2nd Mercedes CLS
CLS is a good executive choice, but it can’t match Audi for quality, comfort or practicality
THERE are many tech highlights on this all-new CLS, just as with the A7. It’s based on Mercedes’ MRA architecture, which also underpins the E-class saloon and, like the Audi, it has a 3.0-litre turbodiesel engine.
But the CLS uses the firm’s latest in-line sixcylinder diesel, carried across from the S-class flagship. This motor in the 400 d powertrain we’ve tested trumps the A7, with 335bhp and 700Nm respectively. The CLS weighs more than the Audi, at 1,935kg (the same for the 400 d and less powerful 350 d), yet it’ll still hit 60mph from rest in 4.9 seconds. The 350 d delivers an identical 282bhp to the Audi, but has 20Nm less torque.
The 400 d purrs potently under load. It’s never intrusive and always nicely refined; you certainly don’t get the same level of turbo whistle as you do in the Audi on the throttle. The gearbox is quicker to react than the A7’s, and when it does kick down it’s not quite as aggressive. It’s just as smooth to change up in auto mode, too.
It’s a nine-speed auto and with more ratios to span a similar speed range, plus its extra power and torque, the CLS 400 d feels rapid in gear for a near-two-tonne four-door luxury model. But on our car’s standard steel-sprung adaptive damper set-up (air suspension is part of the £2,495 Comfort package), even in the softest setting it can’t match the Audi’s ride quality.
It’s forgiving up to a point, but with that extra weight, the dampers go through their stroke quicker and the chassis struggles to control the body at higher speed on rolling or bumpy roads, resulting in a harsher clonk as the suspension hits its bump stops.
Keep the speed down and while it’s mostly comfortable, it’s not quite as plush as the Audi (itself still not perfect) over the same road surfaces. This is a pity, because the Mercedes’ steering is sweet enough, but like the A7, it’s no driver’s car, so the shortfall in ride comfort compared with its rival counts against the CLS.
In isolation the interior quality doesn’t lose marks, but next to the Audi there are a few shinier plastics that don’t feel quite as upmarket as the materials in the A7’s cabin.
We have no complaints over the level of kit offered in AMG Line trim, though. It matches the A7 here, with electric and leather-covered everything, a reversing camera with front and rear parking sensors, sat-nav, heated seats, cruise and climate control, plus a level of safety and connectivity tech to match the Audi.
BY putting an identical £6,500 customer deposit down on the CLS 400 d on the same terms as our deals for the A7 (36-month contract limited to 10,000 miles annually), you’ll pay a lot more per month on the Mercedes, at £905.
On the CLS 350 d (both in AMG Line trim; the only version offered on these diesel options in the range), you’ll pay £845 per month.
Our recommendations usually focus on the powertrain option tested, then we select a trim level. In this case, where there’s a wider engine range and just one spec available, we’d choose this more affordable variant.
But even with the 350 d as our choice (this actually has a £315 lower list price than the Audi), you’ll still pay an extra £5,292 over 36 months compared with the A7. This premium rises to £7,452 for the CLS 400 d.
“Our car’s 18-inch alloy wheels look great, especially with the Admiral Blue metallic paint we’ve chosen. But they do tend to thud into potholes at low speed. That’s a shame, because the ride is comfortable enough on the motorway.”
YOU may have read recently about how Mazda is intent on bucking the industry trend, and is pinning its hopes on diesel.
“Diesel engine technology is this company’s strength,” research and development exec Kiyoshi Fujiwara was quoted as saying. “There’s no need to stop.”
And if our experience with the CX-5’S 2.2-litre engine is anything to go by, that’s understandable. This 148bhp unit is the lower-powered of the two diesel options available in the SUV, but it’s a really solid performer and is our pick of the range.
It delivers sufficient punch, taking the car from 0-62mph in 9.4 seconds. But it’s through the gears where the engine really excels, ensuring the CX-5 always feels comfortable accelerating and overtaking.
Ally that to communicative steering and plenty of grip, and you have an SUV that relishes being driven briskly. And although our fuel economy of 44.0mpg is short of the official claimed 56.5mpg figure, it’s still reasonable enough.
As well as the engine, we’re impressed with our Sport Nav car’s specification. It’s the higher of two trim levels available – the other is SE-L Nav – and includes upgrades such as black leather upholstery, 19-inch gun-metal alloys and a Bose premium sound system. The latter’s woofer sits under the boot floor and did cause concern when I saw it was fitted where a spare wheel would be.
But if, like me, you’re one of those people who prefers the reassurance of travelling with a spare, fear not: a spacesaver is available for £300 extra to fit round it.