Mercedes admits 35 % of the new CLS's oily bits can also be found in the E. Bits like the 302 horsepower, 339 lb-ft. of torque
three-valve-per-cylinder single-overhead-cam 5.0-litre vee-eight that's also found in various other Mercedes cars. (Europeans get a CLS 350 with the new 3.5-litre vee-six found in the E Class and M Class.) Mandatory CLS transmission choice is the new, and excellent, seven-speed automatic that's standard on an E 500 as well. Ironically, steering-wheel shift buttons standard on the M Class SUV didn't make it to the supposedly sportier CLS, which means using the manumatic capabilities requires you to take your hand off the steering wheel and grab the console mounted shifter. Not good.
A major part of those shared E parts can also be found in the CLS's chassis. Made of unit steel with aluminium front and rear sub frames, the front suspension is made up of an upper A-arm and lower control arm with torque strut design. Out back is the same five-link type used in the E. Standard on the E 500 and the CLS is Mercedes' Airmatic DC (dual control) air-suspension system. This latest generation of Airmatic works together
with the adaptive damping system (ADS II) to provide just the right spring and shock absorber settings to match a driver's preference and differentroad conditions. You can select three suspension settings via a button on the centre console. As it should be, traction and ESP yaw control are standard on the CLS.
What the CLS can claim exclusive rights to is a lower centre of gravity and standard front 245/40R-18 and rear 275/35R-18 Continental SportContact2 tires. All CLS models also get a faster steering ratio and larger brake discs, all to boast Mercedes' claim that the CLS is more of driver's car than a standard E 500.
Not that I could tell.
Whether cruising along at elevated speeds on a four-lane highway, or blasting through slower traffic on crowded two-lane backroads, the CLS 500 always felt capable and composed. In other words, just like an E 500. The seven-speed automatic is well geared to the engines torque curve; power is there at the flick of your right ankle.
Despite the CLS's sleeker appearance, Mercedes' wishes for a more sportier driving experience than an E 500 never really materializes. The CLS 500 drives as fast in a straightline, is just as nimble, and possesses the same isolated ride and certain remoteness to the controls as the well-respected and very capable E 500. In fact, an E 500 optioned with the AMG package gets you the 18-inch wheels and comes in at $91,585. Something to think about if you need to carry five passengers.
For Mercedes to pitch the CLS 500 against a BMW 645 Ci ($99,900) may work in the marketing boardrooms, but out on a twisty road, not a chance. The higher performing CLS 55 AMG, maybe.
In truth, Mercedes speaks of the CLS as a coupe for those who want more room and easier access to rear seating. Compared to the parcel shelf back seat and cramped access in the 645 Ci, I'll buy that. The CLS is also for those E 500 and S 430 shoppers who want a more stylish set of duds than their conservatively styled four-door sedans. Mercedes even admits that the CLS four-door coupe is going after a niche market, therefore, worldwide production will be low, about 30,000 cars per year.
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| 2006 Mercedes-Benz CLS 500 (photo: John LeBlanc, straight-six.com) |
A major part of those shared E parts can also be found in the CLS's chassis. Made of unit steel with aluminium front and rear sub frames, the front suspension is made up of an upper A-arm and lower control arm with torque strut design. Out back is the same five-link type used in the E. Standard on the E 500 and the CLS is Mercedes' Airmatic DC (dual control) air-suspension system. This latest generation of Airmatic works together
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| 2006 Mercedes-Benz CLS 500 (photo: John LeBlanc, straight-six.com) |
What the CLS can claim exclusive rights to is a lower centre of gravity and standard front 245/40R-18 and rear 275/35R-18 Continental SportContact2 tires. All CLS models also get a faster steering ratio and larger brake discs, all to boast Mercedes' claim that the CLS is more of driver's car than a standard E 500.
Not that I could tell.
Whether cruising along at elevated speeds on a four-lane highway, or blasting through slower traffic on crowded two-lane backroads, the CLS 500 always felt capable and composed. In other words, just like an E 500. The seven-speed automatic is well geared to the engines torque curve; power is there at the flick of your right ankle.
 |
| 2006 Mercedes-Benz CLS 500 (photo: John LeBlanc, straight-six.com) |
For Mercedes to pitch the CLS 500 against a BMW 645 Ci ($99,900) may work in the marketing boardrooms, but out on a twisty road, not a chance. The higher performing CLS 55 AMG, maybe.
In truth, Mercedes speaks of the CLS as a coupe for those who want more room and easier access to rear seating. Compared to the parcel shelf back seat and cramped access in the 645 Ci, I'll buy that. The CLS is also for those E 500 and S 430 shoppers who want a more stylish set of duds than their conservatively styled four-door sedans. Mercedes even admits that the CLS four-door coupe is going after a niche market, therefore, worldwide production will be low, about 30,000 cars per year.