Hello Petrolheads!
Soon, I will be writing about my 2003 Merc CL 55, but because this is a truly special car, will write about its context beforehand.
This generation CL, internally known as the C215, was launched in 1999, as the coupé version of the, in 1998 new, W220 S-Class.
Because
the main premises when developing the W220 were to reduce the… excesses, so to
speak, of its W140 predecessor – I actually reckon the W140 to be Daimler’s peak
– the main requisites were to add lightness, not only literally, but especially
to the overall image, which also meant reducing the dimensions a bit. That, actually,
was a good thing.
To do so, and in spite of a lot of new added technology – which also adds weight – Daimler went exploring alternative materials for the body-in-white, namely, extensive use of aluminium and also some bits of magnesium and plastic. The CL, being based on the S, went down the very same approach: its platform was still made out of steel, but the rest was mostly made out of aluminium, including the complete inner rear sides. Not quite as innovative as the Audi’s 1994 A8, but for a company as conservative as Daimler, certainly a big step forward.
Innovation
didn’t stop there, as an active suspension, named ABC – by far and away, the
most infamously known system of the CL – also saw its premiere, after the
teaser which was the passive system premiered with the R129. This is, in
essence, a similar system to that used by Citroen for ages, but adds constant
damping characteristics adjustment based in data fed by acceleration sensors.
It actually works wonders in a car this big and heavy, and is the main
responsible for the relative agility it displays.
I
will get back at both previous topics, as they are, pretty much, the biggest
problem-makers in this car.
It
was a return to Merc’s timeless coupé designs, after the ungainly C140 predecessor.
The C-Pillar alone, with its rear window wrapping around it, was more than a
hint to the glorious W111 coupé from the Sixties, and the svelte profile was athletic
and elegant in equal parts. The door and boot hinges themselves are beautiful
in their own way: in their pursuit for the best function, Daimler’s engineers
created complex but very effective designs. The double door hinges maximize the
opening in cramped spaces, while the boot hinges maximize boot capacity (note:
this concept had already been invented much earlier).
The
biggest problem of this generation CL was the timeframe during which it was
developed. By then, parent Daimler was concentrated in maximizing shareholder
profit, during the dark management years of the Schrempp-Hubbert duo from Hell.
The short-term management demanded big cost savings in investments, which had
the biggest impact in the models launched between 1997 and 2003. The result was
plain to see: massive body rust problems, dismal electronics and the crappiest
interior materials ever seen in any car featuring the three-pointed star – the
W163 M-Class and W203 C-Class were borderline shocking.
The
C215, being the top of the range, suffered to a slightly lesser extent, but
some clues are still there, especially visible in the pre-facelift (1999-2002)
version: insufficient analysis of the interaction between different materials
ensured catalytic corrosion in very concentrated body spots; the plastic door
sill protections would seem appropriate for a Renault Clio; carry-over trim from
lower models downgraded the interior; early reports of electronic gremlins
abounded.
Back
to the suspension. The idea behind ABC is a fantastic one – to combine great
body control with high ride comfort – but cracking the Holy Grail for any
suspension Engineer meant a lot of complexity was needed. And that’s the
problem nowadays. Due to their complexity, the components are expensive to
produce and install; yet, like any other suspension system, it’s not meant to
last forever. In truth, regular maintenance – oil and filter changes, plus
regular use of the car – actually gives it a longer lifespan than a regular
strut has. Yet, there’s no escaping the fact that, for the cheapest cars, when
the time to replace components comes, they are just written-off.
Some
DIY’s give themselves to the trouble of replacing the complete system with
conventional struts, in order to reduce complexity and, therefore, costs.
That’s plain absurd, as this suspension is one of the main reasons d’etre of
the C215. It’s one of its most defined characteristics, that great balance of agility
and ride comfort, assured by the reduced body movements and a relatively pliant
ride. Yes, there is an artificiality to the handling of the car, plus it hasn’t
got such a pillowy ride as an Airmatic, but considering the lightest C215
weights around 1,9 Tonnes, it’s an impressive compromise. For a first
interaction, it was more than all right.
The final corner in the C215’s triangle of hell regards some engines. The V8s were always good, whatever version – when paired with the 5-speed transmission, they make for a pretty much bulletproof drivetrain – and even neglected examples prove recoverable.
The
V12s are a completely different story. The first iteration, a
normally-aspirated 5.8-litre, is pretty poor - it lacked torque and reliability
in equal parts. Maintenance costs are terrible, as together with poorer fuel
economy, there are twenty-four (24!) spark plugs to replace (sixteen in the V8’s)
and it regularly goes through coil packs. Its ZAS system – it disconnects admission
in a bank of six cylinders when on partial throttle, in order to save petrol –
also likes to give trouble every now and then. All especially bad news, when
the engine bay is packed with… engine.
The very low production 6.3-litre version was a bit better, but let’s say it’s the engine the 5.8 ought to be from the start. Today, it’s a mere weirdness. The M137 design was so bad that, less than 3 years (!) after its introduction, it was abandoned altogether – cost savings, DaimlerChrysler way. Why they didn’t keep the more capable M120, 6-litre V12 from the predecessor, by the time still produced for the R129 SL, is beyond my comprehension…
With
the facelift of 2002, a brand-new engine developed for the Maybach renaissance
was adopted. The twin-turbocharged 5.5-litre solved the torque deficit
immediately, being as smooth and quiet as ever. AMG’s take on that – the monster,
612 PS “65”, with its (electronically-limited) maximum torque of 1000 Nm,
released in 2003 – is more of the same. They are more reliable than the
previous 5.8, and provide the full V12 experience, but I would say they fit the
S-Class best. In my opinion, their über-refinement feels more natural in a
four-door limousine than a sportier grand tourer.
I
reckon the ABC to be the single biggest threat to many examples of the C215 surviving.
Due to their market situation – the C215 is still too young to be acknowledged by
car collectors – and subsequent depreciation, fueled by abundant complains of outlandish
maintenance bills, many examples are falling in the hands of youngsters who
spent any little resources they might have in making them as flashy (read:
vulgar) as they can, and not in their maintenance. Which will only drive them
into yet more disrepair… and, in the future, harder to find in decent condition
– the key here is to find units which have only had one or two owners from new.
Remember, only people who had the means to buy them when they were expensive,
have the means to maintain them adequately over the years as well. And if they
gave themselves the bother to keep them until now, they are the sort which cares.
Another
thing which speaks volumes about rarity: when was it the last time you saw an
SL R230? Exactly. Now, per four SL Mercedes produced, a single CL came out of
the factory. Open-top desirability explains a part, price the rest: the R230
was available with engines as small as a 3-litre V6, whereas the smallest-ever to
find its way into the C215’s engine bay being a 5-litre V8. This was Merc’s real
range topper.
Bear
that in mind next time you see a C215 CL!
Comments