Beemer B773ER
Tire Trailblazer
- Messages
- 6,613
- Name
- Shameel
No sure if I'm just not seeing it right... but is that a decal?
Okay, may be not an actual decal, but the 3-pointed star isn't even metal.. it's just a picture within a chrome circle?
Facelifted CL - First Drives/Tests.....
- Thread starter Merc1
- Start date
No sure if I'm just not seeing it right... but is that a decal?
Okay, may be not an actual decal, but the 3-pointed star isn't even metal.. it's just a picture within a chrome circle?
Beemer B773ER
Tire Trailblazer
- Messages
- 6,613
- Name
- Shameel
Apologies for my poor choice of words. I understand it's all plastic nowadays, but what I was trying to figure out is....if you were to run your fingers over the 3-pointed star emblem, would it feel raised (embossed), or is that just a flat 'decal' of the MB logo?
bmer
Tire Trailblazer
- Messages
- 6,956
Apologies for my poor choice of words. I understand it's all plastic nowadays, but what I was trying to figure out is....if you were to run your fingers over the 3-pointed star emblem, would it feel raised (embossed), or is that just a flat 'decal' of the MB logo?
I believe it's completely flat, the star is a bit like a hologram. I haven't touched it though.
PHYBENZ
G-Class Explorer
- Messages
- 2,838
That CL is equipped with Distronic. The Distronic sensor/camera is located behind the star unlike BMWs or other companies that put it at the bottom part of the bumper. Because the distronic sensor/camera is located there, it has this type of star on the grill so the sensors can pass through. It's a star encased in plastic.
- Messages
- 41,225
- Name
- Marcus
Road and Track - 2011 Mercedes-Benz CL550 4Matic - Road Test
Flying the coupe, with pillarless panache and a biturbo V-8 that's the strong, silent type.
Ah, the so-called “pillarless” big coupe, Mercedes’ stock-in-trade for decades. It appeared on my personal radar screen with the imposing 560SEC of the 1980s. Of course, this chiseled Swabian 2-door wasn’t completely pillarless, but the absence of any structure between the front side glass and rear quarter window made for an uninterrupted sweep of glazing and an especially light, airy look—and a challenge for structural engineers saddled with ever-stricter rollover crash standards.
More recently, the CL-Class has carried this flag, the coupe brother to the S-Class. And the 2011 CL550 4Matic, although largely carryover in the chassis department, is boldly restyled and boasts an all-new twin-turbo charge-cooled 4.6-liter V-8 beneath its sculpted aluminum hood. Replacing the normally aspirated 382-bhp 5.5-liter V-8, the new engine internally known as M278 has 20 percent less displacement yet generates 12 percent more horsepower (429 at 5250 rpm) and 32 percent more torque (a halfshaft-twisting 516 lb.-ft. as low as 1800 rpm…not that far away from idle speed). Did we mention it gets 10 percent better fuel economy and has lower emissions too?
It’s done with multiple technologies. The 10.5:1 compression ratio is quite high for an engine that sees a peak 12.9 psi of boost from two tiny Garrett turbos, the hot side of each welded to the exhaust manifolds for quick response and minimal heat loss. A Behr air-to-water charge cooler is nestled in the aluminum block’s vee, chilling intake air with help from a dedicated coolant circuit. A lower-friction chain drive system for the camshafts reduces parasitic losses and frees up power. And ultra-fast piezo direct injectors can meter fuel up to five times during a single intake/compression cycle; the ignition can deliver up to four sparks per plug within a single millisecond.
The result is a whisper-quiet, unrelenting rush of acceleration, like you’re at the business end of a massive hydraulic ram pressurized with Grey Poupon.
Our VBOX test gear backs that up, recording a 4.2-second blast to 60 mph and a 12.7-sec. quarter mile…quicker than a Ford Mustang GT 5.0 and hanging with a BMW M3 M-DCT, despite outweighing either by more than 1000 lb.(!) Boost is immediate and just barely audible with the window down; window up, you’d swear there’s no forced induction. The 7-speed torque-converter automatic doles out velvety, unobtrusive shifts, but the “E” drive mode (the default setting) makes for somewhat groggy throttle response and 2nd-gear starts in the interest of economy; we found ourselves pushing “S” (Sport) for its higher shift points and snappier tip-in. Paddle shifters on the wheel are there, but response time is, um, stately in either mode. They don’t really suit the character of the car.
The 4Matic all-wheel drive works as invisibly as the engine’s boost. It’s an open-diff system, the center differential with a low-load “breakaway” clutch, with computer-controlled individual wheel braking to control wheelspin. Happily, torque is normally apportioned 45/55 front/rear, so the CL550 has a rear-drive feel and only mild understeer, no doubt helped by fat 255/35ZR-20 Continentals all around—part of the Sport Package Plus One that also includes 20-in. AMG split-spoke wheels and Sport fascias and side skirts. Thus equipped, the big Merc pulled a highly respectable 0.89g on the skidpad, with a yawing/tuck-in sensation under power that almost felt like a rear-axle torque vectoring system.
Its slalom speed of 66.6 mph is nothing to sneeze at either, but a non-defeatable stability control had our road test crew trying to end-run the system for the best possible time. Said Jonathan Elfalan, “Any sort of under- or oversteer, and it will cut engine torque by a pretty noticeable amount.” In the real world of aggressive road driving, however, it works beautifully to put the power down. Steering feel is creamy smooth and rather light, yet with an underlying layer of feedback that communicates front tire slip angles when really pressing. The Airmatic suspension also drew praise for its natural-feeling body roll progression in transitions, a welcome respite from previous ABC (Active Body Control) Mercedes where artificial roll resistance was a bit out of synch with our inner-ear expectations.
Brakes, with burly 4-piston fixed calipers up front clamping 13.2-in. cross-drilled rotors, have that not-too-firm/not-too-soft pedal feel and confidence-inspiring initial bite. They proved easy to modulate, and stopping distances from both 80 and 60 mph were impressively short considering the kinetic energy at hand.
At the end of the day, these big coupes are all about cossetting their occupants, and it’s hard to image an interior that’s more luxuriously equipped. There’s double-stitched leather everywhere, polished wood, and the big silver knob on the center console for the COMAND interface, whose palm-rest opens clamshell-fashion to reveal a numeric keypad for phone functions, etc.
At night, there’s sort of a theater lighting effect, with amber illumination oozing from part lines in the door panels and dashboard. I think you could probably buy an entire Kia Rio for the dealer price of the two front seats…they’re heated, cooled and have the optional Drive-Dynamic Multicontour feature that inflates/deflates bolsters in response to cornering loads…a little creepy to some (“I expect dinner and a movie first,” quipped my friend Anthony). And there’s 4-mode massage too, all functions depicted in easy-to-comprehend graphics on the COMAND screen. In the interior’s most impressive bit of techno-wizardry (part of the $3490 Premium Package), the virtual analog speedometer needle and face disappear at the touch of a button to become an infrared night-vision camera display, the speedometer becoming a bar graph along the bottom edge.
Rear seating is generous enough to claim 4-seater status (instead of 2+2), with just enough head room for a 6-footer and requiring a splayed-knees posture if a like-sized adult is up front. A tug on the front seat’s big chrome handle, and the seat silently motors forward to ease rear-seat access. A big console separates the passengers back there, with a storage area concealed by the trademark Mercedes slatted wood cover.
Certainly, there are more powerful variants in the CL lineup—the 510-bhp CL600, the 563-bhp CL63 AMG and 621-bhp V-12-powered CL65 AMG—but frankly, we’re amazed at what the “base” model is capable of. There’s nothing base about the price, however, as the CL550 4Matic lists for $113,150, with an as-tested tab of $128,315. For those who can afford the rarefied entry fee, the new CL is an impressive package, bringing the big pillarless coupe—now chock-full of extra performance, efficiency and technology—to a new generation.
2011 Mercedes-Benz CL550 4Matic Road Test Review at RoadandTrack.com
I absolutely love this car. As the current SL has faded away, this is currently my favorite Mercedes-Benz. Not the CLS or the SLS, but the CL. Its always the CL or the SL for me. The only model to pose a serious threat to this is the new SLS Roadster. Gotta see that one in person.
M
Flying the coupe, with pillarless panache and a biturbo V-8 that's the strong, silent type.
Ah, the so-called “pillarless” big coupe, Mercedes’ stock-in-trade for decades. It appeared on my personal radar screen with the imposing 560SEC of the 1980s. Of course, this chiseled Swabian 2-door wasn’t completely pillarless, but the absence of any structure between the front side glass and rear quarter window made for an uninterrupted sweep of glazing and an especially light, airy look—and a challenge for structural engineers saddled with ever-stricter rollover crash standards.
More recently, the CL-Class has carried this flag, the coupe brother to the S-Class. And the 2011 CL550 4Matic, although largely carryover in the chassis department, is boldly restyled and boasts an all-new twin-turbo charge-cooled 4.6-liter V-8 beneath its sculpted aluminum hood. Replacing the normally aspirated 382-bhp 5.5-liter V-8, the new engine internally known as M278 has 20 percent less displacement yet generates 12 percent more horsepower (429 at 5250 rpm) and 32 percent more torque (a halfshaft-twisting 516 lb.-ft. as low as 1800 rpm…not that far away from idle speed). Did we mention it gets 10 percent better fuel economy and has lower emissions too?
It’s done with multiple technologies. The 10.5:1 compression ratio is quite high for an engine that sees a peak 12.9 psi of boost from two tiny Garrett turbos, the hot side of each welded to the exhaust manifolds for quick response and minimal heat loss. A Behr air-to-water charge cooler is nestled in the aluminum block’s vee, chilling intake air with help from a dedicated coolant circuit. A lower-friction chain drive system for the camshafts reduces parasitic losses and frees up power. And ultra-fast piezo direct injectors can meter fuel up to five times during a single intake/compression cycle; the ignition can deliver up to four sparks per plug within a single millisecond.
The result is a whisper-quiet, unrelenting rush of acceleration, like you’re at the business end of a massive hydraulic ram pressurized with Grey Poupon.
Our VBOX test gear backs that up, recording a 4.2-second blast to 60 mph and a 12.7-sec. quarter mile…quicker than a Ford Mustang GT 5.0 and hanging with a BMW M3 M-DCT, despite outweighing either by more than 1000 lb.(!) Boost is immediate and just barely audible with the window down; window up, you’d swear there’s no forced induction. The 7-speed torque-converter automatic doles out velvety, unobtrusive shifts, but the “E” drive mode (the default setting) makes for somewhat groggy throttle response and 2nd-gear starts in the interest of economy; we found ourselves pushing “S” (Sport) for its higher shift points and snappier tip-in. Paddle shifters on the wheel are there, but response time is, um, stately in either mode. They don’t really suit the character of the car.
The 4Matic all-wheel drive works as invisibly as the engine’s boost. It’s an open-diff system, the center differential with a low-load “breakaway” clutch, with computer-controlled individual wheel braking to control wheelspin. Happily, torque is normally apportioned 45/55 front/rear, so the CL550 has a rear-drive feel and only mild understeer, no doubt helped by fat 255/35ZR-20 Continentals all around—part of the Sport Package Plus One that also includes 20-in. AMG split-spoke wheels and Sport fascias and side skirts. Thus equipped, the big Merc pulled a highly respectable 0.89g on the skidpad, with a yawing/tuck-in sensation under power that almost felt like a rear-axle torque vectoring system.
Its slalom speed of 66.6 mph is nothing to sneeze at either, but a non-defeatable stability control had our road test crew trying to end-run the system for the best possible time. Said Jonathan Elfalan, “Any sort of under- or oversteer, and it will cut engine torque by a pretty noticeable amount.” In the real world of aggressive road driving, however, it works beautifully to put the power down. Steering feel is creamy smooth and rather light, yet with an underlying layer of feedback that communicates front tire slip angles when really pressing. The Airmatic suspension also drew praise for its natural-feeling body roll progression in transitions, a welcome respite from previous ABC (Active Body Control) Mercedes where artificial roll resistance was a bit out of synch with our inner-ear expectations.
Brakes, with burly 4-piston fixed calipers up front clamping 13.2-in. cross-drilled rotors, have that not-too-firm/not-too-soft pedal feel and confidence-inspiring initial bite. They proved easy to modulate, and stopping distances from both 80 and 60 mph were impressively short considering the kinetic energy at hand.
At the end of the day, these big coupes are all about cossetting their occupants, and it’s hard to image an interior that’s more luxuriously equipped. There’s double-stitched leather everywhere, polished wood, and the big silver knob on the center console for the COMAND interface, whose palm-rest opens clamshell-fashion to reveal a numeric keypad for phone functions, etc.
At night, there’s sort of a theater lighting effect, with amber illumination oozing from part lines in the door panels and dashboard. I think you could probably buy an entire Kia Rio for the dealer price of the two front seats…they’re heated, cooled and have the optional Drive-Dynamic Multicontour feature that inflates/deflates bolsters in response to cornering loads…a little creepy to some (“I expect dinner and a movie first,” quipped my friend Anthony). And there’s 4-mode massage too, all functions depicted in easy-to-comprehend graphics on the COMAND screen. In the interior’s most impressive bit of techno-wizardry (part of the $3490 Premium Package), the virtual analog speedometer needle and face disappear at the touch of a button to become an infrared night-vision camera display, the speedometer becoming a bar graph along the bottom edge.
Rear seating is generous enough to claim 4-seater status (instead of 2+2), with just enough head room for a 6-footer and requiring a splayed-knees posture if a like-sized adult is up front. A tug on the front seat’s big chrome handle, and the seat silently motors forward to ease rear-seat access. A big console separates the passengers back there, with a storage area concealed by the trademark Mercedes slatted wood cover.
Certainly, there are more powerful variants in the CL lineup—the 510-bhp CL600, the 563-bhp CL63 AMG and 621-bhp V-12-powered CL65 AMG—but frankly, we’re amazed at what the “base” model is capable of. There’s nothing base about the price, however, as the CL550 4Matic lists for $113,150, with an as-tested tab of $128,315. For those who can afford the rarefied entry fee, the new CL is an impressive package, bringing the big pillarless coupe—now chock-full of extra performance, efficiency and technology—to a new generation.
2011 Mercedes-Benz CL550 4Matic Road Test Review at RoadandTrack.com
I absolutely love this car. As the current SL has faded away, this is currently my favorite Mercedes-Benz. Not the CLS or the SLS, but the CL. Its always the CL or the SL for me. The only model to pose a serious threat to this is the new SLS Roadster. Gotta see that one in person.
M
- Messages
- 41,225
- Name
- Marcus
Automobile Magazine - REVIEWS: 2011 Mercedes-Benz CL63 AMG
(perfection)
Objectively, the price of any CL is insane given how much less expensive a mechanically identical S-class is, but the point of these coupes is exclusivity and CL shoppers are well past the point of a logical purchase. To go along with that, the CL550, CL600, CL63 AMG, and CL65 AMG are essentially splitting hairs in terms of performance differences, but Mercedes claims there are very specific buyers for each model. The truth is any of these coupes is a revelation to experience the first time.
Though AMG has significantly changed its engine philosophy over the past several years (from superchargers to normal aspiration to turbos today) the delivery of unbelievable thrust has remained a constant. I will never tire of flooring an AMG product on an empty road. I don't even mind coming across a stray vehicle or three on two-lane roads when I'm in an AMG Benz because passing someone gives me a reason to boot the accelerator and listen to the V-8 rev. Every Mercedes that comes from the Affalterbach facility begs to be driven long distances at insanely high rates of speed. The only problem is that the roads in America have speed limits.
The CL is especially well suited to long distance cruising because it's so big and confident. A lack of B-pillars affords the CL's driver great visibility and there's no penalty in terms of wind noise thanks to the laminated glass and abundance of sound deadening materials. You get all the luxury and prestige of an S-class in a slightly shorter package. I immediately start to think of weekend getaway destinations with a car like the Mercedes-Benz CL63 AMG.
Phil Floraday, Senior Web Editor
It's pretty hard to find fault with a car whose 500-plus horsepower and almost 600 lb-ft of torque is wrapped in a package that speaks to your inner sybarite - so I'm not going to do that. Instead, I'll just say that driving the Mercedes-Benz CL63 AMG makes me feel special. Yes, the ECO start/stop system is disconcerting. But you know what? I simply turned it off. Power delivery came back to normal (although "normal" in the CL63 is not the same as "normal" in most cars). I would be happy to drive this car every day. What else is there to say?
Amy Skogstrom, Managing Editor
Sumptuous interior and impeccable execution aside, AMG-tuned CL coupes always wow me with just how well they perform, especially when driven in anger. For a refresher, this is a 4600-pound car that measures in at nearly 201 inches in length, yet when the suspension is dialed into sport mode, it's surprisingly agile, taut, and responsive. It makes as much sense as suggesting a freight locomotive is the ideal vehicle for tackling the Nordschleife, but somehow, the engineers at AMG are able to bend the laws of physics in their favor.
The CL63's acceleration is also nothing short of incredible, although this year, it's produced by way of an all-new engine. In lieu of the old 6.2-liter, AMG now packs the 63-series forms of its S- and CL-Class models with a 536-horsepower, twin-turbocharged 5.5-liter V-8. Let the purists cry over the disparity between displacement and nomenclature, I was far too busy listening to the lusty grunt of an exhaust note (now accented with a faint hint of turbo whine), ripping through the seven speeds of the new wet-clutch automatic transmission, and watching the speedometer's needle quickly sweep towards triple-digit territory. Much as I love the old adage that there's no replacement for displacement, the new twin-turbo 5.5-liter is a fine substitute for the old engine, and few buyers will ever miss the lost seven-tenths of a liter when behind the wheel.
They may appreciate it, in fact, when it comes time to refuel. The decrease in engine size is largely in response to mandates issued around the world for automakers to increase fuel economy and decrease CO2 emissions. To that end, Mercedes has seen fit to give the CL 63 an automatic stop/start system, which operates when the transmission is set to its comfort mode. Such a system may seem out of place for a car designed to quickly eat up long stretches of the Autobahn, but is actually logical, considering a substantial number of these cars will no doubt spend much of their time slogging through urban gridlock. Fuel economy rises from 11/18 mpg (city/highway) to 15/21, although if you can afford an AMG-tuned CL to begin with, chances are the cost of filling the 23.8-gallon tank with premium isn't much of a concern.
Evan McCausland, Associate Web Editor
The CL63 has a great, throaty, rumbly exhaust note on start-up. I pulled out of the parking structure and to the first intersection. The engine went dead. Oh, there's a big green ECO light below the transmission indicator in the main instrument binnacle. An AMG car with stop/start! What a concept. I shouldn't be surprised; In July 2007 I was in Frankfurt, Germany, with Mercedes-Benz to drive its McLaren SLR roadster. Ironically, Mercedes also had us participate in a fuel-economy seminar, and I remember their engineers advising us that if a car is running for more than 12 seconds while sitting, it's best to turn it off.
I also have no issues with the twin-turbo V-8, which provides tremendous acceleration; I quickly got to 120 mph on a freeway connector road where I have just enough space to get to 105-110 mph in most cars. I like the light-filled, beautifully executed interior, and the lack of a B-pillar in the side glass. If you want a big, luxurious, grand touring Mercedes coupe, there's lots to love here.
Joe DeMatio, Deputy Editor
Like Joe, I had a moment of confusion when the engine shut down while I was sitting at my first traffic light. Once I realized what had happened, my confusion turned to surprise. Not because I was driving a 536-hp Mercedes-Benz AMG that shuts down its 5.5-liter twin-turbocharged V-8 at idle to save gas, but because the restart is so un-Mercedes like. It can be felt and heard -- not a critical flaw but far more noticeable here than in others I've driven -- but for me the real disconcerting element was the 2-3 second pause between toeing the throttle and forward motion. For those who spend significant amounts of time driving around town, the delayed engine start-up could become a serious nuisance. Fortunately, for these instances the system can be manually turned off while in comfort mode, and is automatically deactivated when in sport or manual mode.
Of course, after bombing down an entrance ramp, throttle flattened as I made the curve, I completely forgot about the stop/start system and, well, just about everything else. The engine is truly intoxicating, and it's hard to believe that a vehicle this enormous and heavy can feel so nimble and stable, and be so utterly effortless to drive at triple digit speeds. And, while it may not be considered beautiful by all, the CL63 looks muscular and confident and the lack of a B-pillar goes a long way in reducing the vehicle's visual mass. I could definitely do without the dinner-plate-sized Mercedes-Benz star on the grille, though.
Jennifer Misaros, Managing Editor, Digital Platforms
2011 Mercedes-Benz CL63 AMG
Base price (with destination & guzzler tax): $152,125
Price as tested: $157,985
Standard Equipment:
5.5-liter twin-turbocharged V-8 engine
7-speed automatic transmission
AMG active body control suspension
4-wheel cross-drilled disc brakes with ABS
AMG sport styling
Comand 40 GB hard drive navigation system
Bluetooth connectivity
11-speaker Harman/kardon Logic7 surround sound
HD digital radio
In-dash 6-disc DVD/CD changer
Sirius satellite radio
8-inch Comand display
Power tilt/sliding sunroof
Bi-Xenon headlamps with active curve illumination
Keyless Go
Parktronic
AMG premium leather interior
AMG performance steering wheel with aluminum shift paddles
Heated and ventilated front seats
Tire pressure monitoring system
Options on this vehicle:
Driver assistance package -- $2950
Adaptive cruise control
Active blind spot assist
Active lane keeping assist
Premium package -- $2200
Rearview camera
Night vision assist with pedestrian detection
Splitview entertainment system -- $710
Key options not on vehicle:
AMG performance package -- $7300
Top speed is raised to 186 mph
Increase in total power: 27 hp & 74 lb-ft
Carbon fiber engine cover
AMG illuminated doorsills -- $1000
Fuel economy:
(city/hwy/combined)
15 / 21 / 17 mpg
Engine:
5.5L twin-turbocharged V-8
Horsepower: 536 hp @ 5500 rpm
Torque: 590 lb-ft @ 2000-4500 rpm
Drive:
Rear-wheel
Transmission:
7-speed automatic
Curb weight: 4599 lb
Wheels/tires: 20-inch light-alloy wheels
255/35R20 Continental ContiProContact high performance tires
Competitors: Bentley Continental GT, Audi S5
What's new? The twin-turbocharged 5.5L V-8; It replaces the 6.2L (63) engine.
2011 Mercedes-Benz CL63 AMG - Editors' Notebook - Automobile Magazine
Favorite Mercedes? Oh yes....the CL. Mercedes' best car IMO.
M
(perfection)
Objectively, the price of any CL is insane given how much less expensive a mechanically identical S-class is, but the point of these coupes is exclusivity and CL shoppers are well past the point of a logical purchase. To go along with that, the CL550, CL600, CL63 AMG, and CL65 AMG are essentially splitting hairs in terms of performance differences, but Mercedes claims there are very specific buyers for each model. The truth is any of these coupes is a revelation to experience the first time.
Though AMG has significantly changed its engine philosophy over the past several years (from superchargers to normal aspiration to turbos today) the delivery of unbelievable thrust has remained a constant. I will never tire of flooring an AMG product on an empty road. I don't even mind coming across a stray vehicle or three on two-lane roads when I'm in an AMG Benz because passing someone gives me a reason to boot the accelerator and listen to the V-8 rev. Every Mercedes that comes from the Affalterbach facility begs to be driven long distances at insanely high rates of speed. The only problem is that the roads in America have speed limits.
The CL is especially well suited to long distance cruising because it's so big and confident. A lack of B-pillars affords the CL's driver great visibility and there's no penalty in terms of wind noise thanks to the laminated glass and abundance of sound deadening materials. You get all the luxury and prestige of an S-class in a slightly shorter package. I immediately start to think of weekend getaway destinations with a car like the Mercedes-Benz CL63 AMG.
Phil Floraday, Senior Web Editor
It's pretty hard to find fault with a car whose 500-plus horsepower and almost 600 lb-ft of torque is wrapped in a package that speaks to your inner sybarite - so I'm not going to do that. Instead, I'll just say that driving the Mercedes-Benz CL63 AMG makes me feel special. Yes, the ECO start/stop system is disconcerting. But you know what? I simply turned it off. Power delivery came back to normal (although "normal" in the CL63 is not the same as "normal" in most cars). I would be happy to drive this car every day. What else is there to say?
Amy Skogstrom, Managing Editor
Sumptuous interior and impeccable execution aside, AMG-tuned CL coupes always wow me with just how well they perform, especially when driven in anger. For a refresher, this is a 4600-pound car that measures in at nearly 201 inches in length, yet when the suspension is dialed into sport mode, it's surprisingly agile, taut, and responsive. It makes as much sense as suggesting a freight locomotive is the ideal vehicle for tackling the Nordschleife, but somehow, the engineers at AMG are able to bend the laws of physics in their favor.
The CL63's acceleration is also nothing short of incredible, although this year, it's produced by way of an all-new engine. In lieu of the old 6.2-liter, AMG now packs the 63-series forms of its S- and CL-Class models with a 536-horsepower, twin-turbocharged 5.5-liter V-8. Let the purists cry over the disparity between displacement and nomenclature, I was far too busy listening to the lusty grunt of an exhaust note (now accented with a faint hint of turbo whine), ripping through the seven speeds of the new wet-clutch automatic transmission, and watching the speedometer's needle quickly sweep towards triple-digit territory. Much as I love the old adage that there's no replacement for displacement, the new twin-turbo 5.5-liter is a fine substitute for the old engine, and few buyers will ever miss the lost seven-tenths of a liter when behind the wheel.
They may appreciate it, in fact, when it comes time to refuel. The decrease in engine size is largely in response to mandates issued around the world for automakers to increase fuel economy and decrease CO2 emissions. To that end, Mercedes has seen fit to give the CL 63 an automatic stop/start system, which operates when the transmission is set to its comfort mode. Such a system may seem out of place for a car designed to quickly eat up long stretches of the Autobahn, but is actually logical, considering a substantial number of these cars will no doubt spend much of their time slogging through urban gridlock. Fuel economy rises from 11/18 mpg (city/highway) to 15/21, although if you can afford an AMG-tuned CL to begin with, chances are the cost of filling the 23.8-gallon tank with premium isn't much of a concern.
Evan McCausland, Associate Web Editor
The CL63 has a great, throaty, rumbly exhaust note on start-up. I pulled out of the parking structure and to the first intersection. The engine went dead. Oh, there's a big green ECO light below the transmission indicator in the main instrument binnacle. An AMG car with stop/start! What a concept. I shouldn't be surprised; In July 2007 I was in Frankfurt, Germany, with Mercedes-Benz to drive its McLaren SLR roadster. Ironically, Mercedes also had us participate in a fuel-economy seminar, and I remember their engineers advising us that if a car is running for more than 12 seconds while sitting, it's best to turn it off.
I also have no issues with the twin-turbo V-8, which provides tremendous acceleration; I quickly got to 120 mph on a freeway connector road where I have just enough space to get to 105-110 mph in most cars. I like the light-filled, beautifully executed interior, and the lack of a B-pillar in the side glass. If you want a big, luxurious, grand touring Mercedes coupe, there's lots to love here.
Joe DeMatio, Deputy Editor
Like Joe, I had a moment of confusion when the engine shut down while I was sitting at my first traffic light. Once I realized what had happened, my confusion turned to surprise. Not because I was driving a 536-hp Mercedes-Benz AMG that shuts down its 5.5-liter twin-turbocharged V-8 at idle to save gas, but because the restart is so un-Mercedes like. It can be felt and heard -- not a critical flaw but far more noticeable here than in others I've driven -- but for me the real disconcerting element was the 2-3 second pause between toeing the throttle and forward motion. For those who spend significant amounts of time driving around town, the delayed engine start-up could become a serious nuisance. Fortunately, for these instances the system can be manually turned off while in comfort mode, and is automatically deactivated when in sport or manual mode.
Of course, after bombing down an entrance ramp, throttle flattened as I made the curve, I completely forgot about the stop/start system and, well, just about everything else. The engine is truly intoxicating, and it's hard to believe that a vehicle this enormous and heavy can feel so nimble and stable, and be so utterly effortless to drive at triple digit speeds. And, while it may not be considered beautiful by all, the CL63 looks muscular and confident and the lack of a B-pillar goes a long way in reducing the vehicle's visual mass. I could definitely do without the dinner-plate-sized Mercedes-Benz star on the grille, though.
Jennifer Misaros, Managing Editor, Digital Platforms
2011 Mercedes-Benz CL63 AMG
Base price (with destination & guzzler tax): $152,125
Price as tested: $157,985
Standard Equipment:
5.5-liter twin-turbocharged V-8 engine
7-speed automatic transmission
AMG active body control suspension
4-wheel cross-drilled disc brakes with ABS
AMG sport styling
Comand 40 GB hard drive navigation system
Bluetooth connectivity
11-speaker Harman/kardon Logic7 surround sound
HD digital radio
In-dash 6-disc DVD/CD changer
Sirius satellite radio
8-inch Comand display
Power tilt/sliding sunroof
Bi-Xenon headlamps with active curve illumination
Keyless Go
Parktronic
AMG premium leather interior
AMG performance steering wheel with aluminum shift paddles
Heated and ventilated front seats
Tire pressure monitoring system
Options on this vehicle:
Driver assistance package -- $2950
Adaptive cruise control
Active blind spot assist
Active lane keeping assist
Premium package -- $2200
Rearview camera
Night vision assist with pedestrian detection
Splitview entertainment system -- $710
Key options not on vehicle:
AMG performance package -- $7300
Top speed is raised to 186 mph
Increase in total power: 27 hp & 74 lb-ft
Carbon fiber engine cover
AMG illuminated doorsills -- $1000
Fuel economy:
(city/hwy/combined)
15 / 21 / 17 mpg
Engine:
5.5L twin-turbocharged V-8
Horsepower: 536 hp @ 5500 rpm
Torque: 590 lb-ft @ 2000-4500 rpm
Drive:
Rear-wheel
Transmission:
7-speed automatic
Curb weight: 4599 lb
Wheels/tires: 20-inch light-alloy wheels
255/35R20 Continental ContiProContact high performance tires
Competitors: Bentley Continental GT, Audi S5
What's new? The twin-turbocharged 5.5L V-8; It replaces the 6.2L (63) engine.
2011 Mercedes-Benz CL63 AMG - Editors' Notebook - Automobile Magazine
Favorite Mercedes? Oh yes....the CL. Mercedes' best car IMO.
M
HighestOfHigh
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Lol...Don't act suprised. You know a Bentley Continental GT is well capable to handle the CL.
Now why they mention a Audi S5 is beyond me. It's like an S-class doing battle with a 3 series.
HighestOfHigh
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Lol..I swear you love hating on that Bentley. I don't know if it is available, but it would be nice to compare the sales of the two.
I would probably pick the CL over the Bentley GT...But if the Brooklands was involved....Bentley would easily get the win from me.
HighestOfHigh
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True, but considering the Maybach doesn't have a coupe the CL can still considered a competitor to the Brooklands..even though the Brooklands is higher on the food chain.
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Mercedes-Benz
Mercedes-Benz Group AG is headquartered in Stuttgart, Germany.
Established in 1926, Mercedes-Benz Group produces consumer luxury
vehicles and light commercial vehicles badged as Mercedes-Benz, Mercedes-AMG,
and Mercedes-Maybach.
Its origin lies in Daimler-Motoren-Gesellschaft's 1901 Mercedes
and Carl Benz's 1886 Benz Patent-Motorwagen, which is widely regarded
as the first internal combustion engine in a self-propelled automobile.
The slogan for the brand is "the best or nothing".
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
