2003-2008 Mercedes-Benz CLK: Road Test

Among coupes, CLK320s satisfy in most situations. A test CLK320 coupe accelerated to 60 mph in 7.2 seconds--swift enough for most. V8 models are quicker: 5.6 seconds for a test CLK500. The CLK55 is a paragon of smooth, ready muscle, able to zoom ahead like a rocket. Convertibles weigh about 250 pounds more than coupes, yet trail only a little in acceleration. Pedal travel is not always commensurate with power delivery. All engines have fairly "soft" throttle response that annoys in low-speed driving and delays midrange passings. Downshifts can be tardy in passing situations with the CLK320/500 models. CLK55 power overcomes any delay, and steering-wheel buttons quicken manual-mode shifts. Fuel economy is about as expected in this league. Test CLK500 coupes have averaged 15.0 mpg in mostly city driving, and 19.4 mpg with more highway miles. A CLK320 coupe managed 20.3 mpg, versus 20.1 mpg for a 320 convertible in city/highway usage. A CLK55 averaged 18.7 mpg in mostly highway driving. All models require premium fuel. All CLKs are composed at high speeds. A base-suspension CLK320 coupe soaks up most rough stuff without much jiggle or tire slap. Coupes with optional 17-inch low-profile tires are only slightly more fidgety over bumps. The CLK55 reacts abruptly to broken pavement on its stiffer-yet sport suspension. Convertibles ride about the same as coupes, and are impressively solid with little cowl shake. Though not sports-car agile, every CLK corners with precision, modest body lean, fine grip and stability. Braking is strong with excellent control, but pedal action has felt spongy in some nearly-new test cars, and touchy in others. Engines sound classy--muted even at full throttle. Rough-surface tire noise is present, especially in the CLK55, but not intrusive. Coupes suffer little wind rush, despite lacking middle roof posts; but one test CLK320 had a low whistle around the driver's door window. Top-up convertibles are nearly as quiet as coupes. Switchgear is typical Mercedes and mostly convenient, but few markings are obvious, and bar-graph fuel and temperature gauges may be too small for some eyes. The difficult-to-use navigation system is a puzzle of teensy buttons. The remote keyfob opens/closes windows and the optional coupe sunroof, which is handy for hot days. Cabin finish generally matches the CLK's premium pricing. Some tested coupes have suffered from creaks and door rattles. CLKs are cozy inside with ample leg space up front, plus decent six-footer head room. Low-set seats are not ideal for long-distance comfort, and may be short on thigh support for some drivers. Coupe visibility is generally good. Top-up convertibles aren't bad either, due to fairly slim rear "pillars." Long, cumbersome doors and a lowish build hamper entry/exit. Two rear occupants get hard but well-shaped cushions and scant head room, as well as little leg space unless front-seaters move well forward. Rear entry/exit demands some stooping and crawling, despite front seats that power ahead when tipping the backrest. Cargo space isn't bad for the coupe's exterior size. The coupe's fold-down seatbacks with in-trunk releases help with packing. Convertibles lack fold-down rear seatbacks and forfeit about 2 cubic feet of space, but the trunk is still useful. Cabins have door and seat pockets for small items, but just one cupholder. The dashboard glovebox and console bin are almost useless if fitted with an optional CD changer and phone, respectively.

Value for the Money
Stylish, solid, and sporty, CLKs aim at folks who value fashion over utility. They make sense for well-heeled buyers whose lifestyle can accommodate a four-seat two-door automobile. Balancing their costly impracticality are a long list of safety features, performance that stretches from outstanding to outrageous, and strong resale values--which keep used-car prices high.