Mercedes-Benz CLK320 v BMW 330Ci 2002 comparison

Selfish. Bloody selfish. Just when you thought the leisure classes would get their just desserts, driving sexy, pricey, European coupes with absolutely no concessions for added people, luggage or boring practicalities, along comes a pair of two-door tryhards to detonate that comforting myth. Forget the cliches: all style, no substance; coupe means cramped; automatics for airheads. Mercedes-Benz's all-new CLK and BMW's tasty 3 Series coupe are so much more than buxom blondes with bad haircuts.

Mercedes coupes have never been too wide of the mark and this brand spanking CLK looks as elegantly sophisticated as ever. Or arguably more so because this latest C209 generation is pillarless (no B-pillar) - offering an unimpeded side view with the glass raised or lowered. It's especially brilliant in mid-20s warmth because, windows dropped, the CLK gives you an almost-roofless feeling of expanse (and expense) with all the structural benefits of driving a tin-top. In line with the rest of the two-door Benz clan, CLK now wears its three-pointed star large - in the centre of the grille, not a bonnet emblem as before. And the fusion of the formerly separate twin headlights into a horizontal keyhole shape continues the theme established by the 1999 W220 S-class. It looks cleaner, less deliberate than before, and makes for a very handsome, unmistakably Mercedes face.

But the CLK doesn't look as ballsy (read masculine) as it used to. The old model had a thick, chunky rear end that seemed to say 'power' even when there wasn't any (CLK 200), whereas the high-sided, delicately tapered rear quarters of the new CLK appear blobby from some angles, dwarfing the 16-inch alloys on this 320 Elegance. The higher you climb (500 and AMG 55), the tougher the CLK looks because the lowered suspension and big wheels reduce the visual mass of its hind quarters. But what if you can't afford $140K? Then tick the options box marked 18-inch AMG alloys.

The 330Ci, on the other hand, is lower, more compact, more sporty, but clearly related to a $52K 318i. And that's the catch. The Bee-Em is a honed and hornier variant of a big-selling (and eminently worthy) prestige sedan, whereas the Benz is its own thing - C-class genes, sort of new E-class in style, but ultimately owing little to either.

In an effort to distance the 330Ci coupe and convertible models from the 2002 sweeping- headlamp E46 sedan/wagon upgrade, BMW has made a few subtle changes. The two-door variants retain the previous, arguably classier headlamp arrangement, but with auto-on, bi-xenon lights (for high and low beam) and clear indicator lenses at both ends. But is all that enough to thwart a renewed onslaught from the house of Benz?

Possibly. If there is one area where BMW has always dominated, it's driver appeal. And the 330Ci is as fabulous as ever on a challenging road. It just feels so agile, so rewarding, that it makes most other rear-drive cars seem dull. Pushed hard into a 45km/h bend, the Bee-Em responds with a slight, but noticeable, step out in the tail to maintain its superb balance and tip the nose in tight. There's no understeer, no bullshit, just brilliant poise. You can always feel the 330Ci using its back half to adjust its stance and this makes for an incredibly flowing, involving drive. The steering is excellent - sharp, progressive, beautifully weighted, and offering great feel - and every aspect of the driving experience gels together with rare harmony. Great brakes, too.

But the BMW isn't perfect. The leather-clad steering wheel feels a bit thin - expecially compared to the CLK's chunky rim and the hugely fat twirler in the M3 - and the ride isn't the greatest. Body control is exceptionally tight and the 330Ci always feels intimately connected with what's passing below, but the trade off is a ride quality that borders on harsh, and can be tiresome over demanding surfaces. It isn't noisy because suspension refinement remains very good, but you could never call the BMW cossetting. Its predominant focus is handling prowess, and the firm ride is proof. This is no soft-core cruiser.

Surprisingly, the Mercedes isn't, either. The old CLK's distant steering and muted reactions were countered by impressive comfort and civility, but it lacked enthusiasm. Not necessarily a problem when your five-year-old product still commands a waiting list and has the best resale on the market, but then cushy and keen can co-habit - as CLK version 2.0 proves.

And it's the new front end that does it. Gone is Mercedes' long-favoured recirculating-ball steering system (good for isolating road shock) and in its place is a lighter rack and pinion set up for sharper reflexes and improved communication. The carry-over multi-link rear suspension has been heavily revised, but instead of front double A-arms, the CLK now employs struts with three lower links - claimed to not only enhance wheel location and steering precision, but also better for impact absorption. And it works.

Over the same roads that provoke a lot of vertical movement in the BMW, the CLK is unflappable. It's not as quick or as amusing as the Bee-Em, but it has attitude and offers a more balanced connection between ride and handling. The CLK is a very smooth operator, with a loping, luxurious ride that absorbs what the BMW transmits, without floating like a dead seagull. It's refined, too, and while this is no sports car, the CLK can be a rewarding drive.

Even the 320 Elegance delivers. Its steering is surprisingly precise, with plenty of feel and no noticeable kickback, and handling balance is very good - initial understeer, leaning towards neutrality as the pace quickens. The Benz feels imperviously secure, and yet is also throttle responsive. Ease off the accelerator mid-corner and the CLK counters by shifting its balance onto the outside rear tyre and tucking its nose in. Not as sharply or as obviously as the BMW, mind, but enough to enhance the state of play. With ESP disengaged, the new CLK will even kick its tail out in tight corners - a most un-Mercedes like quality, and a welcome one. The throttle pedal has sharper response than the doughy Mercedes norm, too, and the brakes, while needing more travel than the BMW before hauling down, are amply muscular. The 330Ci feels more sensory and remains the hardcore driver option, but it's the CLK that offers the better dynamic compromise.

The Mercedes is a surprising performer, too. The combination of a 1605kg body, a 160kW V6, and a slushbox hardly seems like the recipe for a serotonin overdose, but the CLK shifts like sherlock. A 15.8-second standing-400 run is damned impressive, and the 18-valve V6 feels strong, and sounds classy. Torque peaks at 310Nm across a 1600rpm plateau for effortless punch and, despite a modest 6000rpm redline, the CLK engine is both keen to rev and smooth to boot.

Same goes for the adaptive five-speed auto, although it isn't without flaws. Ordinarily, the gearbox reads your driving style quickly and responds smartly. The shifts aren't as seamless as in the BMW, with a slight lumpiness under full-throttle changes, but it generally works very well and the left-right manual override is a beauty. Get stuck behind slow-moving traffic, though, and the tranny goes into economy mode - fine until you ask for maximum overtaking go and the electronic brain dithers over what gear to select. The pause is less than a second before the auto drops several gears and goes bananas, but when you're standing on the right pedal, you want fire and brimstone, not silence.

If the Merc's engine/gearbox team is admirable, then the BMW's is truly awesome. Not only is the wonderful M54 3.0-litre straight six one of the world's great engines, but the five-speed Steptronic auto is simply the best in the business. Other than a varying exhaust note, it's almost impossible to sense the BMW changing gears. It is never caught out, never fluffs a shift, and always adapts brilliantly to your level of lead-footedness. Indeed, it's so good that you don't feel too short-changed for being lumped with a self-shifter. The manual gate, adjacent to the regular shift slot, works opposite to most tip-shift autos by requiring a tap back to upchange and a tap forward to downshift. And in use, it makes more sense, although the 330Ci will upchange automatically if you try and kiss the 6400rpm cut-out.

The 170kW 3.0-litre six is superb. Even an auto gearbox can't stifle it. Like the Benz V6, the lusty BMW engine has been tuned to offer a wide band of torque (with 300Nm from 3500 to 4750rpm). But unlike the Benz V6, BMW's straight six has a musical sweet spot. The CLK has a hearty, linear power delivery, whereas the 330Ci hits 4000rpm and cranks up the intensity. Not only does it charge harder over the tacho's final two-grand, it also sounds unreal - a crisp metallic wail that is clearly a relative of the M3's soundtrack, but deeper and over nearly 2000rpm sooner. It drones a bit on a light throttle, but couldn't be anything but a seductive BMW six in the tune it plays.

But the sugar on this pair of cream buns is their practicality. Having a coupe that not only looks sweet, but carries more than two in comfort, is a huge bonus. And both these cars easily cope with such boring stuff. Their rear-seat backrests fold and split, the rear cushions tip forward, and each can seat four without resorting to Vaseline and shoehorns. Both boots are amply sized, although the BMW is bigger and deeper, and has a larger opening from luggage to cabin. The Bee-Em also has belts for five (with a dodgy centre-rear lap belt), but the Benz counters with individually shaped seats, wind-down rear windows, and no-pillar side holes.

The 330Ci's cabin is roomier, with slightly more rear knee and headroom, and more under-thigh seat support, but the difference isn't massive. Same in the front - excellent seats in both (although the Benz could use more shoulder support), and ample room for fat Americans. The CLK also has a few magic tricks, like the electric seat and wheel that slide out of harm's way when the ignition is off, and the electric feeders that pass your seatbelt when the door closes. I'll admit, first time I noticed this thing moving towards me in my peripheral, it freaked me out.

The new CLK's cabin aims to address criticisms over falling interior- quality standards at Mercedes-Benz, and it's a peach. The dash still isn't as bomb-proof as Benz cabins used to be, but then it does show flair, and is beautifully finished. Heading the improvements over other Mercedes models are the new gauges - simple, concise, and cool. The speedo's centre information window works a treat - especially when it shows exact speed and needle position with the brilliantly user-friendly cruise control activated - and the quaint analogue clock is a neat, if slightly mothballed touch. Even the Elegance's wood trim isn't too putrid - a real achievement.

The 330Ci can't hope to match the CLK's bespoke interior atmosphere ('it's a highly optioned 318i, mate'), but quality and feel are beyond reproach. Fashionable minimalism is the key, although the plastic silver trim gracing our Sapphire Black test car looked like it was pinched from an SS Commodore. And the plain-grey leather trim isn't quite up to the exceptional trim standards of the Mercedes. It looks a bit rough in parts and has a few puckers where the stitching isn't quite straight. Shame, because the last leather M3 we drove was tailored perfection.

So, an incredibly close contest, but not quite a dead heat. Can two coupes with different philosophies and opposing driving styles really be the equal of each other? In the BMW's favour, it is quicker, cheaper, has more character, and is easier to insure. It's an exceptional drive with a brilliant drivetrain and has a depth of sporting talent you could never tire of. If you can't stretch to an M3, you won't feel like a peasant if you end up with a 330Ci. It proves that, despite the non-driving image snobs attracted to the propeller badge in ever-increasing numbers, BMW hasn't forgotten how to build a great driver's car.

But I'm giving the points decision to the Mercedes. Ultimately it isn't as dynamic or as rewarding as the BMW to drive, but the difference isn't huge. And the mature CLK remains effortlessly confident and cool in everything it does, without isolating the driver from the action. The CLK is superb in its ability to combine serenity with speed, and it's this blissful nonchalance that swings our vote. Just. And despite looking posher than a Kings School carpark, it's three-grand cheaper than the outgoing CLK 320, and infinitely better. Finally, a non-sporting Benz that's up for a game.