Mercedes CLS-class (C257)

	Mercedes CLS-class (C257)
	Debut: 2018 Maker: Mercedes-Benz Predecessor: CLS-class (W218)

Published on 10 Mar 2018

Now sitting under AMG GT 4-door, can the CLS shine as bright as before?

Time flies. The trend-setting Mercedes CLS-class enters the third generation. In the past 14 years, it captured 375,000 units of sales or an average 27,000 units annually. Massive numbers? Not quite, but by no means poor considering this is a niche car. It is derived from the component set of the mass-selling E-class (about 300,000 units built a year) yet charges a premium of 20 percent, so its profit margin should be quite attractive. No wonder Mercedes is willing to renew the CLS even in the fever of SUV goldrush. In the market, the CLS has only two direct competitors: Audi A7 and BMW 6-Series Gran Coupe (to be replaced with 8-Series Gran Coupe soon). Compared with them, the inventor of the class still has a psychological advantage.

However, this time around its market strategy is different. In order to promote the AMG brand, another 4-door coupe derivative is developed alongside the CLS. It is called AMG GT 4-door. Both cars sit on the same E-class underpinnings with the same wheelbase and high-percentage of common components, but the AMG is faster, sportier, classier and pricier. Inevitably, the new CLS has to be more restrained. It loses all V8 engines, including the full-blooded AMG ’63 model. Now its range-topper becomes the half-hearted AMG CLS53, powered by a turbo-and-electric-charged 3-liter straight-six coming from Mercedes production line instead of the technicians of Affalterbach. The chassis tuning is also more civilized to distant it further from the true AMG car. Will the two-tier strategy work? Or just steal sales from each other? We have to observe over time, but car enthusiasts won’t mind seeing more cars like these.

Beautiful shape remains, but CLS53 is rather understated for an AMG...

Yes, especially when the car looks this good. The CLS has always been an artistic sculpture, and this one is no different. It retains the signature banana-shape side profile with a swoopy roof line extended seamlessly from the nose to tail, and the shallow glasshouse employs heavily tapered frameless windows to appear like a coupe. It certainly looks more dramatic than both its German rivals. The new shape has a low drag coefficient of 0.26, the same as the last generation. Compared with the E-class saloon it is 33mm lower and 38mm wider, while front and rear overhangs are slightly longer. On the downside, I am not a fan of its larger, more upright front grille, which makes the bonnet too long and the sense of sleekness hurt a little. Sadly, Gorden Wagener is turning all Mercedes models like this – see the new A-class for example.

There are again two different grille designs available, between them I reckon the regular Mercedes grille (red car above) looks classier than the AMG grille (black car above) thanks to its diamond-style elements. As the front bumper of both cars are virtually the same, it is not necessary to pay the premium for looks alone. The AMG ’53 model does sports a more aggressive rear end, which consists of a small lip spoiler, quad-exhaust and four vertical fins on what appears to be a pseudo diffuser. Still, this is a rather understated design for an AMG model.

The swooping roof line means 6-footers are prohibited from the rear seats.

Another disappointment is the cancellation of the Shooting Brake derivative. Mercedes reckons a niche model within a niche product line is probably too niche to be realistic. What a pity, as the old Shooting Brake was truly unique on the road. It beat the coupe for both looks and practicality.

At least, the new cabin has gained a 5th seat for improved practicality. While the last two generations employed 2 individual rear seats to emphasize the sportier character of CLS compared with E-class, Mercedes found it can no longer do so because Audi A7 offers a bench seat. Like the case of Audi, the middle rear seat here is only suitable to a short trip in emergency, because not only its cushion is harder but there is simply not enough space to fit 3 adults. Predictably, the two normal rear seats are not for tall guys either. 6-footers will find their heads rubbing against the sloping roof liner, an inevitable price paid for the coupe shape.

Up front, it looks remarkably like an E-class, albeit with a lower roof, shallower windows and some styling enhancements making it look sportier. The dashboard architecture is familiar to the owners of E-class, as is the twin-12.3-inch touchscreen. We still miss the classic wood-and-leather interior of the first generation CLS, but these days the Mercedes standard cabin design is so high-quality, elegant and advanced that few could resist the temptation – not even those used to the standards of Audi. Moreover, it has the E-class’ 6 circular air vents converted to jet turbine-style units with illumination that can change color according to temperature setting. Too gimmicky for you? Then look at the AMG model’s stitched nappa leather trims and AMG steering wheel. It means business.

Familiar or not, this place is so high-quality, elegant and advanced that few could resist the temptation...

As V8 is no more, the new CLS relies on the new M256 gasoline and OM656 diesel straight-6 debuted on S-class last year. The petrol unit of CLS53 employs a large twin-scroll turbocharger to produce 435 horsepower and 383 pound-foot of torque, which is quite remarkable for the 3-liter class considering its counterparts from BMW and Audi manage only 340hp. A large exhaust-gas turbo should have resulted in a lot of turbo lag, but Mercedes added an electric charger to speed up low-end response. Furthermore, an integrated starter generator (ISG) working with 48V lithium battery provides another 22hp and 184 lbft of torque in short periods to fill the torque gap. This so-called EQ-Boost mild-hybrid system also cuts fuel consumption by using the ISG instead of the engine to propel the car during coasting, and recharges the battery through regenerative braking. By the way, the electric charger is also supplied by the 48V system because of its high power consumption. The new Mercedes straight-six is really state of the art.

The lesser CLS450 runs much the same engine, but it uses a smaller turbo and skips the electric charger, dropping output to 367hp and 369 lbft. Similarly, the new diesel straight-six of CLS350d and CLS400d differ in details and tune, i.e. 286hp / 442 lbft versus 340hp / 516 lbft. All of them are paired with 9G-Tronic gearbox and drive all four wheels – the regular models through the 31:69 permanent 4matic system, whereas CLS53 employs the rear-biased active 4matic+. Later on, there will be an entry-level CLS350 powered by the new M264 2-liter turbo with around 300hp, but I suppose 6-cylinder is the minimum requirement for a true Mercedes luxury coupe, isn't it?

The straight-6 has a very linear power delivery, not unlike BMW's but with added shove.

How do these six-cylinders behave in the real world? Surprisingly, the petrol straight-six has a very linear power delivery, much like a small normally aspirated V8. It is lag-free, very smooth and quiet, not unlike BMW straight-six but with added shove. Despite its AMG badge, the CLS53 feels very civilized. It claims a 0-60 mph time of 4.3 seconds, which is quick, but at no point it feels as explosive or as wild as its badge leads you to believe. Its exhaust note is musical, just as expected for a great straight-six, but the cabin is so well insulated from the outside world that you can hear little. Moreover, AMG has its trademark pops and crackles reserved for its full-blooded models, so the CLS53 is a fast and comfy daily companion rather than a car you would prefer to drive on a Sunday morning. This probably makes the CLS400d more sensible, because it feels hardly slower in the real world thanks to its superior torque, while it is also remarkably quiet and refined.

As for ride and handling, it is slightly sportier than the regular E-class but not as hardcore as the E63. The CLS53 is fitted with air suspension and adaptive dampers as standard, but it rides remarkably smooth and quiet as its suspension tuning is softer than that of the E63 and its rubbers are less aggressive. In corners, body roll is well contained. Benefited from unique steering knuckles and increased negative camber, the steering of CLS53 is precise and responsive, and it feels more communicative than the numb steering of lesser models as well as E-class. Otherwise, the CLS450 behaves very close to the AMG model, sacrificing just a little bit body control and braking power. In fact, to leave room for the AMG GT 4-door, Mercedes imposes a ceiling to the CLS, limiting its spicy flavours. This means, those appreciating the CLS will be less enthusiastic drivers who chase a beautiful shape in the first place. Problem is, the AMG GT 4-door seems to be more beautiful as well. In the end, the CLS’ attraction over its sister car is only a more affordable price. How well this 2-tier strategy works remains to be seen. If the AMG is proved to be more popular, there might be no future for the CLS.

Verdict: