Mercedes CLK Class, CLK320 and CLK430

Mercedes CLK Class Models

Since its launch three years ago, the Mercedes CLK Class has grown to include a total of five models -- three coupes and two convertibles: the original CLK320, the elegant CLK320 Cabriolet, the V8-powered CLK430 coupe, the CLK430 Cabriolet, and the new CLK55 AMG supercoupe.

The CLK55 AMG is the story. The only new CLK is the hottest. It boasts a 5.5-liter V8 built and hand-assembled by AMG, producing 342 horsepower and a humongous 376 foot-pounds of torque.

The CLK320 Coupe is powered by a lightweight and sophisticated 3.2-liter sohc V6, delivering 215 hp and 229 lb.-ft. of torque. Like all CLKs, it comes with a five-speed automatic transmission, which makes for a superb combination. The CLK320 delivers excellent response around town and smooth high-speed cruising.

The CLK430 Coupe ups the ante with a 275-horsepower 4.3-liter V8; it's basically the V6 with two more cylinders. It's equipped with a Sport Package including suspension by AMG, although it's not the same as the CLK55.

CLK320 Cabriolet and CLK430 Cabriolet offer upscale, top-down motoring.

Driving the Mercedes CLK Class

Even if you never corner hard, the Mercedes CLK55 AMG is worth the price of admission just for those pedal-to-the-metal freeway on-ramp assaults. Zero to 60 mph in 4.9 seconds will do that for a car. Of course, you'll be breaking the speed limit before you reach the slow lane.

You can hit the rev limiter at six grand in a heartbeat. Since peak power is 5500, you want to shift before 6000. But it's hard to watch the tach that much. It may be better to stay in the automatic mode until you get in third gear. In Touch Shift, you find yourself short-shifting a lot to stay with the engine.

Fast as the CLK55 AMG is, it's a car that will get you out of trouble with the throttle, more easily than it will get you in it. With that much power underfoot (power that's protected from driver indiscretion by electronic intervention), the capability to avoid accidents is high. It's sensationally functional.

The rumble of the big V8 is audible, and satisfying. Maybe 332 cubic inches isn't old-school big, but the engine sounds bigger than that, and the torque makes it feel much bigger.

When you hammer this baby, it gets hammered good. But it likes to have the throttle rolled, not hammered. The engine delivers huge hunks of power without complaint, but the transmission wants you to take your time. Rolling on the throttle provides that time, and the result will be fewer sudden downshifts and a smoother drive. Because the electronic programming of the transmission is networked with the ESP (electronic stability program) for directional stability, even cornering forces affect whether the transmission will shift -- even when it's in Touch Shift mode. The torque converter has its limits, which also come into play when the transmission decides whether to shift.

If what you want is to outbrake a BMW M5, don't count on it. The BMW has bigger brakes (Tale of the tape: BMW: front 13.6 in, rear, 12.9. Benz: 13.2 front, 11.8 rear). And while the BMW weighs more (Tale of the scale: BMW, 4024 lbs; Benz, 3444), the CLK55 AMG just couldn't stop like the M5 when braking hard from 90 mph to 30 mph to set up for a corner. Compared with the M5, the brakes on the AMG Mercedes seem soft. Generally, the brakes on the CLK55 AMG could be firmer and still be civilized.

Ride quality is smooth and comfortable at all times; did you expect less from a Mercedes?

A BMW M5 should be able to take corners more quickly than a CLK55 AMG. But this isn't a race, it's about driving. The suspension compromises made by the CLK are gentlemanly, and in keeping with its drop-dead gorgeous looks. It likes to be flicked into a turn, meaning it's fun to flick it, but a hard flick doesn't always end exactly at the end of the flick. On an uneven surface in a sweeping corner, the CLK may twitch just enough to keep you honest and under control and out of jail. It never suggests that it might like to take control from you, it teases and excites you. The twitch that comes under real hard braking on uneven surfaces is less secure. But we're talking real hard braking.

At the other extreme of the springs, the CLK can be so light on its feet that they feel like they leave the ground. We thought "Wheee!" when we saw the traction control light flutter as we crested a hump on a two-lane at high speed, especially when we knew the touchdown would be secure.

And then we came upon the patches of ice in the road. We had been looking for them, in order to test ESP, the electronic stability program that corrects a slide by individually braking the wheels. It works. Sudden icy spots can be handled by ESP. Just don't turn the ASR traction control off, because the ESP goes with it.