MERCEDES-BENZ

MERCEDES’ CONVERTIBLE ASSET It’s A Testament To The Excellence Of Mercedes’ CLK Cabriolet That Few Rivals Have Attempted To Depose It. Andy Enright Reports

Think about how the mainstream prestige German brands correspond and there’s a stunning degree of similarity. A Mercedes S Class battles against the BMW 7 Series and the Audi A8. The head to heads continue right down the respective Ranges. Think SLK versus Z4 and TT Roadster or possibly C Class Sport Coupe against the 1 Series and the A3. When it comes to premium convertibles, however, Mercedes seems to have an edge. The CLK Cabriolet operates at an altogether more rarefied level than the BMW 3 Series convertible or the Audi A4 Cabriolet. With prices starting a good deal higher than its rivals, this perception is backed up by solid economics.

Not that the swollen price tags will do anything to deter those looking to lay down deposits on Mercedes’ latest CLK Cabriolet, recently improved by a restyled front bumper and radiator. First shown at the 2003 Geneva Motor Show, this version finally lets this pretty cabriolet off the leash, giving it access to the superlative C-class chassis that has proved at least the equal of anything BMW have produced. The original CLK Cabriolet campaigned with a chassis that was first developed in 1992 and, quite frankly, it showed. The more powerful models exposed this flaw and there was always a suspicion that there was a little bit too much engine. This was probably why Mercedes sensibly capped the Range at the 4.3-litre V8 level. The latest car features a chassis that is considerably stiffer, not only boosting passive safety but also allowing the engineers more freedom when it comes to engine choices. Freedom, as we know, is a responsibility, and responsibility is there to be abused. So Mercedes have chosen to go large. Very large. With a mighty 481bhp CLK63 AMG Cabriolet at the top of the Range and a 388bhp CLK500 campaigning there too, there’s little to touch the CLK Cabriolet in the power stakes.

"Sheer depth of engineering justifies the CLK cabriolet’s premium over lesser convertibles..."

It’s not all about an overwhelming horsepower advantage though. For mere mortals, priced from around £33,500, Mercedes offer a 184bhp CLK200K, a 231bhp CLK280 and a 272bhp CLK350. The entry-level 200K car is particularly interesting. Despite the ‘200’ badge on the bootlid, the CLK200K Cabriolet is in fact powered by a mere four-cylinder 1.8-litre powerplant - but what a 1.8 it is. It utilises Mercedes’ much vaunted Twinpulse technology to achieve the dual aims of better performance and lower fuel consumption. Thanks to a specially developed Lanchester balancer shaft, performance is much closer to those of a six-cylinder engine than those of a four. The additional refinement of the CLK280’s true six-cylinder unit may swing the balance for those who spend a fair amount of time with the hood down. The hood itself is available in black, blue or grey and is probably the most sophisticated soft top around. No manual intervention is required and the whole process operates in a matter of seconds, the multi-layered hood vanishing beneath a flush cover at the back. Considerable work has gone into reducing the width of the rear hood pillars that has traditionally made reversing a soft top with the hood up a fingers crossed operation. The hood also offers class leading thermal insulation and noise absorption qualities. What’s more, it can all be operated by remote control from your key fob as you approach your vehicle. The boot lid can also be opened by remote control and offers a cavernous 390-litre capacity, making the CLK Cabriolet a genuine touring car. This 40-litre increase over the preceding model reflects the fact that despite its trim styling, this CLK Cabriolet is a larger car than its predecessor. Headroom, elbowroom and knee room for all occupants has been usefully increased. As with any Mercedes, safety has been given top priority. An array of sensors control the hidden rollover bars which can pop up to protect rear seat occupants in a fraction of a second should a catastrophic accident occur. There are also large head and thorax airbags in the front seat backrests while side bags for rear seat occupants are available upon request. Automatic belt feeders for the front seat occupants are fitted as standard and a sensor calculates the weight of the front passenger in order to tailor the deployment of the airbag. Other standard equipment includes automatic climate control with rear seat outlets, rain sensing wipers, cruise control, a multifunction steering wheel and self-levelling headlights. Two trim levels are offered as with the Coupe version, Elegance and Avantgarde. As ever a dizzying array of high-tech options are offered including Keyless-Go, the COMAND APS navigation and audio system, the Linguatronic voice recognition system and the Distronic proximity sensing cruise control. It’s this sort of attention to detail that makes the Mercedes CLK Cabriolet such a satisfying ownership proposition. Thoughtful touches like the Easy-Entry seating system that slides the front seats forward automatically when you lift a lever or rear head restraints that fully recess when you press a button on the instrument panel have only been developed by listening to customers and examining how they use their cars on an everyday basis. This depth of engineering justifies the CLK cabriolet’s premium over lesser convertibles. Bigger, faster, cleaner, smarter, safer and prettier, the current CLK Cabriolet also promises more fun behind the wheel and even stronger residual values. Perhaps the only Achilles heel is the lack of a swift diesel alternative but otherwise it’s a hugely impressive showing.  

Facts At A Glance CAR: Mercedes CLK Cabriolet Range PRICES: £33,510-£68,815 - on the road INSURANCE GROUPS: 17-20 CO2 EMISSIONS: 211-295g/km PERFORMANCE: [CLK 200K] 0-60mph 8.8s / Max Speed 147mph FUEL CONSUMPTION: [CLK 200K] (combined) 32.1mpg STANDARD SAFETY FEATURES: Twin front, side and rear airbags, ABS, Brake Assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 4638/1737/1357mm WHO TO SEE :

A QUESTION OF SPORT Mercedes Have Further Improved Their Desirable CLK Coupe. Jonathan Crouch Reports

Forget, if you can, today's accepted order of executive preference. The order that tells you how the young and vibrant drive a BMW while those older and more sedate choose a Mercedes. It may be accepted wisdom but it has nothing to do with tradition.

No, historical fact tells a different story. A story of how, back in the years immediately before and just after the Second World War, the young blades drove Mercedes - and were proud to do so; the 300S of 1935, the 500K of 1936, the 320N of 1937 or the 300SL racing sports coupe that dominated motorsport until the mid-Fifties. All this is remembered very clearly in Stuttgart, where there are engineers who yearn to prove the marque’s ability to take on and beat BMW at its own game. The current Mercedes CLK is a case in point. The second generation version launched in 2002 was a big step forward from a driving enthusiast’s perspective and in recent times, further efforts have been made to make this car even better to drive. As well as the adoption of the new engines, these efforts included the adoption of what Mercedes dubs ‘Direct Control’ technology. This amounts to modified axle bearings, more direct steering and a shorter gearshift travel, offering a sportier, more dynamic feel to the car. Likewise, optional steering wheel gearshift buttons for models with an automatic transmission, revised audio units with Europe-wide navigation and bi-xenon headlamps with cornering light function have also been introduced. Stung by criticism of so-so interior quality, Mercedes also took steps to redesign many of the CLK’s switches and controls. Trim changes on the current car include a redesigned front bumper and radiator, Plus a smarter fascia for Avantgarde-trimmed models.

"Mercedes yearn to take on and beat BMW at their own game…."

All of this is just as well, since the smaller C-class Sports Coupe has been making inroads into CLK sales for some time now. Important then, for there to be a discernable distance in stance between the two cars. The stouter platform that the CLK enjoys in second generation guise has enabled the engineers to get rid of the normal centre pillar arRangement between the front and rear windows, a design cue that harks back to classic Mercedes coupe models of the Sixties, a time when the marque was unashamedly a sporting brand. Which of course is where we came in. No point in having a sporting brand of course without some sporting engines to go with it – which again is what we now have, at least in the pricier versions. The V8 models have over 300bhp to play with, the CLK 500 with 388bhp and the flagship CLK 63 AMG boasting 481bhp. The AMG model features composite brakes and the Coupe versions also get a sportier exhaust with twin tailpipes. As you’d expect however, you’ll need to match power to pound notes. Even the CLK 500 costs at least £47,490, though you can console yourself by remembering that the revolutionary 7G-Tronic automatic gearbox fitted to this model has helped economy and improved performance. This car will now jet to 60mph in just 5.7 seconds. You can also amaze friends with two reverse gears. Further down the Range, even the more affordable models are well worthwhile. The £29,910 CLK 200K and the £33,745 CLK 280 both have much to recommend them. The CLK 200K features a 184bhp 1.8-litre supercharged unit that Stuttgart says has all the economy of a four cylinder engine with the refinement of a ‘six’. It’s certainly quick enough, with sixty 8.8s away en route to 147mph, yet at the same time the potential for a 33mpg combined economy figure. The CLK 280’s 231bhp 3.0-litre V6 unit meanwhile, is so smooth and torquey that it seems rather pointless to cough up over £4,000 more for the 272bhp CLK 350 variant. All of which leaves only the diesel-powered 220 CDI and 320 CDI variants, cars that recognise the rise and rise of diesel influence on these shores. Prices for these start at around £30,000. The pretty Cabriolet Range mirrors that of the coupe but expect to pay a premium of around £3,500, model for model. Inside, the improvements for second generation models are small but again, very significant. Where some of the trim in the original version felt a bit down-market, this car has much more in common with the larger S-class-based CL coupe and, like that model (but unlike the C-class Sports Coupe), can easily seat four adults in long distance comfort. The longer, wider and taller shape helps here, as does the decision to get rid of the central rear seat (instead there’s a storage tray) and concentrate on pampering just two rear passengers properly. Expect to find that equipment levels have risen to justify the UK importers’ price hike. All models now come with climate control for the air conditioning, automatic headlamps with washers, all-round electric windows, rain-sensing wipers, a height and reach-adjustable steering wheel, ‘Speedtronic’ cruise control, twin front, side and window airbags, Plus of course ABS with Brake Assist and the ESP stability control programme. There are three trim levels – Plush Elegance, trendier Avantgarde and Sport. On the move, the absence of that centre window pillar makes more difference than you would credit, allowing a fresh air experience akin to that of a convertible with few of the drawbacks. Expect to also find far superior levels of ride and handling, aided by much greater feel and sensitivity from the revised power steering system. This Mercedes was always a great looking car. It now has the dynamics to match the looks.

Facts At A Glance CAR: Mercedes CLK Coupe Range PRICES: £29,910-£65,215 – on the road INSURANCE GROUPS: 16-20 CO2 EMISSONS: 178-306g/km PERFORMANCE: [CLK 200K coupe] 0-60mph 8.8s / Max Speed 147mph FUEL CONSUMPTION: [CLK 200K coupe] (combined) 33mpg STANDARD SAFETY FEATURES: Twin front, side & window airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 4567/1722/1345mm

POINT AND CLK Mid-Size Coupes Don’t Come Much More Stylish Than The Mercedes CLK500, As Andy Enright Discovers…

If prizes were ever awarded for missing the point, evo magazine could well be in the running. Dismissing the Mercedes-Benz CLK500 coupe with a mere three-star rating and opining that its dynamics were no match for a BMW M3 was akin to noting that a wedge of Wensleydale made a bit of a mess when applied to a blackboard. Certain cars deserve a critical redress. Horses for courses and all that.

With its weighty 5.5-litre V8 engine and automatic gearbox, the CLK500 makes no bones about the fact that it’s no challenger to the pugnacious M3. What they do have in common is a coupe bodyshell, a list price in the region of £45,000, big power, Teutonic build quality and that’s it. Mercedes themselves note that the CLK500 is all about sleek looks, a powerful engine, a spacious interior, lots of equipment and prestige. Note the intentional lack of emphasis on enthusiast themes like chassis dynamics, handling and competition bias. This variant has been improved in recent times, the original 5.0-litre V8 having been teased out to 5.5-litres in size, leading to a huge increase in power – as if that were needed. The car also comes equipped with the ultra-flexible 7G-TRONIC seven speed automatic transmission as standard. Its wider spread of ratios delivers the optimum gearing for virtually every situation and fully exploits the engine characteristics to deliver brisk acceleration and strong mid-Range sprints. The CLK is a eye-catching design, this subjective opinion seemingly backed up by a cd figure of just 0.28. A massively rigid cage of steel alloys has made it possible to dispense with the B-pillars to create a sleek line that draws the eye from the nose of the car to the tail in one sweep. At least that’s how it appears in the brochures. Showing off this styling feature by driving with all the windows roiled down will reduce your coif to an insouciantly-tossed hayrick in two seconds flat and seems a criminal waste of an excellent air conditioning system.

"This is a car that just gives and goes seemingly independent of gearing."

It will, however, enable you to hear that V8 do its thing. Now with 388bhp to call upon, the CLK500 is less a blousy coupe and more a force of nature when you prod the throttle. With the drama that only comes from a big normally-aspirated engine, all 530Nm of torque fling the CLK up the road at any point between 2,700 and 4,250rpm. Even at a whisper above idle the car is developing around 75% of its peak torque. This is a car that just gives and goes seemingly independent of gearing. 60mph is 5.2 seconds away on the way to an electronically limited maximum speed of 155mph. Despite downplaying the dynamics card, the CLK is remarkably competent in this respect in a number of key areas. Upon full-bore acceleration and braking there’s less of the pitching that afflicted older CLK models. The steering is also a good deal more feelsome and throttle response is very sharp, the ECU sensing when you up the pace and tautening the electronic interface between your right foot and the throttle bodies. As long as flinging the car sideways at mountain passes doesn’t figure high on your requirements list, it’s hard to pick fault with the CLK500. Even the combined fuel consumption figure of 24.8mpg is decidedly agreeable. Although the handling does opt for a soft bias and the ESP cuts in very early should you decide to take liberties, the payoff is a beautifully composed ride. Interior design won’t be too much of a novelty if you’re used to the C-Class saloons, but it’s all tidy and logical, if lacking the sheer implacable feel of old Mercs. You certainly can’t grumble about the lengths Mercedes have gone to make the CLK as safe as possible. As well as anti lock brakes with Brake Assist, there’s that ESP stability control package, adaptive front, side and window airbags, automatic seat belt feeders and a three-stage crash protection system built into the chassis. The front passenger airbag not only takes into account the severity of the collision, it also measures the passenger’s body weight. Buy a Reboard child seat from the Mercedes accessory Range and it will interface with the passenger seat electronics, automatically disengaging the airbag. Clever stuff. Like the flagship S-Class, the CLK500 is packed to the gunwales with thoughtful design. Aluminium channels on A-pillars divert airflow away from the mirrors, and combine with weatherstrips on the roof to ensure that the mirrors and the rear window remain dirt free even at high speeds. The electrically adjustable front seat can be moved fore and aft by nearly a foot making the CLK the coupe of choice for those long or indeed short in the leg. The front seats are hugely cosseting whilst the rears can be folded down to give major capacity for bulky items like sports gear. A practical coupe? That’s about the size of it. Mercedes have poured enough of the gee-whiz technology from the S-Class into the CLK500 to make it feel like a distilled, prettified version of the undisputed Best Car In The World. It would seem that they’re proud of their achievement. So proud in fact that the car wears not one but two Mercedes stars on its sculpted nose. The Stuttgarters have every right to be a little flushed at the achievements of their prettiest scion. For those looking for the ultimate medium sized continent-crushing coupe, remember this when pondering whether to buy a BMW M3. It’s no Mercedes CLK500.

Facts At A Glance CAR: Mercedes CLK500 PRICE: £47,490-£51,090 – on the road INSURANCE GROUP: 19 CO2 EMISSIONS: 306g/km [est] PERFORMANCE: 0-60mph 5.2s / Max Speed 155mph FUEL CONSUMPTION: [Coupe] (combined) 24.8mpg STANDARD SAFETY FEATURES: Twin front, side & window airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 4567/1722/1345mm

HUMDINGER The Mercedes-Benz CLK 320CDI, A Coupe With The Power To Go The Whole Way? Steve Ghosley Checks It Out

The Mercedes CLK320 CDI won’t be everyone’s cup of tea but if you like your coupes big and powerful, this impressive V6 diesel should do nicely. This marque of car tends to suffer from the usual coupe complaint that it is neither a sports car nor a genuine four seater with the result being somewhere between the two. The Mercedes CLK320 CDI, however, would appear at first glance to have a lot more to offer.

Let’s start with that astonishing powerplant. Unlike old Mercedes diesels, which were rather lumpy five-cylinder units, this latest is a creamy V6 with four valves per cylinder. Rated at a healthy 224bhp, it’s got more than enough muscle to haul the elegant Mercedes around. What’s more, it will reach its maximum torque figure of 510Nm at little more than tick over and sustain it across a broad plateau from 1,600 and 2,800rpm. This common rail direct injection engine has quickly proved a winner for the Daimler Chrysler group and it’s being plumbed into all manner of Mercedes and Chrysler models to great effect but the CLK vies with Mercedes’ CLS ‘four-door Coupe’ for being the most attractive vehicle to use the 3.0-litre unit. Slotted beneath the low-slung bonnet of the CLK Coupe (you can’t get it in the Cabriolet version), this engine will punch the car to 60mph in a smidgeon over seven seconds and on to an electronically limited top speed of 155mph. Combined fuel economy is rated at 36.7mpg which is little short of astounding given the size, weight and performance of the car. The CLK320CDI excels as a long distance cruiser, capable of notching off relatively huge distances between refuelling stops. More impressive than the largely irrelevant performance figures is this car’s real world performance through the gears.

The prodigious torque figure isn’t far off that of a V8 petrol-engined CLK500. And fuel consumption of course, as we’ve said, is in a different league.

Unlike its smaller C-class Sports Coupe counterpart, the CLK is a proper four-seater and appeals to a more mature audience, Mercedes producing figures which indicate that the average age of CLK owners hovers around 50. It’s a car that’s perfect for the affluent mature buyer - smooth, luxurious, safe, good looking and with the right badge on the bonnet. There are those who claim that the latest generation CLK isn’t quite as elegantly alluring as its predecessor, but beauty is in the eye of the beholder. Compared to a BMW 3 Series Coupe or an Audi TT, the latest generation CLK feels a more grown up proposition, giving credence to the company’s ownership demographic data. That’s not to say its future was always quite so assured. The original version was in danger of being squeezed into irrelevance by Mercedes own product planning policies. The introduction of the C-Class Sports Coupe did for sales of entry-level CLK models, whilst the SLK and SL models made opting for upspec CLKs an act of intense soul searching. In second generation guise, many of these issues have been addressed and equipped with this impressive diesel, the CLK320 CDI more than justifies its existence. In recent times, further efforts have been made to make this car even better to drive. As well as the adoption of the new engine, these efforts have included the adoption of what Mercedes dubs ‘Direct Control’ technology. This amounts to modified axle bearings, more direct steering and a shorter gearshift travel, offering a sportier, more dynamic feel to the car. Likewise, optional steering wheel gearshift buttons for models with an automatic transmission, revised audio units with Europe-wide navigation and bi-xenon headlamps with cornering light function have also been introduced. Stung by criticism of so-so interior quality, Mercedes have also taken steps to redesign many of the CLK’s switches and controls. Trim changes include a redesigned front bumper and radiator, plus a smarter fascia for Avantgarde-trimmed models. The body is a full 40% stiffer than the first generation CLK model which has allowed the engineers to get rid of the centre pillar between the front and rear windows, a design cue that harks back to classic Mercedes coupe models of the Sixties and gives this Mercedes a uniquely elegant appeal. Inside, the improvements for second generation models are small but again, very significant. Where some of the trim in the original version felt a bit down-market, this car has much more in common with the larger S-class-based CL coupe and, like that model (but unlike the C-class Sports Coupe), can easily seat four adults in long distance comfort. The longer, wider and taller shape helps here, as does the decision to get rid of the central rear seat (instead there’s a storage tray) and concentrate on pampering just two rear passengers properly. All models now come with climate control for the air conditioning, automatic headlamps with washers, all-round electric windows, rain-sensing wipers, a height and reach-adjustable steering wheel, ‘Speedtronic’ cruise control, twin front, side and window airbags, plus of course ABS with Brake Assist and the ESP stability control programme. There are three trim levels – plush Elegance, trendier Avantgarde and Sport. With the CLK320 CDI, Mercedes have created the perfect match between chassis and power unit. The super smooth V6 diesel engine pulls all the way in a delightfully reassuring manner providing four full-size adults the ability to recline in true Mercedes-Benz comfort. Many in the past have tried to create the perfect coupe. It could be that with the CLK 320 CDI, Mercedes have finally cracked it. Now, all Mercedes needs to do is to import the Cabriolet version.

Facts At A Glance CAR: Mercedes CLK320 CDI PRICES: from £34,787 – on the road INSURANCE GROUP: 16 CO2 EMISSIONS: 202g/km PERFORMANCE: 0-60mph 6.9s / Max Speed 155mph FUEL CONSUMPTION: (urban) 26.9mpg / (extra urban) 46.3mpg / (combined) 36.7mpg STANDARD SAFETY FEATURES: Twin front, side & window airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 4567/1722/1345mm

ENTRY LEVEL EXCELLENCE The Mercedes CLK200K Is One Entry Level Model That Won’t Leave You Feeling Short Changed. Andy Enright Tries This More Assured Proposition...

The Mercedes CLK is a car that can reduce otherwise coherent people to a dreamy reverie. Like many other Mercedes models, it makes a good deal of sense, but it also factors in a massive dose of desirability. Even at the blunt end of the CLK hierarchy, the ‘wow factor’ is still served generously. The CLK 200K is a car that makes a BMW 3-Series Coupe look frumpy but which has more to offer than a neat set of togs.

Despite the ‘200’ badge on the bootlid, the CLK200K is in fact powered by a mere four-cylinder 1.8-litre powerplant - but what a 1.8 it is. It utilises Mercedes’ much vaunted Twinpulse technology to achieve the dual aims of better performance and lower fuel consumption. The 184bhp generated is even enough to give a vehicle as substantial as the CLK a deceptive turn of pace. Thanks to a specially developed Lanchester balancer shaft, refinement and acoustics are much closer to those of a six-cylinder engine than those of a four. Go for the badge-delete option, take your colleagues out and see if they can tell that you’ve gone for the four-cylinder model. Another part of the Twinpulse recipe is an Electronic Control Unit that, through throttle pedal movements, recognises your driving style and adapts the drive characteristics of the engine Accordingly. If you’re hard on the accelerator pedal, the ECU will do its best to accommodate you, sharpening up throttle response. If on the other hand, the computer detects a driver looking for comfort rather than speed, it harmonises the engine settings to suit, chamfering the edges off every rise and fall in revs.

"This Mercedes CLK feels a more grown up proposition..."

Thanks to the Kompressor supercharger fitted to the C200K, output is a hefty 184bhp – hardly enough to knock your socks off but respectable nevertheless. The performance is fair with rest to sixty attainable in 8.8 seconds on the way to 147mph. That’s not quite as quick as the old-shape CLK 230K (which had 193bhp and made sixty in 8.3s) but it’s not far off and in any case, the latest Twinpulse engine is much torquier. The only real drawback to original CLK 200K models used to be the thirst, but that’s now been improved by some 12%. You’ll now be able to average close to 33mpg. The CLK200K Coupe is priced at £29,910 and the Cabriolet version is £33,510. The Mercedes feels a more grown up proposition than many of its direct rivals, however, lacking the brashness of the BMW 3-Series Coupe or the ‘adultescent’ feel of an Audi TT. That’s not to say its future was always quite so assured. The CLK was in danger of being squeezed into irrelevance by Mercedes own product planning policies. The introduction of the C-Class Sports Coupe did for sales of entry-level CLK models like the one featured here, whilst the SLK and SL models made opting for upspec CLKs an act of intense soul searching. The second generation CLK still has these issues to deal with but the arguments in its favour are a lot stronger given that it’s a better car in every way than its predecessor. There are all kinds of reasons why but probably the most significant is the provision of a body that is a full 40% stiffer. We’ll certainly see the advantages of that when the all-new Cabriolet version arrives in Summer 2003 (the old models with their old engines continue until then) but even in the Coupe, the benefits are impressive. Perhaps most significantly, the stouter platform has enabled the engineers to get rid of the centre pillar between the front and rear windows, a design cue that harks back to classic Mercedes coupe models of the Sixties. Inside, the improvements are small but again, very significant. Where some of the trim in the original version felt a bit down-market, this car has much more in common with the larger S-class-based CL coupe and, like that car (but unlike the C-class Sports Coupe), can easily seat four adults in long distance comfort. The longer, wider and taller shape helps here, as does the decision to get rid of the central rear seat (instead there’s a storage tray) and concentrate on pampering just two rear passengers properly. Even the entry-level CLK 200K is fitted with climate control for the air conditioning, automatic headlamps with washers, all-round electric windows, rain-sensing wipers, a height and reach-adjustable steering wheel, ‘Speedtronic’ cruise control, twin front, side and window airbags, Plus of course ABS with Brake Assist and the ESP stability control programme. There are three trim levels – Plush Elegance, sportier Avantgarde and the Sport – which is sportier still, as you may have guessed. Although some may criticise its relatively pedestrian performance figures in what is a £30,000 coupe, the Mercedes CLK 200K offers a restrained and mature style with a surprising dash of practicality. No, it can’t outsprint many cheaper rivals from the traffic lights, but it engenders such a feeling of security and quality that you won’t care. This is a coupe for those who don’t have anything to prove, a more cerebral choice that gets better the longer you spend with it. And how often can you say that of something this pretty?

Facts At A Glance CAR: Mercedes CLK200K PRICE: £29,910-£35,575 – on the road INSURANCE GROUP: 13 CO2 EMISSIONS: 178g/km PERFORMANCE: 0-60mph 8.8s / Max Speed 147mph FUEL CONSUMPTION: (combined) 33mpg STANDARD SAFETY FEATURES: Twin front, side & window airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 4567/1722/1345mm

POWER WITHOUT CORRUPTION The CLK63 AMG Is More Than Just Another Obscenely Powerful Mercedes. Andy Enright Explains Why

This may strike you as a rather startling admission but if it is possible to get bored with massively powerful sports cars, I was getting bored by them. Perhaps I should be a little more specific. I was rather wearied by obscenely powerful Mercedes models that sported the AMG badge. After a conversation to this effect with a senior Mercedes executive, he chuckled and said he had something in store that would change that opinion. At the time I didn’t know what he was driving at but the car he had in mind is the latest CLK63 AMG. Is it just another car with an overstuffed engine bay or does it have more thoroughbred characteristics?

Let me give you an example of why I wasn’t hugely enamoured of the high-end AMG cars. I was fortunate enough to be given the opportunity to unleash 612bhp worth of Mercedes SL65 AMG on a famous one way derestricted toll road in Germany last year. While this would be the stuff of fantasy for many, the reality never quite measured up. Why? Quite simply the car had too much power for its chassis to cope with. Whole sections of the track were covered with the traction control light flashing wildly. Switch it off and you were at the mercy of a gearbox that would change down mid corner and unleash that torrent of power to overwhelm the rear tyres. The only thing keeping me on the blacktop was some clever coding. Power may be nothing without control, but this was more of a pitched battle between the engine and the control systems rather than a car that worked all of a piece. The engineers at AMG have gone back to their drawing boards and developed a far more satisfactory solution in the interim. Instead of twin turbochargers that pour an unmanageable tsunami of torque, they have instead resorted to good old fashioned normal aspiration in the CLK63 AMG, a car which uses a big 6.3-litre V8 engine to make the figures. In this case it’s a full 481bhp, up from the 362bhp the old 5.5-litre V8 churned out.

"This CLK is a car that does so much more than carry a big stick"

That’s still a thunderous amount of power, but control is aided by the fitment of the excellent AMG SPEEDSHIFT 7G-TRONIC transmission. With seven forward speeds and the most spectacularly clumsy name, this is probably the best automatic transmission currently made. No, scrub that. It’s undoubtedly the best. Paddles behind the steering wheel allow you to control up and downshifts so that the engine isn’t turning on the taps just when you want to rein the car in. Talking of which, the CLK63 AMG also features high performance AMG composite brakes to guarantee retina-detaching retardation. The engine remains the real star. This is a very different powerplant to those which have gone before it. Instead of using forced induction or relying on low-end lugging power, this 6.3-litre unit is like a scaled-up version of a hot hatch engine. Mercedes call it the high-revving concept and that gives you a clear idea of the character of this engine. Maximum torque doesn’t arrive until 5,000rpm at which point you get a generous 630Nm and maximum power arrives at a nosebleed 6,800rpm. The advantage of this is that even before you include any electronic control devices, the throttle pedal travel is acting as a traction control system. It takes some determination to hit 6,800rpm so when you get the goods, you’ll probably know all about it. That’s a smart move. Cars like the SL65 AMG could give you the most almighty dollop of Newton metres just when you weren’t expecting it. The raw figures are impressive, the CLK hitting 60mph in 4.3 seconds and running into its electronic limiter at 155mph. Mercedes Benz engineers reckon that without the limiter, this car would top 190mph, so slippery are its aerodynamics. Two CLK63 AMG models are on offer here, a coupe version (£65,215) and a Cabriolet (£68,215). Buyers in this bracket expect an awful lot and by and large they get it. In specification terms, just about everything you can imagine is included as standard. Beautiful electrically-adjusted, heated, memory leather seats, a full-house stereo, a trip computer, an amazing climate control system, cruise control and big 18-inch light alloy wheels finished in titanium grey. There’s even an AMG RACETIMER function on the instrument cluster to remind you of this car’s intent. The second generation CLK is a better car in every way than its predecessor. There are all kinds of reasons why but probably the most significant is the provision of a body that is a full 40% stiffer. Perhaps most significantly, the stouter platform has enabled the engineers to get rid of the centre pillar between the front and rear windows, a design cue that harks back to classic Mercedes coupe models of the Sixties, a time when the marque was unashamedly a sporting brand. On the move, the absence of that centre window pillar makes more difference than you would credit, allowing a fresh air experience akin to that of a convertible with few of the drawbacks. Inside, the second generation improvements are small but again, very significant. Where some of the trim in the original version felt a bit down-market, this car has much more in common with the larger S-class-based CL coupe and, like that car (but unlike the C-class Sports Coupe), it can easily seat four adults in long distance comfort. The longer, wider and taller shape helps here, as does the decision to get rid of the central rear seat (instead there’s a storage tray) and concentrate on pampering just two rear passengers properly. As you’d expect, this car is full of the kind of sensible features on which Mercedes has built its reputation in recent years. The CLK63 AMG marks a new direction for powerful Mercedes models. Huge power outputs are, as Mercedes have belatedly realised, no longer enough to sell cars to an increasingly discerning clientele. A full track test awaits but the portents look very good indeed…

Facts At A Glance CAR: Mercedes CLK63 AMG PRICES: £65,215-£68,815 (coupe/Cabriolet) – on the road INSURANCE GROUP: 20 CO2 EMISSIONS: tba g/km PERFORMANCE: 0-60mph 4.3s / Max Speed 155mph FUEL CONSUMPTION: (average) 19.9mpg STANDARD SAFETY FEATURES: Twin front, side & window airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 4567/1722/1345mm

INCONSPICUOUS CONSUMPTION The Mercedes CLK 220CDI Is A Coupe With A Conscience. Andy Enright Checks It Out

All too often, opting for a coupe brings with it an enormous quantity of impractical baggage. You won’t be able to get in the back if you’re taller than a jockey, you can’t get back out if you’re wearing a skirt, the running costs are crippling and the upfront costs are more than the saloon car upon which said coupe is based. Whilst the Mercedes CLK220 CDI can’t address every prejudice, it at least offers a reasoned response to more than a few. A sensible coupe? Mercedes would have us believe that.

The concept of diesel-powered coupes has become one we’re now relatively comfortable with. Peugeot latterly pioneered the genre with the Coupe and Mercedes and BMW have been significant in this small but growing market sector. The CLK220 CDI, priced at £30,385, represents the entry-level diesel in this line-up and unlike the 320 CDI variant (priced from £34,540) comes in Coupe form only and not as a Cabriolet. At this point, it’s fair to point out that Mercedes can also offer you a classy coupe with this same engine for nearly £6,000 less (in the form of the C-class Sports Coupe), but that car is aimed at a rather different buyer – as we shall see. Unlike its smaller C-class counterpart, the CLK is a proper four-seater and appeals to a more mature audience, Mercedes producing figures which indicate that the average age of CLK owners hovers around 50. It’s a car that’s perfect for the affluent mature buyer - smooth, luxurious, safe, good looking and with the right badge on the bonnet. There are those who claim that the latest generation CLK isn’t quite as elegantly alluring as its predecessor, but beauty is in the eye of the beholder.

"The Mercedes CLK220 CDI is a perfect example of a car that understands the demands of its target market…"

While this 150bhp 220CDI diesel can’t hope to keep up with the 224bhp unit in the pricier 320CDI variant, it still manages a respectable turn of speed, making sixty from rest in 10.2s on the way to 137mph. At the same time, you can expect to average around 43mpg – about 8mpg better than you’d expect in the 320CDI variant. The 220CDI powerplant is also a clean one, the 172g/km CO2 figure far eclipsing that of the 270CDI model this variant replaces. More impressive than the largely irrelevant performance figures is this car’s real world performance through the gears. The prodigious torque figure isn’t far off that of a V8 petrol-engined CLK500. And fuel consumption of course, as we’ve said, is in a different league. Expect over 30mpg even around town. Compared to a BMW 3 Series Coupe or an Audi TT, the latest generation CLK feels a more grown up proposition, giving credence to the company’s ownership demographic data. That’s not to say its future was always quite so assured. The original version was in danger of being squeezed into irrelevance by Mercedes own product planning policies. The introduction of the C-Class Sports Coupe did for sales of entry-level CLK models, whilst the SLK and SL models made opting for upspec CLKs an act of intense soul searching. In second generation guise, many of these issues have been addressed and equipped with this impressive diesel, the CLK220 CDI more than justifies its existence. In recent times, further efforts have been made to make this car even better to drive. As well as the adoption of the new engines like that in the CLK 220CDI, these efforts have included the adoption of what Mercedes dubs ‘Direct Control’ technology. This amounts to modified axle bearings, more direct steering and a shorter gearshift travel, offering a sportier, more dynamic feel to the car. Likewise, optional steering wheel gearshift buttons for models with an automatic transmission, revised audio units with Europe-wide navigation and bi-xenon headlamps with cornering light function have also been introduced. Stung by criticism of so-so interior quality, Mercedes have also taken steps to redesign many of the CLK’s switches and controls. Trim changes include a redesigned front bumper and radiator, Plus a smarter fascia for Avantgarde-trimmed models. If you haven’t checked out the second generation CLK, there are all kinds of things we need to cover but probably the most significant is the provision of a body that is a full 40% stiffer. We’ll certainly see the advantages of that when the all-new Cabriolet version arrives in Summer 2003 (the old models with their old engines continue until then) but even in the Coupe, the benefits are impressive. Perhaps most significantly, the stouter platform has enabled the engineers to get rid of the centre pillar between the front and rear windows, a design cue that harks back to classic Mercedes coupe models of the Sixties. Where some of the trim in the MK1 CLK felt a bit down-market, this car has much more in common with the larger S-class-based CL coupe and, like that model (but unlike the C-class Sports Coupe), can easily seat four adults in long distance comfort. The longer, wider and taller shape helps here, as does the decision of the MK2 model designers to get rid of the central rear seat (instead there’s a storage tray) and concentrate on pampering just two rear passengers properly. Equipment includes climate control for the air conditioning, automatic headlamps with washers, all-round electric windows, rain-sensing wipers, a height and reach-adjustable steering wheel, ‘Speedtronic’ cruise control, twin front, side and window airbags, Plus of course ABS with Brake Assist and the ESP stability control programme. There are three trim levels – Plush Elegance, trendier Avantgarde and Sport. The Mercedes CLK220 CDI is a perfect example of a car that understands the demands of its target market. It doesn’t pretend to be an émigré from a racing programme, instead offering a supple and sybaritic ownership experience without the accompanying big bills. Surprisingly practical yet elegantly styled, the CLK220 CDI ticks more boxes than any conceivable rival.

Facts At A Glance CAR: Mercedes CLK220 CDI Range PRICE: from £30,385 – on the road INSURANCE GROUP: 16 CO2 EMISSIONS: 172g/km PERFORMANCE: 0-60mph 10.2s / Max Speed 137mph FUEL CONSUMPTION: (urban) 32.1mpg / (extra urban) 54.3mpg / (combined) 43.5mpg STANDARD SAFETY FEATURES: Twin front, side & window airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 4567/1722/1345mm

COUPE DE GRACE Models Covered: MK2 version ::(CLK Coupe petrol 1.8, 2.2CDI 2.6, 3.2, 3.2CDI, 3.5, 5.0 [Elegance, Avantgarde, Sport] 5.5AMG, 63AMG.

BY ANDY ENRIGHT

Although the MK2 Mercedes CLK grew a little more mature and, some would say, somewhat less distinctive than its striking Mk1 predecessor, the latter model is comprehensively a better car. With superior running gear, a closer attention to build quality and superior packaging, it’s a coupe that has little in the way of direct rivals. Small wonder that its highly sought after as a used buy.

Although the Mk1 CLK did Mercedes very good service from 1997, it wasn’t until the launch of the second generation car, announced in Autumn 2002, that the CLK really came of age. This version featured a new, much stiffer platform based on the post-2000 C-class. This enabled a pillar-less side window profile and provided for much improved handling. There was a wider engine choice starting with a 1.8-litre supercharged ‘four’ for the CLK 200K with 163bhp, a 2.6-litre V6 for the CLK 240, the same 3.2-litre V6 for the CLK 320, a new 5.0-litre V8 for the CLK 500 and an uprated 5.4-litre V8 for the flagship CLK 55AMG. There was even a 2.7-litre diesel version. Cabriolet models followed in 2003 and the range has since been augmented with the CLK280 replacing the rather unloved 240 and the CLK350 slotting in just below the 500 version. The CLK270CDI diesel didn’t hang around too long, being replaced by a pair of common-rail diesel units. The CLK220CDI marked the entry level diesel with a stonking CLK320CDI heading up the diesel line up. Neither diesel was ever offered in the Cabriolet version. In 2006 the 481bhp 63 AMG model replaced the 55 AMG and a revised 5.5-litre V8 with 388bhp was installed into the CLK 500. The CLK200K model was upgraded from 163 to 184bhp later that year.

The second generation CLK is a car forced to justify its existence, squeezed from below by the C-Class Sports Coupe and from above by the CLS and CL super coupes. Important then, for there to be a discernable distance in stance between the two cars. The stouter platform that the CLK enjoys in second generation guise has enabled the engineers to get rid of the normal centre pillar arrangement between the front and rear windows, a design cue that harks back to classic Mercedes coupe models of the Sixties, a time when the marque was unashamedly a sporting brand. Inside, the improvements for second generation models are small but again, very significant. Where some of the trim in the original version felt a bit down-market, this car has much more in common with the larger S-class-based CL coupe and, like that model (but unlike the C-class Sports Coupe), can easily seat four adults in long distance comfort. The longer, wider and taller shape helps here, as does the decision to get rid of the central rear seat (instead there’s a storage tray) and concentrate on pampering just two rear passengers properly. All models came with climate control for the air conditioning, automatic headlamps with washers, all-round electric windows, rain-sensing wipers, a height and reach-adjustable steering wheel, ‘Speedtronic’ cruise control, twin front, side and window airbags, plus of course ABS with Brake Assist and the ESP stability control programme. You’ll find three trim levels – plush Elegance, trendier Avantgarde and Sport. The CLK Cabriolet features a hood available in black, blue or grey and is one of the most sophisticated soft tops around. No manual intervention is required and the whole process operates in a matter of seconds, the multi-layered hood vanishing beneath a flush cover at the back. Considerable work has gone into reducing the width of the rear hood pillars that has traditionally made reversing a soft top with the hood up a fingers crossed operation. The hood also offers class leading thermal insulation and noise absorption qualities. What’s more, it can all be operated by remote control from your key fob as you approach your vehicle. The boot lid can also be opened by remote control and offers a cavernous 390-litre capacity, making the CLK Cabriolet a genuine touring car. This 40-litre increase over the preceding model reflects the fact that despite its trim styling, this CLK Cabriolet is a larger car than its predecessor. Headroom, elbowroom and knee room for all occupants has been usefully increased.

The CLK200K opens at £19,200 for a 2002 02-plated car in Avantgarde trim with around 40,000 miles showing. The desirable automatic gearbox tacks on another £1,400 to this price. If you’re after a drop top, you’ll need to fork out at least £26,000 which will land you an 03 registered CLK200K, again in Avantgarde trim. Expect to pay a similar premium for the auto version. The CLK240 was very much the ignored middle model, starting at just under £20,000. Better to save a little more and try to land the very worthwhile CLK320 which starts at around £23,500 with automatic gearbox as standard. The gas-guzzling CLK500 is again of minority interest but can be had from £27,000 in coupe form and £35,000 as a cabriolet. If you really want something extreme, the CLK55 AMG model starts at £39,000 for a hard top and £44,000 if you want to feel the wind in your hair. Those looking for a diesel are probably best served at the moment by the CLK270CDI, a car that’s widely available. Prices start at £21,000 in Elegance trim, with an Avantgarde automatic opening proceedings at £23,000.

Very little goes wrong. Don't pay unrealistic prices, look out for cars that have been unreasonably thrashed, check for signs of accident and, on convertibles, hood damage. Obviously, insist on a proper authorised dealer service history. With Mercedes offering a generous four-year support package and virtually lifetime cover, a proper service record is important.

(approx. based on a 2002 CLK240 incl. VAT): front brake pads are around £53, a front exhaust (including catalyst) is about £641 with the rear section about £291. A headlamp is about £184. An air filter is about £12, front shock absorbers around £85, an oil filter around £7 and a windscreen is around £170.

On the move, the absence of that centre window pillar on the MK2 model makes more difference than you would credit, allowing a fresh air experience akin to that of a convertible with few of the drawbacks. Expect to also find far superior levels of ride and handling, aided by much greater feel and sensitivity from the revised power steering system. Both V8 models have over 300bhp to play with, the CLK 500 with 302bhp and the flagship CLK 55 AMG boasting 362bhp. The AMG model features composite brakes and the Coupe versions also get a sportier exhaust with twin tailpipes. In the CLK 500, you can console yourself by remembering that the revolutionary 7G-Tronic automatic gearbox fitted to this model has helped economy and improved performance. This car will jet to 60mph in just 5.7 seconds. You can also amaze friends with two reverse gears. Further down the range, even the more affordable models are well worthwhile. The CLK 200K and the CLK 280 both have much to recommend them. The CLK 200K features a 163bhp 1.8-litre supercharged unit that Stuttgart says has all the economy of a four cylinder engine with the refinement of a ‘six’. It’s certainly quick enough, with sixty 9.3s away en route to 143mph, yet at the same time the potential for a 33mpg Euro-average. The CLK 280’s 231bhp 3.0-litre V6 unit meanwhile, is so smooth and torquey that it seems rather pointless to cough up for the 272bhp CLK 350 variant. All of which leaves only the diesel-powered 220 CDI and 320 CDI variants, cars that recognise the rise and rise of diesel influence on these shores. Don’t overlook the CLK270CDI either. It may have been deleted from the line up in latter times but it still makes a great used buy.

The second generation Mercedes CLK is definitely a grower. At first, many were rather underwhelmed by its saggy bottomed styling, but it’s a far more mature car than before and offers a blend of sophistication, comfort and power that no rival has fully managed to come close to.