There are very few cars that can make the following argument with a straight face: you can buy a well-maintained example of me, in estate form, with a full service history, for less than the price of a new family hatchback, and I offer substantially more space, more refinement, and a quality of cabin that the hatchback's manufacturer can only aspire to. The Mercedes E-Class makes that argument on the used market, and it's largely correct. Early W213s — 2016 to 2019 — have depreciated to prices where the value proposition is genuinely compelling, and the buyers who have discovered this fact are getting considerably more car than their money would suggest.
The caveat is real and worth stating upfront: an executive car at executive prices new, but available at family hatchback prices used, is only good value if the running and maintenance costs are manageable. They are — if you're systematic about it. The E-Class's servicing costs more than a Golf's. Parts cost more. But the car is robust enough and well-supported enough by independent specialists that the cost of sensible ownership is not prohibitive. This guide explains how to find a good one and avoid the ones that will teach you why some E-Classes are cheap.
W212 or W213?
Two generations are relevant on the current used market, and the choice matters.
The W212 (2009–2016) is the older generation. Post-facelift cars from 2013 onwards are the ones worth considering — the 2009–2012 pre-facelift examples are now fifteen years old and while some are excellent, many have accumulated enough age and mileage that the next owner will be inheriting deferred maintenance costs alongside the car. The W212 in post-facelift, 2013–2016 form is a competent, refined executive car with a well-proven drivetrain, but the technology is dated and the interior doesn't match what the W213 brought. The specific concern with W212 BlueTEC diesels — the pre-emissions-scandal SCR/AdBlue systems — is covered below and is the single most important thing to check on any W212 diesel.
The W213 (2016–2023) is the generation to target. Launched in 2016 with a significantly redesigned interior, a much better infotainment system, and revised powertrains that are cleaner and more refined than the W212's, the W213 represented the E-Class at the highest point of its pre-electrification development. The 2020 facelift improved the infotainment further. A 2017–2020 W213 E220d in SE or AMG Line trim, with the 9G-Tronic automatic, represents some of the most car-per-pound available in the executive saloon class right now.
Saloon or Estate?
The decision matters more here than in most cars because the E-Class Estate is genuinely excellent. The boot is 640 litres with the rear seats up — more than most SUVs — and the E-Class load area is flat, well-proportioned, and properly usable in a way that a high-loading SUV boot isn't. If you need practical load space, the Estate is the right choice. The Saloon is cleaner aesthetically and marginally better to drive (lower centre of gravity) but loses nothing in rear passenger space.
The Estate commands a premium on the used market — typically £1,500–£2,500 over the equivalent Saloon at the same age and mileage. It's usually worth paying. The Saloon depreciates slightly more quickly, which can make it a sharper deal if boot space isn't the priority.
Which engine?
The E 220d (194PS, 2.0-litre four-cylinder diesel on W213) is the volume engine and the right choice for most buyers. In the W213 it's refined enough that you rarely notice the diesel character unless you're listening for it at idle, the economy on motorway runs is genuinely impressive (50–60mpg is achievable), and the 9G-Tronic nine-speed automatic complements it well. This is the engine and transmission combination that defines what the W213 is to most buyers.
The E 350d (258PS or 286PS, straight-six diesel) is the choice for buyers who want effortless performance rather than just adequate performance. The straight-six delivers torque in a way that the four-cylinder doesn't — at motorway speeds the E 350d feels completely unstressed where the E 220d occasionally works. More expensive on the used market and heavier on fuel, but the character difference is substantial. For buyers who regularly cover long motorway distances, it's worth investigating.
The E 200 petrol (184PS, 2.0-litre turbocharged) suits buyers who don't cover the mileage to make diesel economy meaningful. In the W213 it's a smooth, adequate engine that doesn't have the low-down torque authority of the diesel and makes more sense for buyers doing under 12,000 miles a year predominantly on shorter journeys.
The E 300 de PHEV (326PS, 2.0 diesel + electric motor, 13.5kWh battery) appeared in the W213 from 2018 as a company car-friendly variant. Claimed electric range is 34 miles; real-world is 20–25 miles, but the CO2 advantage made them popular as company cars and good used examples are available. They carry higher complexity and the boot floor is raised by the battery pack (370 litres vs 540). Confirm the charging port works and the battery holds a reasonable charge on the test drive. For private buyers who can charge, worth considering; for those who can't, the E 220d remains the better buy.
W212 BlueTEC diesel concern: The W212-generation E-Class was sold with BlueTEC diesel engines that used an exhaust aftertreatment system (SCR with AdBlue) that was, in certain real-world conditions, less effective than claimed. The fallout from this — and the associated emissions-related software — means W212 BlueTEC diesels have attracted more scrutiny and in some cases higher maintenance costs as the aftertreatment systems age. On any W212 diesel, check that the AdBlue system is functioning correctly (no warning lights), that the SCR catalyst has been inspected, and factor in the possibility of replacement costs.
Which trim level?
SE is the entry point on the W213 and already generously equipped — heated front seats, a 12.3-inch digital instrument display, MBUX infotainment on post-facelift cars, three-zone climate control, and a comprehensive driver assistance suite. Often the best value on the used market.
AMG Line adds sportier styling, 19-inch alloys, and firmer suspension. The ride trade-off on British roads is real — SE on air suspension (if optioned) or standard springs is more comfortable. AMG Line with the optional Air Body Control air suspension is the one specification that gives you the visual upgrade without the ride penalty.
AMG Line Premium and AMG Line Premium Plus add panoramic sunroof, Burmester audio, 360-degree camera, and additional luxury equipment. These compress well in value on the used market and the panoramic roof in particular changes how the cabin feels.
What goes wrong?
Air suspension (Air Body Control) leaks. Optional air suspension on the W213 is an excellent system when it's working — the difference between air and standard springs on a long motorway run is significant. As the car ages, the air struts can develop leaks from the rubber air bags and valve blocks. The symptom is a car that sits unevenly or drops at one corner when left overnight. Replacement cost per corner is £600–£1,400. Worth checking carefully on any higher-mileage air-suspended example — park the car, walk away for ten minutes, and confirm it's sitting level when you return.
9G-Tronic gearbox service. The nine-speed automatic transmission in the W213 benefits from fluid changes at intervals shorter than Mercedes's standard schedule suggests. On high-mileage cars where the fluid has never been changed, the gearbox can develop harsh or reluctant downshifts and slow engagement from rest. Ask specifically about gearbox fluid history on any W213 with over 60,000 miles.
Panoramic sunroof seal degradation. The large glass roof on Premium Plus models can develop seal deterioration that leads to water ingress into the headlining. Check the headlining condition on any car with the roof fitted — water staining shows clearly on light-coloured headlinings.
W212 rust on pre-2013 cars. Older W212 models from 2009–2012 can develop corrosion at the sill edges, wheel arch lips, and around the boot aperture. Inspect these areas carefully on any early W212.
What you should actually pay
- W212 E220 CDI SE (2013–2016): £10,000–£16,000
- W213 E220d SE (2016–2019): £18,000–£26,000
- W213 E220d AMG Line (2018–2021): £22,000–£31,000
- W213 E350d AMG Line (2017–2021): £25,000–£38,000
- W213 Estate E220d SE (2016–2019): £20,000–£28,000
What does it actually cost to run?
More than a Passat, less than people assume — if you use independent Mercedes specialists rather than main dealer rates.
An oil and filter service on the OM654 diesel (W213 E220d) at an independent specialist runs £150–£220; at a Mercedes main dealer the same job is £280–£420. The engine requires Mercedes-Benz 229.51 or 229.52 specification oil — don't substitute with a cheaper alternative, the low-SAPS spec is required for the emissions systems. AdBlue top-ups add roughly £12–£18 per 10,000 miles.
The 9G-Tronic gearbox fluid change costs £200–£350 at an independent and is worth doing on any car over 60,000 miles that has no record of it. Brake fluid change every two years: £60–£90. Air suspension strut replacement if required: £600–£1,400 per corner at an independent, significantly more at a main dealer.
Tyres on the W213 are the unexpected cost. AMG Line 18-inch or 19-inch tyres run £120–£180 per unit. Budget accordingly. On mileage: the OM654 tolerates high mileages well if serviced correctly — a 90,000-mile car with immaculate records is less risky than a 50,000-mile car with service history gaps.
The depreciation curve on executive saloons is real and works in the used buyer's favour. A 2018 E220d AMG Line that cost £50,000 new is available for £22,000–£26,000 in 2026. That is genuinely remarkable value for what the car is.
Before you see it
HPI check is essential — executive saloons are frequently sold with outstanding finance, and any finance registered against the vehicle stays with it regardless of who arranged it. Check the service history for gearbox fluid changes and air suspension inspection records.
Check the MOT history before you go →
Free MOT checker at AllCarsUKRegistration plate only. Every test, advisory, and mileage. Free, no account needed.
On the test drive: park the car before the test drive and leave it for ten minutes to observe whether the air suspension holds level. Test the 9G-Tronic at low speed for smoothness. Drive at motorway speed — the E-Class at 70mph should be almost silent. Sit in the rear seats: the E-Class's rear passenger space is one of its defining qualities and should feel genuinely generous.
Should you buy one?
A 2018–2020 W213 E220d Estate or Saloon in SE trim, 9G-Tronic, documented service history with gearbox fluid and air suspension records where applicable: one of the most compelling used car purchases at this price point in any class. The E-Class at this age and price does something no mainstream alternative can — it provides a quality of space, refinement, and engineering that took decades to develop, at a price point that's arrived there through depreciation rather than compromise. The running costs are higher than a Passat. The experience is better in ways that are difficult to quantify but easy to feel.
Also see: Audi A6 Buying Guide | BMW 5 Series Buying Guide | Skoda Superb Buying Guide