Mercedes-Benz CLE Cabriolet review

The cars preceding it put comfort above all else, and so does the CLE, even if UK cars only come solely with 15mm-lower sports suspension and blingier AMG Line packages. Here’s a car that knows its remit exactly: to handle smartly without jiggling everyone around uncouthly in the process. For the most part it achieves this, although the ride at low-speed can be a bit fussy.

It cruises quietly, whichever engine you’ve chosen and whether the roof is open or closed, and with lighter throttle inputs its nine-speed auto almost behaves like a smooth one-speed transmission. A shame, then, that the glacial throttle response of the CLE Coupe blights this as well. And even in Sport+ mode, you never quite feel dialled in with the paddles; the system doesn’t let you ring out the revs as much as you want to. Still… when the roof’s down, you forgive it quicker.

Effortless progress is high on its agenda and all that aerodynamic work in keeping everyone cocooned inside with the roof down also ensures the CLE slips through the air without fuss. It’s truly lovely and as long as you’re moving, that same aero does a decent job of keeping the rain off your bonce.

What if I want to drive with more, er, zeal?

Head into the hills and it doesn’t embarrass itself, either. The steering is light and hardly brimming in feel, but it’s easy to place the front end with accuracy. Cornering is almost flat. The rear always follows faithfully round, too; up the ante in the more powerful variants and you might even feel the rear tyres clawing into the surface. You’ll be going at some speed by that point, though.

The six-cylinder CLE 450 with its 4Matic all-wheel drive is particularly tenacious: here’s an AWD system that’s been designed with a bit of dynamism in mind. It’s hardly a hooligan, but you can feel its assertiveness crank up especially as you toggle upwards through its sportier drive modes. It all means the car’s stocky two-tonne mass is disguised reasonably well.

And what about the AMG?

Lots of what’s likeable about Merc cabrios could potentially dissipate here: it makes a minor racket under heavy throttle while its sportier modes cling lovingly to the lower gears. The concept of its optional Drift Mode is plain silly too, not least because this car is solely rear driven only if you’re willing to turn off all its stability systems. Which on the road in a two-ton car, feels a bit daft.

Excess has always been the AMG speciality, however, so while this CLE 53 isn’t a full-bore car (it feels safe to expect a 63 model in due course – a coupe is coming), it still has that trademark Affalterbach swagger in spades. You feel the damping ramp up in ferocity more notably through the drive modes here, and urban roads are best tackled in Comfort (one of six possible drive modes, each of which is then hugely configurable within). But weighing a modest 110kg more than its base car, it handles nearly as well, with only a slight shimmer detectable through the steering – and only if you really go looking for it.

Those seeking a classy Merc cabriolet are best sticking with the 450, but if you like hooligan rear arches and want a gnarlier soundtrack to back them up as it fills all that empty space around your ears, the 53 doesn’t go far wrong. Its handling bodes well for an even feistier version. Let’s hope Merc dares put a V8 in it, like old times…

So you’re saying bigger engines are best?

‘Buy the most expensive one!’ is hardly judicious advice but in the world of swanky cabrios, it fits. Six-cyl engines feel right at home here, providing hushed progress with smoother driving, but a satisfying soundtrack and moderate appetite for revs when you’re in a less cruisy mood.

The four-cyl CLE 300 is decent too, offering the same AWD traction and a decent slug of power and torque just with a more strained soundtrack at higher revs. It doesn’t sound bad as such, it just sounds less happy about putting a shift in than the 450. That feeling grows with the entry-level CLE 200 petrol. If you’re not in the least bit interested in quick acceleration or keen handling, then it’ll do the job just nicely. But it definitely craves a cooler, calmer approach to progress.

Our test car also exhibited a slightly gruff judder as the engine disengaged rolling to a stop at roundabouts or junctions; you’d not notice if the rest of the car wasn’t so cocooning and comfy, but it serves as a small reminder this is the least refined engine on offer. The 220d offers a third more torque (325 vs 236lb ft) much further down the rev range (3,600 vs 5,800rpm) and while we’re yet to try it, it may prove a more effortless partner if you’re buying your cabrio solely to sunbathe. Up to you whether you de-badge it or not…

Any other business?

The mild-hybrid stuff is otherwise seamless and not worth expending any brain power upon. Indeed, the engines rip along so quietly at low revs you might swear there was more serious electrification at play. And in a refreshing gust of air, the audible speed limit and wheel-jiggling lane departure warnings turn off reasonably easy via a button and quick prod of the screen. Neither intrudes as much as rival systems, either, so you might even be tempted to just leave them be. The fact that the sat nav gets obscured by a camera feed at junctions and roundabouts is a serious oversight, however.

Claimed fuel economy ranges from 57.7mpg in the 220d down to 35.4mpg in the 450 4Matic; we saw only a squidge over 23mpg in the latter in mixed driving, so take those numbers with a pinch (ok, a vial) of salt. The AMG 53 claims 29.5mpg, meanwhile.

But the switch from coupe to cabrio has been kind on the whole?

It has. Merc has been making comfy four-seat convertibles for, well, forever. So it ought to be no surprise there’s no noticeable mirror wobble or body tremors and the car feels cohesively engineered, roof up or down. The roof does seem to take a while to whirr fore or aft, but likely only by the standard of some smaller rivals. A big interior requires a big cocoon. Speaking of which…