Mercedes-Benz CL-Class 2007 Review

Not so much
>> Steering kickback and rack rattle
>> Brakes on 500/600
>> Seat folding mechanism bites!

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.0/5.0 
Safety: 4.5/5.0
Behind the wheel: 4.0/5.0 
X-factor: 3.5/5.0

OVERVIEW
Around $1.8m -- that was the value of the cars on the latest Mercedes-Benz launch. Not too shabby you might think -- well, consider there were just five cars in the launch fleet! That's an average of over $350,000 a piece -- plus ORCS!

The CL-Class is the luxury marque's top-of-the-range coupe and includes in its range Benz's most expensive non-AMG models. They are big, bold and even after 15 years of resource-boom riches Down Under still a rare sight on the road.

And that's the way it'll stay -- just 100 CLs will make it to Australia in the next year. Just over 370 were sold in the last generation (W215). With over 75 per cent of this year's allocation already sold, the launch cars comprised 20 per cent of the remaining available CLs. You've got to wonder why launch the car at all.

One reason -- along with the S-Class flagship limo, the CL-Class is the pointer to things to come from the three-pointed star. In terms of safety features, powertrain refinements and trends, driver aids and convenience systems, and styling inside and out, the CL is a look into the future of Mercedes Benz product.

It just so happens it's a mega drive as well...

PRICE AND EQUIPMENT
The CL range is pretty simple, three cars --with a fourth to join in later this year or perhaps early next.

For the time being however, plutocrats sans the need for four doors can choose from the CL500 at $308,000, the CL 63 AMG priced at $383,000 and the range-topping V12 biturbo CL 600 pegged at $389,000.

The extra model will be the CL 65 AMG, launched recently at the New York Motor Show. With an AMG-fettled 400kW-plus version of the 600's V12, the pricetag will be eye-watering.

But then so too is the equipment list -- right across the CL range. There are few cars with an optional equipment 'menu' that lists just seven items. There's even fewer Mercedes models that do so. The CLs come with almost everything you'll ever want or need.

It goes without saying that all the comfort and convenience items you'd expect are carried 'tween the CL's stylish alloy wheels. Thus rather than list what's included, we'll list what you can add to your CL 500 (and 600 and 63). The list kicks off with dynamic seats ($3850, std on 600 and 63) and then offers: rear centre armrest fridge ($1500); integrated garage door opener ($650, std on 600 and 63); protective undershield ($150, not available on 63); parking guidance (NC -- replaces reversing camera); upholstery upgrade to Passion leather ($7500, std on 600); and AMG styling package ($13,900, std on 63). That's it...

Get the message? You'll not want for much...

MECHANICAL
Based on the same platform as the S-Class, the CL is a conventional front-engined, rear-wheel drive, four-place, two-door coupe.

The 500 is powered by the 5.4-litre fuel-injected SOHC petrol V8 that graces a number of M-B products. Possessed of 285kW at 6000rpm and 530Nm from 2800-4800rpm, the engine is streets ahead of the previous generation 500 mill.

Equipped with four-valves per cylinder (was three per pot), variable cam timing and a two-stage intake manifold, the lighter, more sprightly and tuneful V8 gets the CL 500 to 100km/h in just 5.4sec -- 0.9sec faster than the previous generation W215 CL.

AMG's 6.2-litre V8 is already well-known to car nuts despite its relatively tender age. Hand-assembled, the naturally-aspirated calliope is 386kW/630Nm strong in the CL 63 AMG. It's an engine to die for -- all the refinement you'd expect from Benz but with a big dose of NASCAR bastardry to the power delivery and soundtrack.

Both V8s are matched to Benz's 7G-TRONIC seven-speed automatic transmission. Performance oriented drivers need not fear the limo-style steering-column placement of the autoshifter though -- there's wheel-mounted paddles available when you want to get frisky.

The 600 makes do with a five-speed auto -- the 7G simply isn't man enough to take on the biturbo V12's torque. This engine has been revised for the latest generation S, SL, CL and Maybach and power has increased by 12kW to 380. Maximum torque is up 30Nm to 830 and is available from 1900-3500rpm.

Both the 600 and 63 reach 100km/h from rest in 4.6sec. So, no, we're not even going to mention fuel economy...

Standard across the full CL range is Mercedes' Active Body Control (ABC) suspension system. Computer-controlled in response to various sensor inputs, ABC uses "specially designed hydraulic cylinders" at the axles to actively control pitch and roll in response to accelerative, braking and cornering forces.

There's a sport mode that 'ties' the car down harder and at speeds above 60km/h, ABC also lowers the body by up to 10mm to reduce drag and improve handling. At low speeds it's possible to select a high-ride mode to traverse steep gutters or rough roads.

Brakes are four-wheel discs -- as you'd expect -- with the 63 getting perhaps the largest discs (390mm) and calipers (especially!) we've seen this side of a Group C Le Mans sportscar!

Speed sensitive rack-and-pinion power steering is featured across the range and the 500 rolls on 8J x 17-inch alloys. Both the 600 and 63 feature wider, larger diameter wheels with wider wheels again fitted to the rear. The 600 gets 8.5J x 18/9.5J x 18s with the 63 rolling on 19-inch wheels of the same width. A full-size spare is fitted -- sized to suit the front wheel position.

Optional wheels of up to 20-inches in diameter are offered by Mercedes via its accessory program.

PACKAGING
The CL is a massive car given it seats just four people. And it hasn't got any smaller in this generation. Like the S, compared with the outgoing model, the CL has grown slightly in every dimension. Just over 5.06m in length, 1871mm wide and 1418mm high, the car is 75mm longer, 14mm wider and 20mm higher than before.

The boot capacity has been increased by 40 litres to 490 claims the maker.

Comfort for front seat passengers is a given. Big, heated and cooled buckets adjust electrically in just about every direction.

The rear offers two full-sized seats (with a folding armrest and oddments console between) but headroom is not unlimited and don't expect to seat a tall passenger behind a tall driver without some negotiation. At around 167cm I was comfortable (just) behind my 183cm driving partner, but it didn't work the other way around.

Rear seat access is as elegant as you can expect from a coupe (be careful of your minis girls!) though note that this tester managed to pinch his hand repeatedly on the seat release lever. Ouch!

The dash design and centre stack are pure S-Class. Finishes are first class with the leather-capped and stitched dash adding an extra hint of luxury.

There's a choice of three woods and five leather combinations in the 500 and the 600 and 63 to raise the bar further. In the case of the 600 that includes alcantara headlining, upgraded perforated Passion leather (and more of it) and exclusive Poplar wood trim.

The 63 gets a more sporty feel thanks to clever detailing and would again be our pick.

SAFETY
Mercedes has traditionally used the S-Class to introduce safety initiatives. Over the years the limo has introduced ABS, ESP, traction control and a host of active and passive safety systems.

With CL based on the range-topping four-door, it gets all of the S-Class' offerings and in this generation goes one better with the availability of a parking guidance system that not only senses if a parallel parking space is the right size but guides you into that spot!

In terms of passive safety the CL gets the book thrown at it (in terms of multiple front, side and curtain airbags et al) with Benz's Pre-Safe system top of the list. This system effectively prepares the car to crash (based on sensor input) by pre-tensioning the seatbelts, positioning the seats in the optimum position for occupant protection and closing the windows and sunroof within milliseconds to further protect occupants.

However, in the CL, Pre-Safe adds a brake component which also operates in tandem with Brake Assist PLUS (BAS PLUS) and turns passive safety in to a (very) active aid.  This system senses the potential for a collision (ie: the CL rear-ending the car in front of it), warns the driver of an imminent impact with visual and audible signals and automatically calculates the required braking pressure to prevent the impact.

This braking-power support is available as soon as the brake pedal is operated. If the driver does not react to the BAS PLUS warnings, the system triggers automatic partial braking using around 40 per cent of the total braking power.

The system still requires the driver to react, but Mercedes claims Pre-safe braking at worst reduces the impact severity.

The same radar system the Brake Assist PLUS/Pre-Safe Brakes use is also interrogated by the CL's Distronic Plus cruise control. This adaptive cruise control system will actually brake the car to a standstill and accelerate away again in stop-start conditions. On our crowded highways and freeways it's a boon.

In addition to the above mentioned safety 'standards' (ABS, ESP, TCS, adaptive airbags, belt force limiters and pretensioners and so on) the CL also features night view assist with infrared headlamps, reversing camera and voice control for audio and navigation systems.

COMPETITORS
Priced well above the likes of the Porsche 911 or BMW 6 Series/M6 and a true four-seater, the CL largely has a field to itself.

Buyers might consider an Aston or perhaps something Italian, but the only true competitor to the CL is Bentley's Continental GT.

Priced from $380,000, the Anglo-German two door (more here) has won quite few fans Down Under. Looks are a personal decision, but the CL pips the Bentley in terms of rear passenger access and accommodation.

You'll have to opt for a 63 or 600 however if you want to keep the all-wheel drive twin-turbo W12 in check in terms of performance.

In its 'bare' 500 or 600 form the CL is a handsome but far from striking beast. Dare we say it, it's as understated as a 5065mm-long uber-coupe can be. Our quintuplet of CLs attracted admiring glances but the response was not neck-snapping. This will suit many owners.

Indeed, at a glance you'd be forgiven for mistaking it for its smaller CLK stablemates. Take a proper look however and the S-Class blistered guards, unique C-pillar and the more aggressive shark-like nose gives it a character all its own.

Add the AMG bodykit or opt for the 63 AMG and there's a big swag of attitude added to the car. The black, 20-inch-wheeled 63 Mercedes laid on at the launch looked every inch the bahn-bomber. And boy, did it go...

While the 500 with its 285kW is quick, the 386kW 63 AMG is outrageously so -- settling at a gait 30-40km/h faster than the 'base' CL. A prod of the accelerator from the legal open road limit has the car topping the old ton mark in what seems like a blink of the eye. Were it legal, this car would settle into a 200-220km/h cruise without raising a sweat.

And it has the chassis and brakes to match the pace. The 63 feels the best tied down of the trio of CL models yet there's little to criticise in way of ride quality. Big bumps and potholes are heard rather than felt and only seriously pockmarked corners do anything to move the car from your chosen line. And even on the optional 20s it coped with the dirt sections of the launch drive (yep, Benz even let us punt it on gravel!) with aplomb.

There's quiet some kickback in the steering when pushing on and not inconsiderable rack rattle in all three models. The maker managed to rid the latest E-Class of this but not the new CL.

The 63 is the most wieldy of the trio (as you'd expect) and despite the above steering foible can be placed accurately and changes direction with surprising grace.

The 63's ABC also seems to settle the car quicker than the 500 or 600's -- both the non-AMG cars occasionally exhibited a diagonal shimmy and a slight deviation from line in fast corners as the system seemed to decide how hard it wanted to tie the cars down.

The true worth of the system is when you have to simultaneously brake hard and ask the big two-tonne two-door to change line -- the AMG laughs off the requirements and has you hauling class to the next bend.

The 500's V8 engine is a genuine powerhouse -- in almost any other company it would be a standout. But, jump from the 63 or 600 and it can seem just a touch pedestrian. The big biturbo V12 especially has torque to burn -- it gives the impression that if it weren't for the electronic nannies it would have the potential to turn the car inside out!

As it is, however, it is the ultimate iron fist in an alcantara glove -- a machine with the pace to bend the space time continuum. I've yet to drive a car that can accelerate as quickly from 80-180km/h.

It's not perfect though. Our 600 had an errant driver's seat that wanted to adjust itself from time to time. And another criticism, perhaps more important, of the 600 and the 500 are the standard brakes. Given the prodigious pace both cars can generate the brakes seem almost a little under done. Big stops use plenty of pedal especially in comparison to the AMG.

On the open road the cars are all supremely quiet and cosseting. The main source of noise was the tyre roar on the coarse-surfaced roads of the test loop. It pays to use the excellent 'autonomous' Distronic Plus cruise control, though -- even with the rather vocal Continental hoops it's very easy to find yourself drifting into license-losing speeds.

As you'd expect the climate control and comfort sub-systems all work a treat (600's seat excluded). In the autumnal conditions, we especially liked the heated and cooled seats.

Again, not all's perfect. The change from left-hand drive for this part of the world sees the automatic transmission mode (Comfort, Sport or Manual) selector on the wrong side of the centre console and a good hard look away from the road for the driver.

The 'koala nose' palm-rest for the iDrive-style menu controller is also hinged on the wrong side making accessing its telephone keypad less than perfect. We perhaps wouldn't pick these things in a sub-$100K car, but these cars are three-times that!

However, in the end it matters little what we say. We don't expect M-B will have any trouble finding the 30 or so additional buyers it needs to fill its CL quota for the year.  If luxury, poise and powerful performance are what they're after, they won't be disappointed.

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