With a lot of rainy, overcast days in May and early June, summer was a bit late arriving in Southeastern Massachusetts this year, but I’m happy to report that it’s officially here, with sunny skies, temperatures averaging in the 70s and 80s, and lots of people opting to go topless, by means of a convertible that is.
Although I make do with my moonroof and large coupe windows open (though I do wish mine was a true hardtop), the day I spotted our featured car, I did sight my car’s 228 convertible and M240 convertible siblings, as well as a Clubman I sold last summer (recognized by the vanity plate) soaking up the sun by Scituate Harbor. But a stop for a quick errand on the way home from a lunch of Island Creek Oysters and a dry Grey Goose Martini landed this nice surprise, by way of Stuttgart.
Introduced in 1984, the venerable W124 generation of midsize/executive “E-Class”, is among German automaker’s most iconic and respected cars of all time, and one that many consider the best Mercedes ever made. Although the S124 wagon arrived in 1985 and the C124 coupe arrived in 1987, it wouldn’t be until September of 1991, seven years into W124 production, in which a cabriolet variant was unveiled. Although heavily-related to the fixed-roof coupe, A124 cabriolets underwent rigorous re-engineering necessary to go topless.
To make up for the lost structural rigidity and stability from chopping 28 kg (61 lbs) of roof off, over 130 kg (286 lbs) of supplementary sheetmetal was added to stiffen the body. Additional body vibration absorbers were also added to the either side of the trunk, roof frame, and shock absorber struts, and the A-pillars received added structural integrity, welded together by supplementary metal strengtheners.
The A124 cabriolet’s soft top was a engineering marvel in itself. Fully automatic apart from the two manual locking latches at the A-pillars, it was comprised of 27 linkage parts and 34 joints, weighed less than 100 pounds, and when retracted, still yielded a respectable 8.1 cubic feet of trunk space. Initially an extra-cost option, but made standard on all 1994 models was an even smoother-operating electro-hydraulic soft top.
For added rollover protection, all A124 cabriolets featured horizontal bar behind the rear seats with integrated headrests that could automatically deploy in as little as 0.3 seconds in the event of a rollover.
A result of the A124 cabriolet’s sedan, estate, and coupe counterparts’ earlier introductions, the droptop was treated to several updates early on, some before it was even on the market for a full year. Midway through 1992, for the 1993 model year, Mercedes made a driver’s side airbag, central door locking, power exterior mirrors, and 5-speed manual as standard equipment.
More significant enhancements came in June 1993 for the 1994 model year, coinciding with the final facelift on other W124 models. Stylistically speaking, the A124 featured a slimmer, more integrated radiator grille with body color surround inspired by the new flagship W140 S-Class. Hoods, bumpers, and decklids were also revised, with headlight and taillight assemblies featuring clear glass over the previously amber colored sections. Additionally, the previously optional electro-hydraulic soft top became standard on all convertibles.
Mercedes-Benz introduced a new corporate nomenclature across the board, better distinguishing its models from one another. The W124 vehicles collectively became the E-Class, with all models following the “E###” format, with the three following digits denoting engine displacement. For example, the “220 E” became the “E 220”. Additional letters denoting body style, such as “C” for coupe, were also eliminated, simplifying the nomenclature.
1994 also saw the E-Class cabriolet’s 3.0 liter inline-6 increase in displacement to 3.2 liters, making 217 horsepower and 229 lb-ft torque. Versus the 3.0L, the 3.2L boasted peak torque at lower rpms and better fuel economy. Lowering the car’s entry point, European markets gained a 2.2 liter four cylinder cabriolet, while a 2.0 liter four cylinder inline-4 cabriolet was introduced initially just for the Portuguese, Italian, and Greek markets, but later in other markets, lacking features such as standard leather and heated seats. A more powerful E 63 AMG cabriolet was also produced in very limited quantities.
Four-cylinder A124 E-Class cabriolets were never sold in the U.S., with initially the 300 E and then the E 320 being the only variants offered. Retailing for a lofty base price of $77,300 back in 1994, these E-Class cabriolets were very much cars only within reach of the very wealthy. This particular one boasts the optional $2,500 cold weather package, for a MSRP of $79,800, ($126,777 adjusted)!
While not as glamorous as the SL roadster, these A124 cabriolets had a clear purpose in that they were not meant to be as showy or pretentious. With their bodies not created as convertibles from the start, the A124 certainly does not possess the most balanced proportions, certainly not as much so as its beautiful C124 hardtop coupe. Nonetheless, I still find it a very attractive car, and a car today that has even more character than it did while new.
Mercedes didn’t produce that many of these either, with only 33,952 produced over seven years, and 18,572 of them being six-cylinder. As a result, A124 cabriolets have held their value pretty well, with well-cared for examples still commanding anywhere from $20,000-$40,000.
Photographed: Norwell, MA – June 2017
Related Reading:
1985-1996 Mercedes-Benz W124 (Comprehensive Overview)
1989 Mercedes-Benz 300 TE (S124)
The last of the “quality” Mercedes cars. The only real issue with these are melting wire harnesses as the rubber coating on it was supposed to disintegrate when scrapped. Sadly they disintegrate while not scrapped!! I love these cars too and is on my list to buy. I dunno abt $20-40k, but 15k gets you a nice copy.
The melting, disintegrating wire harnesses came with the face-lift: that’s when Mercedes-Benz switched to more enviromental-friendly technologies and materials and they weren’t tested properly. the insulating of the wiring disintegrated after some years and it lead to electrical issues.
The other quality issue of the W124 facelift was usage of new water-based paints: these were so enviroment-friendly that some kind of bacteria developed under the paint surface and that’s the reason that post-facelift W124s are less resistant to rust than pre-’93 cars. (That’s also true to for the W202 C-Classe: its easier to find rust-free W201 190 than an early C-Classe.)
I drive daily a ’91 200E, and lucky enough it hasn’t got any visible rust, maybe some small dots on the hood where stones chipped the paint.
The main weakness of the car (at least ones with petrol engines) is the old KE-Jetronic fuel-injection. It’s a complicated half mechanical – half electronic system which is difficult to cure due to special high-precision production methods by the Mercedes factory. No new parts or repair kits for them anymore so fixing a broken KE-Jetronic could be more expensive than the car itself.
My 200E is mostly problem-free: in the hottest summer days (like these days now here in Hungary) the engine needs a lot of cranking to fire up, and sometimes in very heavy city traffic the idle goes slightly uneven – but these are not too bad for a 26 year old car.
But when it will be impossible to start or it completely lost its idle I will have to take it to the junkyard. I hope I have at least 5 years until that because I really like this car.
I looked for a replacement on used-car trader sites but I cannot choose: with another W124 I could have the same problems. No W202 or W210 because of their inferior quality. The W211 is slightly better but I havent got the money for these. The W140 S-Klasse is a nice car but its too big and expensive to use, and many hidden electronic issues could surface.
I checked “lesser” cars but a mid-range Toyota, Honda or Opel doesn’t have the comfortable, relaxing feel of my old Merc. Disposable plastic cars for nerveous city people. Fake-wood or no-wood in the interior, cheap foam in the seats instead of springs and horse-hair. Simple windscreen-wipers instead of the MB mono-wiper. They doesn’t have the classic VDO instrument cluster my Benz has. No third sun-visor above the rear-view mirror, No foot-operated parking brake. And there is no three-pointed star guiding me at the end of the long black hood. So I keep my old W124 until I can.
Mercedes used bio wiring on all civilian cars from 92-96. Worse is that if u order a new harness from the dealer, the dealer has no way of knowing by the part number if its a bio one or not. Harness’ made after 96 for the E320 etal. are safe, but sadly no one can tell by the part number alone. Best bet is don’t play around with move or get the harness wet.
I love me a big droptop Benz. Not enough to pay the cost of joining that club, but I can admire from afar. I have always preferred these larger ones to the two passenger roadsters. Very nice catch, Brendan.
I consider it a complete failure of the US auto industry that we have made no attempt here to build a large convertible anymore. The Chrysler Sebring/200 was as close as we got, but even those were a little tight.
A Chrysler 300 convertible would be a nice addition to a line up that needs some more line up.
Probably on a weekly basis, I get someone who comes into the showroom asking for an all-wheel drive 4-door Countryman convertible 🙂
The closest thing to that is probably the new Range Rover Evoque Cabriolet. Of course, it costs a lot more than a Countryman.
In a way perhaps the mustang is Americas big convertible. Dimensionally its as big or bigger than the E320.. I think in the past 20 yrs cars have gotten much fatter.
Very tasty. Germans have a thing for convertibles, and Mercedes knew how to please them. An essentially flawless car.
My mother’s had a convertible of one sort or another since I was little. She traded a ’88 560 SL for an A124 E320 cabriolet and she’s had an E-class cab ever since, although at age 88 she doesn’t drive much anymore.
In the best MB tradition it was a “bank vault” solid car with that inimitable Teutonic supple-yet-firm ride quality. But I never cared the way her A124 drove (or her contemporary W124 wagon). Ponderous steering feel – fairly heavy effort with a relatively slow ratio and not a lot of feedback – kind of dampened any sporting pretensions these had. And the throttle mapping was similarly lethargic, where you had to darn near mat the gas pedal to get any acceleration and transmission kick-down out of the car (plenty of power, just not accessible at anything less than about 2/3 throttle).
These were (are) boulevard cruisers, cars to be seen in with the top down (of course!), and my mother sure enjoyed “being seen” in hers. Nothing wrong with that.
“her contemporary W124 wagon”
Well, I like the way they drive.
Is the wagon available for sale?
Sorry, no. The W124 wagon (med. metallic green/light tan) she had at the same time as the A124 Cabriolet. Can’t remember the model year of each exactly. It’s long gone though…she’s on her 4th or 5th E-class wagon now with a 2016 E350.
I don’t think they had any sporting pretensions, if that is what you wanted head for the BMW showroom. If I’m not mistaken they would start in second gear unless you floored the throttle.
Enjoy the summer! Had a heavy frost here this morning.
Well that would certainly explain it. Thanks!
Heavy frost…?! Well, we’ve got just the opposite with the dog days of summer on full blast.
I have a 1996 that I have had since ’96. Great car but besides the above mentioned wiring harness issues they also tend to attract rust. Both of my front fenders have been replaced due to rust and some rust is starting to show on the drivers door – in the middle of the door! The bottom of the door where there is typically rust looks like new, however.
One of the best Benz convertibles ever. I wouldn’t be surprised if these become highly collectible just like the 280SE convertibles.
I know these cars are collectible and hold their value well, but I can’t develop any love for these. They looked like a stretched 190E to me and the price is astounding to me for what it was. How much did a SL retail for in its circa-’91 generation? The interior did set trends for the next decade, but by the final year looked very dated in light of its contemporaries.
A truly beautiful design dripping stately class – one of my top 10 of all time. About 5 years ago I fell in love with these and thought about upgrading from the Saab. Lo and behold the estate of a local doyen was selling her pristine ’96 – red (rare color for these) – with a little over 30k miles. Once bidding crossed $30k I had to drop out..it ultimately sold for $35k, remarkable for a then 16-year-old car. God it was beautiful.
Good eye Brendan!
Mercedes says only about 6,400 made it to the US, so this is a rare car by any standard. There are very few sleepers left out there in the car world, but the A124 Cabriolet is surely one of them. Enjoy them while they’re still priced like a used car, because pretty soon, they won’t be!