level vents, it makes this a convertible you'd be comfortable using 'al fresco' all the year round.
Under the bonnet, most buyers will choose the 2.0-litre 194hp four cylinder diesel powerplant that features in this entry-level E220d variant. It's still not quite as refined as we'd ideally like, but it's a responsive and efficient unit, capable of 57.7mpg on the combined cycle and 126g/km of CO2 (NEDC figures). 4MATIC 4WD was optional. Hardly anyone is likely to choose the petrol-powered four cylinder alternative, the 2.0-litre turbocharged 245hp E300 model, which was only offered in standard rear-driven form. There may though, be quite a lot of interest in trading up to one of the mainstream V6 versions, both only offered in 4MATIC guise. There were two options at this level, the 258hp E350d diesel and the 333hp E400 petrol model. Plus at the very top of the range, there was a high performance 435hp Mercedes-AMG E53 Cabriolet flagship variant in which toupees will need to be very firmly tied down. In all the six cylinder variants, you get the 'AIR BODY CONTROL' air suspension system that from new was optional on the four cylinder derivatives. This set-up can be fine-tuned via the various settings of the 'DYNAMIC SELECT' driving modes system that influences throttle response, steering feedback and the reactions of the standard silky-smooth 9G-TRONIC PLUS nine-speed automatic gearbox that all E-Class Cabriolet models had to have.
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Overall
The improvements made to this A238-series E-Class Cabriolet - the more efficient engines, the smarter looks, the extra technology - were certainly welcome but the essence of its appeal actually changed very little. As we said when testing its predecessor, what Mercedes-Benz did with this car was something so simple that it sounds blindingly obvious. Assuming that it's not lashing down with rain, here is a convertible you can use for roof-down motoring almost whenever you want. It can be cold or windy. Your journey may be at high speed. Or it may include rear seat passengers. Either way, it matters not. In no other comparable soft-top will you find yourself retracting the hood quite so often. True, there are rivals you could choose that'd be more dynamically rewarding to drive, but as Mercedes well knows, that kind of thing doesn't tend to be prioritised by many likely buyers. These people will probably attach much greater value to the way that this E-Class Cabriolet will rack up huge distances in exquisite comfort - and with impressive efficiency.
So, how to summarise? Well, in driving this car and in owning it, you feel another, more elegant level away from owners of the brand's less aspirational C-Class Cabriolet. And a cut above the sporting convertible models that car competed with in its period, cabrios like BMW's 4 Series and Audi's A5. There's a maturity and a class here that these sportier rivals lack. They could never be considered as a wise and cost-efficient alternative to spending considerably more on a Maserati GranCabrio or a BMW 8 Series Convertible. This Mercedes could be. And that about sums it up.
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