Mercedes-Benz E-Class Cabriolet E220 CDI AMG Sport 2dr 7G-Tronic 2.1 Diesel Automatic Cabriolet (2014)

01617 178 923

£20,250 cash

WAS £21,500, SAVE £1,250

The conversion to two-door cabriolet gives a sharp and distinctive look, although the Mercedes E-Class name is quite misleading: this car is actually based on the platform of the smaller C-Class. The bold front grille with extra-large Mercedes-Benz emblem, single-piece headlights and rakish front bumper gives an aggressive look, while the swept-back tail lights and strong rear arches give the E-Class Cabriolet a muscular and stylish appearance.

24/10/2014

13500

Automatic

Diesel 57.7 combined MPG

RED

New Lower Price



Customer Views 0

Location: Renault Bury - Stock At This Dealer

Get Directions

ML64YBY


All vehicles can be purchased from your local Motorparks dealer regardless of their physical stock location.

Best part-ex price paid
Ready to test drive
Low Finance Available
Qualifies for Warranty4life

Warranty 4 Life

Email Me Details Email Similar
Get your sale price

Our Lowest Price Within 3 Minutes.

Finance My Car Reserve Now Enticement Vehicle Enquiry Value My Car Call Me Back Test Drive Make a Bid Save CarRemove Car Live Chat 24/7
Ian Duke

Ian Duke
Dealer Principal

Manager's Comment

open quoteThe bold front grille with extra-large Mercedes-Benz emblem, single-piece headlights and rakish front bumper gives an aggressive look A truly desirable car.close quote

Visit CarFinanceRescue

CO2: 128 g/km

MPG: 57.7

The conversion to two-door cabriolet gives a sharp and distinctive look, although the Mercedes E-Class name is quite misleading: this car is actually based on the platform of the smaller C-Class. The bold front grille with extra-large Mercedes-Benz emblem, single-piece headlights and rakish front bumper gives an aggressive look, while the swept-back tail lights and strong rear arches give the E-Class Cabriolet a muscular and stylish appearance.

General

Badge Engine CC: 2.1
Badge Power: 170
Based On ID: N
Coin Description: CDI
Coin Series: AMG Sport
Insurance Group 1 - 50 Effective January 07: 42E
Man Corrosion Perforation Guarantee - Years: 30
Manufacturers Paintwork Guarantee - Years: 3
NCAP Adult Occupant Protection %: N
NCAP Child Occupant Protection %: N
NCAP Overall Rating - Effective February 09: N
NCAP Pedestrian Protection %: N
NCAP Safety Assist %: N
Service Interval Mileage: 15500
Standard manufacturers warranty - Mileage: 999999
Standard manufacturers warranty - Years: 3
Vehicle Homologation Class: M1

Emissions

CO: 0.054
CO2 (g/km): 128
HC: N
HC+NOx: 0.156
Noise Level dB(A): 70
NOx: 0.146
Particles: 0.0002
Standard Euro Emissions: EURO 5

Engine and Drive Train

Camshaft: DOHC
Catalytic Convertor: True
CC: 2143
Compression Ratio: 16.2:1
Cylinder Layout: IN-LINE
Cylinders: 4
Cylinders - Bore (mm): 83
Cylinders - Stroke (mm): 99
Engine Layout: NORTH SOUTH
Fuel Delivery: COMMON RAIL
Gears: 7 SPEED
Number of Valves: 16
Transmission: SEMI-AUTO

Fuel Consumption

EC Combined (mpg): 57.7
EC Directive 1999/100/EC Applies: True
EC Extra Urban (mpg): 64.2
EC Urban (mpg): 47.9

Performance

0 to 62 mph (secs): 8.7
Engine Power - BHP: 170
Engine Power - KW: 125
Engine Power - PS: True
Engine Power - RPM: 3000
Engine Torque - LBS.FT: 295
Engine Torque - MKG: 41
Engine Torque - NM: 400
Engine Torque - RPM: 1400
Top Speed: 143

Tyres

Alloys?: True
Space Saver?: True
Tyre Size Front: 235/40 R18
Tyre Size Rear: 255/35 R18
Tyre Size Spare: SPACE SAVER
Wheel Style: AMG 5 TWIN SPOKE
Wheel Type: 18" ALLOY

Vehicle Dimensions

Height: 1398
Height (including roof rails): N
Length: 4703
Wheelbase: 2760
Width: 1786
Width (including mirrors): 2016

Weight and Capacities

Fuel Tank Capacity (Litres): 66
Gross Vehicle Weight: 2305
Luggage Capacity (Seats Down): N
Luggage Capacity (Seats Up): 390
Max. Loading Weight: 470
Max. Roof Load: N
Max. Towing Weight - Braked: 1800
Max. Towing Weight - Unbraked: 750
Minimum Kerbweight: 1835
No. of Seats: 4
Turning Circle - Kerb to Kerb: 11.5

E FOR EFFICIENCY (used) 02/03/2016

By Jonathan Crouch

Introduction

The Mercedes-Benz E-Class has a reputation for buttoned-down efficiency. It's one continued by this vastly improved eighth generation version which retains a sensible side but dials up the desirability, aiming to offer a smarter, more prestigious approach to Executive class motoring than its closest German rivals. It does so with efficient engines, astonishing technology and comfort that makes you question the need for a larger luxury saloon.

Models

4dr saloon, 5 dr estate (2.1, 3.0 diesel, 1.8, 3.0, 3.5, 5.5, 6.2 petrol, 2.1 diesel/electric hybrid)

History

No car epitomises what Mercedes-Benz stands for better than this one - the E-Class. We've known it by that name since 1986 but the history of this model actually dates all the way back to 1953 and the introduction of the original 'W120' series design, widely regarded as the brand's first truly modern motor car. And this model has remained truly modern throughout the eight generations since, pioneering everything from safety passenger cell technology to turbodiesel engines, innovation that continues here in this much improved 'W212' series version, the most comprehensively revised Mercedes-Benz ever. And it needs to be. Much, after all, has happened in the executive saloon sector since this MK8 model E-Class was first introduced here back in 2009, with all-new versions of both its main competitors, the BMW 5 Series and the Audi A6, as well as stronger opposition from lower volume segment rivals like Jaguar's XF and the Lexus GS. No longer was it enough for the Stuttgart's most important car to be merely big, refined, efficient and classy. Extra technology was needed - and a bit of extra character too, both of which are apparently provided by the vastly improved eighth generation version introduced early in 2013, the car we're going to test here. You'll recognise it by its more curvaceous nose but beyond the smarter look lie the more important state-of-the-art virtues this E-Class will need if it's to continue to be its maker's most profitable model. As before, its market appeal will be vast, with private buyers the focus of pretty Coupe and Cabriolet versions and the far larger business sector targeted by the saloon and estate variants we're going to talk about here. One of these must be almost all things to all commercial people, as appealing to, say, a taxi operator in ordinary base diesel form as in higher spec it will be to a top executive. It must, in short, be a very thoroughly developed product indeed. Let's put it to the test.

What You Get

Mercedes is usually careful not to meddle too fundamentally with the things that define its most popular products, especially when it comes to aesthetics. Here, it's different. E-Class customers who previously defined this car by its twin headlamp set-up and that prominent Three-Pointed Star atop the traditional upright lamella grille must now get used to quite a different look. The traditional bonnet mascot's gone, replaced by a larger brand badge in the centre of a more prominent front grille flanked by a redesigned pair of curvaceously flowing headlamps. These now operate within a single lens that incorporates flowing light elements intended to maintain the typical four-eyed look that has come to characterise this car. The swept-back bonnet has also been restyled so that its contours merge elegantly with the smartened front end, while at the side, the shape appears to have been stretched thanks to a sharper creaseline beginning on the rear doors and extending into the tail lights. These have also been smartened, with a two-tone look and LED technology that offers up a distinctive nightime visual signature. We're talking then, of a package of changes that go a bit further than you'd expect from a mid-term facelift, an approach continued on inside. Slip behind the wheel and smarter materials with meticulous detailing serve to raise the perceived quality and functionality of this car. There's a redesigned centre console too, with extra storage space making up for the fact that the door pockets are as small as ever. As before, you sit quite low and you'd be excused for some initial confusion with all the stalks, paddles and buttons that need to be mastered on the nappa-leather-trimmed multi-function steering wheel, along with the endless menus of the standard COMMAND infotainment system whose 7" colour screen dominates the top of the dash. But you quickly adjust, not only to these but also to familiar E-Class anomalies like the foot-operated parking brake and the steering column-mounted gearstick. And once you have, you're set to more readily appreciate ergonomic design that's just that bit more special this time around. Perhaps it's the lovely analogue clock positioned between a smarter set of dash-top vents. The tight, precise panel gaps. Or the Artico stitched leather trim on the dashboard and the beltline of the doors. Moving into the back, the large door aperture aids easy entry and once inside, headroom is good, though there's not quite as much rear legroom as the car's dimensions might suggest. It's quite enough for long distance comfort though, provided you're not stuck in the middle where you've to straddle a prominent propshaft tunnel. Out back, the 540-litre boot is slightly bigger than you'll find in a BMW 5 Series, an Audi A6 or a Jaguar XF and for not much extra, you can have it with this neat pull-down Easy Pack boot box. Unfortunately, the option to extend the cargo area with a useful 60:40 split-folding rear bench is an expensive extra. Still, if that's something you're likely to be doing on a regular basis, you'd be better off looking at the spacious estate version, which ups luggage capacity to a 695-litre total, extendable to -1950-litres by flattening the back seat. That's significantly more than rival BMW 5 Series Touring and Audi A6 Avant models can offer.

What You Pay

Refer to Car & Driving for an exact up-to-date valuation section. Click here and we will email it to you.

What to Look For

Insist on a full Mercedes dealer service history, especially for the most recent models whose lengthy warranty - effectively for the life of the car - is dependent on proper servicing by an authorised agent. Check that all the accessories work and watch out for cosmetic damage which can be expensive to correct. These are popular family cars, so check for wear and tear in the rear. Also look for the usual signs of wheel kerbing and poorly repaired accident damage. Mercedes experienced problems with the piezo electric injectors on the E250CDI and replacing them within factory tolerances seems to be a problem for many dealerships, resulting in sub-par economy.

Replacement Parts

(approx. based on E250 model) Allow around £90 for a set of front brake pads and £75 for the rear and about £375 (excluding catalyst) for a factory exhaust system. A full clutch replacement would cost around £295, a radiator is about £245 whilst a starter motor can be up to £250. A new alternator would be in the region of £500.

On the Road

Some full-sized Executive saloons claim to be sporty: BMW's 5 Series, Jaguar's XF. Others, like this one, simply don't feel the need to try that hard - unless an AMG V8 happens to beat beneath the bonnet. It doesn't here. Like almost all E-Class buyers, I've chosen a diesel - but rather a nice one, the top 252bhp V6 E350 BlueTEC. Assuming you've not had the minor lottery win that would open up ownership of the top 5.5-litre E63 AMG turbocharged petrol flagship, the car I've got here represents the sole high performance option in the range, 620Nm of torque hurling you to 62mph in 6.6s en route to an artificially limited 155mph maximum. But would you really want to go that fast in an E-Class? Well, should the need arise, surprisingly these days, you just might. Dynamically you see, this car is much improved over the original version of the same design we first saw back in 2009. For a start, all models get an improved 'Direct Control' suspension set-up with selective damping with is further firmed up on AMG Sport models like this one. So the rear wheel drive chassis actually feels unexpectedly responsive when you pitch the car into a tight corner, especially if, as here, your car is fitted with the optional AirMATIC air suspension set-up with Adaptive Damping and you've switched off the magic carpet 'Comfort' mode in favour of 'Sport'. So you need to spend some extra money if you really want a dynamic drive. But then, to be fair, that's also the case with this car's two closest rivals, BMW's 5 Series and Audi's A6. Traditionally, the advantage with both of these cars was that you actually felt something back from their steering systems through the corners - in contrast to the vague old rack provided on the original version of this car. Mercedes though, has caught up a bit with this revised version, fitting a 'Direct Steering' system that more accurately varies the level of assistance to the speed you're travelling at. It's still not especially rewarding but it is an improvement. If you're fortunate enough to drive a top E63 AMG V8 model though, with its electro-mechanical speed-sensitive AMG steering, you can see just how much better it could be. The same applies to the gearbox. The 7G-Tronic Plus seven-speed transmission all mainstream E-Class models use is smooth but not especially responsive unless you use the steering wheel-mounted paddle shifters. Switch to an E63 and its AMG Speedshift MCT seven-speed sports automatic set-up and you'll see how much better a Mercedes auto 'box can be. Talking of the E63, that model's bi-turbo V8 comes with either 557 or 585bhp but it only comes with two wheel drive: the desirable 4x4 E63 variant unfortunately can't be engineered in right hand drive form. This top V8 AMG version sits at the top of a slimmed-down petrol-powered E-Class range that's now based around a 2.0-litre turbocharged engine rather than the previous 1.8 - and rather a clever one too, with direct injection and twin scroll turbocharging. This efficient BlueDIRECT unit comes in two different states of tune, with even the base E200 offering 184bhp, good for 62mph in 7.9s on the way to 145mph. Beyond that, the pokier E250 has 211bhp and improves these figures to 7.4s and 151mph: not bad for a car able to return nearly 50mpg in normal use. That might make you think twice about choosing one of the 2.1-litre diesels that almost all UK E-Class buyers tend to want - but probably not for very long. There's 30% more pulling power on offer from the two four cylinder CDI units, with the 400Nm available from the 170bhp E220CDI, enough to get it to 62mph in 8.7s on the way to 141mph. With 204bhp on tap, the pokier E250 CDI improves those figures to 7.5s and 150mph. Exactly the same turn of speed in fact as you'll get from probably the most interesting variant in this revised E-Class line-up, the diesel/electric E300 BlueTEC Hybrid. This shares the E250 CDI's same 204bhp diesel engine but adds a 27bhp electric motor to it so that manoeuvring, parking and setting off a modest throttle loads for up to two-thirds of a mile are all conducted exclusively using power from the 19 kW lithium-ion battery. The diesel engine also switches itself off when coasting at speeds of up to 100mph. Truly future-proofed executive motoring.

Overall

Think of Mercedes and you might think of luxury limousines, glamorous roadsters, championship-winning racing cars or unbreakable commercial vehicles. In fact though, this car, the E-Class, is actually the rock on which the brand is built - and has been for over six decades. It hasn't always been the most inspiring choice in its sector, but legions of loyal owners have never minded that. Other Directorship-level models, they reason, might be slightly plusher or a little better to drive but none has the sense of occasion that this one brings with it. You'll have worked hard to be in a position to enjoy a car like this and you need to feel rewarded when at last, you take possession of the keys. Here you will be: it's as simple as that. And in a more efficient, smarter and more dynamic way at the wheel of this vastly improved eight generation version. It's a car now able to make a much stronger case for itself, not just amongst the typical heartland of Mercedes customers but also with younger buyers and those who would once have turned to a BMW for driving excellence and an Audi for design focus. What's more, it's managed this without diluting the very DNA that makes a Mercedes what it is. All of which means that if you've always wanted one, you've now more reasons than ever to wish upon a Star.

THE GERMAN OPEN (used) 04/08/2017

By Jonathan Crouch

Introduction

Mercedes' E-Class Cabriolet brought an extra touch of class to the executive drop-top sector at its launch in 2010, sometrhing further refined by the launch of a facelifted version in 2013. This was a very cultured convertible that aimed to set fresh standards for comfort and refinement in its segment. With impressive built quality, slippery aerodynamics and efficient engines, it's now a tempting used car package for those wanting a drop-top to use all year round.

Models

2dr Convertible (2.1, 3.0 diesel / 2.0 petrol turbo / 3.0 V6 biturbo petrol)

History

Back in 2010, this was the E-Class Cabriolet model we'd seen since Mercedes axed the W124-series range in the mid-Nineties and rather misguidedly replaced it with the slightly smaller C-Class-based CLK. Desirable though that car was, especially in Cabriolet form, it didn't ever really feel special enough to justify the premium Mercedes wanted to charge over equivalent BMWs and Audis. This one though, was equipped to put things right. So whereas a rival BMW 3 Series Convertible or a Audi A5 Cabriolet from this period is full of bits you'd find in a Sales Manager's compact executive saloon, this similarly-priced E-Class Cabriolet is, well, an E-Class, a car that in saloon form hails from the more exalted fully-fledged Executive segment. This car was significantly updated in 2013 to create the model we're going to look at here and the car sold until the Autumn of 2017 when it was replaced by a second generation design.

What You Get

It's a cabriolet, so let's start with the roof. Like Audi, but unlike BMW, Mercedes here resisted the temptation to fit one of those trendy but heavy folding metal roofs, instead settling on a multi-layered, acoustically-tuned, heat-insulated 23.5mm-thick fabric top, the most advanced the brand had ever used and one that, it's useful to know, should defeat the most rigorous efforts of any automatic car wash. Activate the button neatly housed in a small pod between the seats and it'll retract and site itself neatly beneath a smart tonneau cover in just 20 seconds at speeds of up to 25mph, so yes, you can do it at lights or in start-stop traffic. Of course the downside of retracting the roof is the way it'll then happily munch its way through your available bootspace, reducing the 390-litre figure to as little as 300-litres, which will restrict you to overnight bags on a weekend away, unless you're prepared or able to use the rear seats as luggage space. You might expect more from a model supposedly based on a larger car than the ones that sired rival Audi A5 or BMW 3 Series cabrio models but the truth is that though this Mercedes is full of E-Class bits (and 46mm longer than the CLK it replaced), its wheelbase is no larger than the smaller C-Class. So the cabin is no bigger than its rivals either. Still, it remains a comfortable adult four-seater - and that's rare enough in Cabrio land. Take a seat behind the wheel and it all feels properly premium as Mercedes' 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 comfortable front seats are positioned a touch lower than those in the E-Class saloon, in an effort to provide a sportier driving atmosphere enhanced by the enclosed feeling you get from the comparatively high waistline, though this does restrict your sightlines a little when on the move. Otherwise, it's a beautifully designed and finished cabin in every way.

What You Pay

Refer to Car & Driving for an exact up-to-date valuation section. Click here and we will email it to you.

What to Look For

As you'd expect from a luxury Mercedes of recent times, problems are relatively rare for this E-Class Cabriolet model. Issues with the power-folding roof appear to be rare. We came across one owner with auto gearbox problems that saw the transmission unwilling to select lower gears. Another had electrical system issues that saw the battery going flat if the car was left for 24hours or more. It's been reported that this issue might have to do with the engine fan draining the battery by running at maximum speed continuously. We also have reports of frozen door locks, rattly dashboards and engine management faults. Be aware of all these things when looking at used examples. Insist on a full Mercedes dealer service history, especially for the most recent models whose lengthy warranty - effectively for the life of the car - is dependent on proper servicing by an authorised agent. Check that all the accessories work and watch out for cosmetic damage which can be expensive to correct. Also look for the usual signs of wheel kerbing and poorly repaired accident damage. Mercedes experienced problems with the piezo electric injectors on the E250CDI and replacing them within factory tolerances seems to be a problem for many dealerships, resulting in sub-par economy.

Replacement Parts

(approx. based on 2013 E220 CDI model) Allow about £375 (excluding catalyst) for a factory exhaust system. A full clutch replacement would cost around £295, whilst a starter motor can be up to £250. A new alternator would be in the region of £500. An oil filter costs around £5 to £9. Brake pads sit in the £30 to £35 bracket for a set. You'll pay around £125 for a radiator (though pricier brands can charge you anything up to around £175). Wiper blades cost in the £6 to £14 bracket. The two-piece tail lamp cluster will cost you around £370.

On the Road

Here's the reality. Executive cabriolets sell mainly to buyers of over 50 years in age seeking a more leisurely approach to life. Not a lot of point then, in making them handle like four-seat roadsters. At least that's how Mercedes sees it. Not that this car is unaccomplished when the going gets twisty. It's just that other rivals see cornering on your door handles as being that bit more important. In Stuttgart however, they spent their development time when creating this model on everyday aspects that typical buyers will 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 and, in cool countries like ours, stops you lowering the roof for most of the year. Which, to us, then defeats much of the object of buying a cabrio in the first place. Most other convertibles try to deal with this issue using large and cumbersome wind deflectors that clip into place over the back seats. But they're awkward to use, take up bootspace and stop you carrying rear seat passengers. The AIRCAP system does away with all that, instead using a deflector that rises above the windscreen frame and a draught-stop that rises above the normal level of the rear seats. The result will best be appreciated by those in the rear, but throughout the car, even at close to three-figure speeds, it contributes to a haven of bluster-free peace that few drop-tops at any price can match. Mercedes claims that it's possible to have a normal 'phone conversation in the car at 125mph. We'll take their word for that but it's certainly true that, with heated seats and Mercedes' clever AIRSCARF warm air system comfortably cosseting your neck, we're looking here at a convertible you could easily find yourself using al fresco all the year round, or at least when the sun's out. Compensation for the times when you do have to put the roof up comes with high speed refinement that's nearly the equal of the hard-top coupe (partly thanks to a slippery 0.28Cd drag factor), though the roof fitment does share that model's rear three quarter blindspots. But roof up or down, what you probably won't be doing is flinging this car round too many country roads: that, after all, is what the smaller SLK roadster is for. Which leaves the issue of power. At launch in 2010, E-Class Cabriolet buyers were offered an entry-level 170PS E220 CDI diesel and 184PS E200 CGI petrol power. There was a faster E250 four cylinder option, offering 204bhp in either CDI diesel or CGI petrol form, enough to lower the rest to sixty sprint time by over a second to 7.8s. Those wanting six cylinders were offered a 231PS E350CDI diesel variant or a 292PS E350CGI petrol version. Beyond that, the rare petrol V8s beckoned, the 388PS E500 and the 525PS E63 AMG. With the 2014 facelift, the E200 petrol model gained a more efficient 2.0-litre turbocharged engine and at the top of the range, a 333bhp 3.0 V6 biturbo petrol-powered E400 model was added to the line-up.

Overall

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. And that's the beauty of this car. It isn't the sharpest steer in its class. Nor is it the most lavishly equipped or the most affordable to buy. But it's the best at being all the things that typical executive cabriolet owners want their cars to be. And yes, it feels a class above its rivals, just as a Mercedes-Benz always should.