2024 Mercedes-Benz CLE Cabriolet: Sunset Cruiser

The sun is setting on convertibles, which is poignant because sunset is the best time to experience one. At Mercedes-Benz, recent years have seen the SLK roadster and the big S-class cabrio dip below the horizon. Now, the C-class convertible and the venerable E-class cabrio are saying their goodbyes, with both being replaced by a single model, the new CLE-class.

Fret not, however, because the CLE cabriolet is a creamy confection, one that’s better looking than either of its two antecedents. The new droptop stretches 191.0 inches from nose to tail, over six inches more than the 2023 C300 and even eclipsing the ’23 E450 by nearly an inch. Its wheelbase falls between its two predecessors: an inch greater than the outgoing C-class droptop and 0.3 inch shy of the last E-class convertible. That stretch between the axles, however, exactly matches the latest C-class sedan, which is no coincidence.

Pleasure Cruisers

Like the CLE coupe, the convertible is available as the CLE300 and the CLE450, planting a tire in the C and E camps. The CLE450’s powertrain largely mirrors that of the outgoing E450 cabrio. A turbocharged 3.0-liter inline-six makes 375 horsepower and an effortless 369 pound-feet of torque. It’s paired with an utterly unobtrusive nine-speed automatic and all-wheel drive. Light throttle inputs bring a measured response—push deeper, and the CLE presses confidently ahead, accompanied by a muted growl. Working with the same downstream hardware, the CLE300’s turbocharged 2.0-liter four is the engine we know from the C300, making 255 horsepower and 295 pound-feet of torque. Naturally, it doesn’t have the high-end muscle of the sweet six, but it’s plenty adequate in low-key driving and even sounds pretty refined for a turbo four. Both integrate a 48-volt starter-generator that’s able to recuperate brake energy and contribute 23 horsepower and 151 pound-feet of torque to the proceedings, helping to mask any turbo lag. Mercedes estimates zero-to-60-mph times at 6.2 seconds for the CLE300 and 4.2 seconds for the CLE450 drop-tops.

Both models offer drive modes, but they don’t mess with the smooth ‘n easy vibe. No matter the setting, the accurate steering has just enough effort, perfect for a winding climb up the corniche or whatever coastal switchbacks you find yourself on. Brake-pedal inputs are equally well managed, suffering none of the squish we called out in the C-class sedan. That car had a brake system wherein initial pedal travel activated recuperation, then further travel triggered the hydraulic system; the CLE employs a revised design that activates both systems simultaneously rather than in sequence, and the result is greater assurance underfoot. (These revised brakes are being introduced as a running change on the sedan.)

Unfortunately, the two CLEs we drove were equipped with the Dynamic Body Control suspension with adaptive dampers—we say unfortunately, because the U.S. won’t be getting that option. Instead, our cars will have passive dampers and steel springs, with the CLE450 getting a firmer setup. We’ll be interested to try the U.S.-spec version, and chief engineer Oliver Metzger says the convertible was tuned to allow a bit more body motion than the C-class sedan to deliver more of an E-class feel.

C-Class Cabin

The interior design is essentially that of the C-class, with a 12.3-inch digital instrument display and a 11.9-inch vertical central touchscreen. For cabriolet duty, the latter can be positioned more upright to reduce sun glare (a trick borrowed from the SL). Below the display is a thin band of touch buttons, including one for drive modes and a touch slider for audio volume. The UI minimizes menu-diving in that pods for various major functions are always displayed. Augmented reality for the navigation system and a head-up display are optional. The forward-facing camera can act as a dash cam, and the 360-degree-view cameras can monitor the parked car’s surroundings. Additionally, the system can be programmed with customized series of actions: setting combinations of climate control, audio, and ambient lighting, for instance, that can be automatically activated at certain times, under specific conditions, or when called up under the “My Routines” menu.

There are still physical buttons to open or close the roof, a fully automatic operation that takes 20 seconds and can be performed on the move at speeds up to 37 mph. In between the buttons to raise and lower the top is one to deploy the standard Aircap. This consists of a wind deflector that rises from the windshield header and a mesh wind blocker that powers up from between the rear headrests. The thing is, wind buffeting already is so well managed, particularly when the side windows are raised, that the Aircap is largely unnecessary and actually makes the cabin noisier. In open-top driving without it, the excellent Burmester audio system with Dolby Atmos raises its volume just enough as speeds rise, but the driver and passenger needn’t raise their voices in conversation.

The front seats come standard with Mercedes’s Airscarf warm-air outlets at the base of the headrests; a massage function is optional. Mercedes claims the rear seat has 0.6 inch more legroom and nearly a full inch more shoulder room than in the outgoing C-class convertible. It’s adequately spacious—a just-barely six-footer can fit behind a similar-sized driver without having to splay their knees—but a too-upright backrest means they won’t be comfortable. The rear seat does fold 60/40, and when the top is raised there’s a pass-through to the trunk.

The CLE adopts the latest Mercedes-Benz steering wheel, an unfortunate design whose dual side spokes feature touch sliders for audio volume and other touch-sensitive buttons that respond to swipe motions, which means that errantly brushing against a spoke can call up the phone menu or skip a music track. Mercedes needs to step back from the touch madness.

Our drive of the CLE convertible took place in Tenerife in the Canary Islands. It’s the kind of warm-weather destination that draws planeloads of pasty Europeans who fly down on discount airlines and are disgorged onto waiting busses for their package holiday. Was the choice of locale an indication that the new CLE similarly democratizes behind-the-wheel sun-seeking? Sorry, no. Pricing for the CLE300 convertible starts at $65,500, while the CLE450 opens at $75K.

But an open-top glam-mobile like this was never going to be cheap. And with the latest SL—now a sibling to the AMG GT—having gone all sports car, it’s nice to see that Mercedes is still interested in making this type of convertible. If it appeals to you, better make haste while the sun still shines.

Source: Reviews - aranddriver.com