Merc CLS coupe driven

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Author: John Oxley

The first time you see it, the Mercedes-Benz CLS takes your breath away.

"Drop dead beautiful" has nothing on this new German luxury car, with its swooping coupe-like lines, its sharp crease lines, shallow side windows reminiscent of a "chopped" American sedan, and an interior to die for.

Add to all that a brace of superbly powerful engines that give both versions of the CLS performance at true sports coupe levels, plus computer-aided active suspension that adjusts continuously to road and driving conditions, and you end up with a package that's going to see a lot of people rushing for their cheque books.

Not that so many people are going to be able to get their hands on one, for importation of the CLS will deliberately be kept at quite low levels to ensure it remains an exclusive car.

A completely new concept, the CLS combines saloon car space and philosophy - and four-door accessibility - with the sort of styling hitherto reserved for advanced concept cars.

Indeed, that's how it started its life, aptly called "Vision".

The car was launched to the media at a razzle dazzle function in Cape Town, but no amount of glitz could take anything away from the star of the show - the car.

That's what we were there to see, and I for one couldn't wait for the real action to start - a promised drive of almost 400 km, incorporating five of the Cape's best-known passes, enough to get to know the car, and get to know it well!

There are two engines currently fitted to the CLS - the new Mercedes family V6, the 200 kW 350 as first seen here on the SLK sports car, and the ubiquitous 5-litre V8, in this model with 225 kW.

Both are smooth and lusty units, married to the latest 7G-Tronic seven-speed auto gearbox, and their performance figures say it all - 0-100 km/h in 7 seconds for the former, 6.1 seconds for the latter.

Fuel economy, though not necessarily an issue at this level, is good, the V6 averaging 10.1 litres/100 km, the V8 a still-reasonable 11.3 litres/100 km, enough to give excellent range from the 80 litre fuel tank.

Boot space is more than acceptable, at 505 litres. And the boot lid is opened and closed electrically, at the push of a button either on the key fob, or the dash.

Styling

I'm not going to try to describe the styling in detail. There are so many facets to the car that you HAVE to see it in the metal to fully appreciate it. And we have a full gallery on the site so you can see as many pictures as possible.

Suffice to say that from any angle it's an awesome-looking car.

The interior is no less enticing.

The predominant feature is the burr walnut dashboard, available in either matt or gloss finish, while leather naturally abounds.

The instrument cluster is contained in a neat binnacle, and you get a revcounter in addition to the speedo, fuel and temperature gauges. Top speed is electronically limited to 250 km/h on both models.

One thing - the rear seats are comfortable and form-fitting, but designed to carry only two people. There's no bench seat option in this car!

Interestingly there's a lot more space than in any other coupe I have seen. For much of the journey we carried a 1.9 metre tall passenger, and not only did he have enough legroom, but his head never touched the roofline, despite the sharp fall-off above the rear window.

Mercedes says there's 829 mm between the front and rear seats, plus excellent shoulder and elbow-level width (1 422 and 1 464 mm respectively in the rear).

Newly developed seats with electric adjustment are standard for the driver and front passenger; optionally available with active ventilation or as a dynamic multi-contour seat.

Standard appointments include THERMATIC automatic climate control, a stereo radio with in-dash DVD/CD player, plus a separate pop-out CD pack, speed-sensitive power steering, a leather-covered steering wheel, 18 inch light-alloy wheels and 245/40R18 tyres. And there's a full-size spare wheel, on an alloy rim.

Additional standard equipment in the CLS 500 (as compared with the CLS 350) includes AIRMATIC DC air suspension and THERMOTRONIC luxury climate control.

The cars are equipped with the latest safety systems such as adaptive front airbags, window bags and side bags, as well as belt tensioners and belt force limiters on all seats.

The steering column is adjustable, electrically, for both height and reach. Together with the electric seat adjustment it's easy to get a comfy driving position, and one quickly settles in, ready for that first turn of the key (or push of the button if you're using KEYLESS GO).

On the road

First impressions are a bit disappointing, for you hear very little when you first turn the key.

However, once out of town and able to let the car flex its muscles you get pleasing noises from the exhaust - a discreet but noticeable V6 burble from the 350, a more readily identifiable V8 sound from the 500.

And you quickly notice that neither of them are sluggards. The 350 is delightfully quick, and combined with a very low co-efficient of drag of only 0.30, enables the car to show its lovely legs.

Mid-range acceleration is particularly punchy, and it's this version that would most definitely be my personal car of choice.

It feels lighter and crisper on the road than the heavier V8, and that lighter fuel economy has got to be a plus factor moving into the future.

And the engine's torque characteristics, combined with that quick-acting seven-speed gearbox, make it a very flexible motor, with its 350 Nm available from as low as 2 400 r/min.

The V8 is, naturally, even more punchy. With 460 Nm you'll never be lost for pulling power - though you might be lost for words - and you HAVE to keep a constantly watchful eye on the speedo.

But it doesn't stop there - this is a relatively old engine, and it's going to be replaced towards the end of the year with a more powerful 5.5-litre version.

Worth waiting for if you like that extra power - or you could even opt for the 280 odd kW 6.3 litre normally-aspirated AMG version that's coming later?

Handling is, as to be expected, another revelation.

If you've done lots of driving in the E-Class (as I have) you quickly recognise the CLS chassis, for its off the same platform.

What you don't expect is the tautness of the chassis control.

Being lighter and more nimble than the E-Class the CLS has driving dynamics to match its looks, and coupled with AIRMATIC suspension, is virtually foolproof (maybe I shouldn't tempt fate).

There were times when we started to run wide as high speeds induced a touch of understeer on fast weeping bends, but it was easy just to bring it back again.

With the latest ESP (electronic stability programme) and other electronic aids it was impossible to induce even a touch of oversteer - although I must confess that I don't believe in switching ESP off when pressing on, unless on a race track where there's lots of space to play.

At all times the car felt safe and stable, even when we were REALLY sending it!.

Prices

I'm not going to go through the list of standard and optional features. As with most German cars these days you can spec the CLS to suit your own needs. You can have talking satnav, keyless entry, thinking cruise control and so on.

Best you visit your dealer, see what you want, pay more money, and place an order.

But for guidance, basic prices are as follows:

The CLS is a new market segment, and, really, you can't compare it with anything else that's around.

It's not really a coupe, 'cos coupes only have two doors, but it certainly LOOKS the part, with many of the styling cues of the smaller CLK cars, but newer, better.

Mercedes believes the car will be a winner, although it doesn't represent huge volumes, and I can't disagree with that.

The company also believes that apart from some conquest sales, it might also find people "buying down" from the larger S-Class.

For my money, it's CLS all the way. No matter what the rest of the world has to offer.