Hello Petrolheads!
In the last post, I introduced you the Mercedes-Benz CL, generation C215 (1999-2006). The reason being, back in 2017, I got myself one such example, powered by AMG’s superlative 5,5-litre, supercharged V8.
Being a fan of the exquisite design since day one, this is one of those cars which, upon market introduction, for the vast majority of teenagers (myself included), goes into dreamland as fast as it accelerates to one hundred. Or, at best, into the bedroom wall… in the form of a poster. Eighteen years later, when the opportunity to acquire and enjoy one arose, it felt weird, actually. What about test-driving and actually buying it? Apprehension was, definitely, the strongest feeling. If you find yourself in the same situation, thinking whether or not you should play such a high card, I can’t urge you enough: do it! If you do your homework and find The One, I promise you, it will be a very special moment in your life! In this case we are talking about a Merc CL, the very range-topper of my favourite brand, but the experience would be similar with any other exotic on the market.
Engine choice
Choosing a V8 engine was easy. Merc’s M113 engine family is great: they have plenty of low-down torque, are keen to rev, very reliable and easy to service. Other advantages towards the V12s regard handling (better weight distribution, due to less mass on the front axle), sound, fuel economy (they don’t even require 98-octane petrol to deliver their full power) and, more importantly, immediate throttle response.
Because AMG’s normally aspirated 5,5-litre was only available in pre-facelift form (which I wanted to avoid by all means), the choice would have to be between the supercharged version of said engine or the base, 5-litre V8. In a country where plenty of CL 500s are available with the AMG style package (such as the USA), the powertrain 5-litre V8 plus 5G-Tronic (produced between July 2002 and July 2003) makes for a superb package, as long as an AMG exhaust is fitted as well. In countries where that’s not the case (such as Portugal), the most realistic alternative is to go straight for the CL 55 AMG Kompressor.
Overall, for me, AMG makes the best versions of any CL/ S-Class Coupé; whereas the S-Class is the yardstick for comfort, safety and class, the CL is a sportier take on that – the luxury is there, if any, to an even higher spec – and the AMG treatment just underscores it to perfection.
Starting with presence. If you want – meaning, drive it quietly – uninterested people won’t even notice it. Anyone vaguely alert will notice the exotic profile and the discreet, but deep, bass coming from the exhaust. Despite its supercar-rivalling performance, the CL 55 can be used in any situation without drawing unwanted attention nor imposing severe drawbacks to its driver (apart from dismal urban fuel economy, that is…). Its seamless blend of class and sophistications allows it to blend in in most environments with unexpected ease, even in those it wasn’t primarily designed for. Needless to say, it makes the day of any petrolhead you might meet along the way.
Exceptional grand tourer
The CL 55’s forte is long-distance travelling. The suspension absorbs the odd motorway irregularity with ease, the exhaust note in the background adds a touch of excitement while never becoming tiresome, exterior and tire noise are very well suppressed and 700km (435 miles) drives without need for refueling are easily achieved. It averages around 11 L/100km (26 UK mpg) at cruising speeds ranging from 100 to 130 km/h (62-80 mph), when low power demand from the engine even allows it to disengage the supercharger. To date, after over three years and some 5k km (3k miles) of driving, my average fuel consumption stands at 12,5 L/100km (23 UK mpg). Not bad, if one acknowledges it comprises yearly technical inspections, maintenance services, the odd short drive and occasional fun.
Countryside
driving is the most exciting environment, if I’m honest; the odd corner is taken
with seamless indifference as the ABC reduces body lean, masking inertia and taking
occupant’s comfort to a very high level. The only thing it doesn’t really like
are sharp road imperfections; road holding is never even questioned, but the
ABC does have trouble to isolate the occupants. Meaning, passengers do tell
them in a fashion that wouldn’t be expected, given the otherwise high level of
refinement. On the upside, the occasional overtaking is the perfect opportunity
for the giant under the bonnet to flex its muscle and provide hilarious, yet
brief, fun moments. Brief? Well, kickdown means that you are mere seconds away
from going twice the speed limit…
Not a sports car
On
mountain roads, two things stand out: the car seems to shrink and levitate at
the same time. One is good, one is terrible, and both are courtesy of the ABC
suspension.
The
shrinking-feel: it’s extraordinary how mass is kept on check by the active
suspension; if you acknowledge there are two tons of weight and don’t challenge
the laws of physics, you will be shocked by the agility of such a big car. Mass
transfers are dealt with total authority, and the feeling of unshakable stability
dominates.
Unfortunately,
the collateral levitation feel is the price to pay. The hydraulic setup ensures
that there is zero road feel reaching the driver, either through the lifeless
steering or the seat. I assume that is not a problem to someone who is used to
big, heavy cars; however, chances are, if you are used to drive true sports
cars, you will never feel at ease in such circumstances. A bit like that first
dinner with your partner’s parents.
These
sensations are, in reality, to be expected from a big and heavy GT; no one is
going to drive such a car up the Alps with a knife in their teeth anyway. The
art of making its occupants unaware of travel speed is of much bigger concern,
because if you take a liberal approach to the accelerator pedal and don’t use
the variable speed limiter, going much faster than permitted is the norm. And
we all know what that means in this day and age…
Market situation
All
in all, I reckon the CL to be the first of a very small and exclusive niche,
and by the C215’s production twilight, by far its most accomplished member to
date. The Bentley Continental GT only went onto its stride with the facelift of
2012 really, when they fixed the styling and gave it a characterful V8 engine. The
Maserati GranTurismo – born long after the C215’s demise – was a similar case,
as the facelift of 2012 also rounded up some sharp corners (for me, the Mazza
was the peak of this class).
The
fact that, in 2020, you can get yourself a great-condition unit for less than
half the price of a comparable Conti or Mazza just makes the CL 55 AMG
Kompressor one of the best business cases all around: not only is it easier and
less expensive to maintain than the other two, in the long run it might even be
rarer than a Continental GT, due to the aforementioned low survival rate. Also,
do not forget that the C216 successor (2006-2013) was a disappointment; even if
more reliable and better built, the design never cut it and neither did the engines
– AMG’s 6.2-litre V8, a superlative sports engine, lacked the torque such a
heavy car needs. Meaning, you can enjoy the 55K comfortably knowing that, due
to true collector potential, it will not be an economic disaster in the long
run. Even if upkeep is not the same as that of a supercharged CLK…
Verdict: a top-notch boxer fighter wearing a suit… who
happens to do modelling between fights.
Official vital data:
Engine and transmission:
5439 cc, supercharged V8, 2x SOHC, 3 valves per cylinder, all aluminium
(Otto)
500 PS (368 kW)/ 6100 rpm
700 Nm/ 2750-4000 rpm
Red line: 6500 rpm
5-speed, automatic transmission
Dimensions and weights:
Length/ wheelbase/ width/ height: 4993/ 2885/ 1857/ 1398 milimitres
Turning circle: 12,1 metres
Weight: 1995 kg
Boot: 450 litres (VDA)
Fuel tank: 88 litres
Tires: 245/45 R18 (F), 265/40 R18 (R), Continental
ContiSportContact 5
Performance:
Top speed: electronically-limited to 300 km/h (187 mph), reached in 4th
and 5th gears
0-100 km/h (0-62 mph): 4.8 seconds
Fuel consumption (NEDC, urban/extra-urban/average): 19.7/ 9.5/ 13.2
l/100km (14/ 30/ 21 UK mpg)
CO2 emissions: 317 g/km (Euro 4)
3000 rpm, 5th gear: 170 km/h (speedo)
Main equipment: double glazing
all-around, leather steering wheel, door cards and dashboard, nappa
leather-clad, fully electrically-adjustable multicontour seats with heating,
ventilation and massage functions, dual-zone air conditioning, twin front
airbags, sidebags, headbags, radio with CD-box and sat nav, Distronic
(radar-guided cruise control) with variable speed limiter, drive lock, power
steering, Bi-Xenon headlights, 18” alloy wheels, ABS+ASR+ESP, sunroof with
blind, soft-close function for doors and boot, keyless-go.
German price in 2003: 132 000€.
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