Mercedes-Benz CLC

Launched: Mercedes-Benz CLC

Wheels Magazine
June, 2008

In these breathless times of ever-shortening design/development gestations and rapid-fire model turnovers, the seven-year-old Mercedes Sports Coupe verges on an exception.

Launched in 2001 as the entry-level rear-drive Mercedes, the Sports Coupe's understated career has met its sales targets with a tally of over 320,000 units worldwide. Significantly, an unusually high number of those buyers - around 70 percent - were in every sense brand new to Mercedes-Benz. So the 'conquest' rate is way above average.

Although it's happened rather later than sooner, the time is now nigh for the Sports Coupe's run to end. Come late July, the mantle passes to this new model, the CLC.

New? You mightn't quite think so at first sight, as visual family connections can be distracting. The front-end's C-Class parentage is obvious and, from the windscreen back, the CLC's styling cues have Sports Coupe memoirs writ all over them.

Initially, the appearance smacks slightly of a Rudi's Bodyshop cut-and-shut rebuild, but the impression fades with familiarity. That's when you notice some key differences: in the tail-lights, for example, and the absence of the previous model's rear-windscreen-splitting spoiler.

For the time being at least, Australia is to have just one CLC - the 200K - without the previous 180K and 230 siblings. There will again be three variants, identified as 200K, 200K Evolution and 200K Evolution+ respectively.

As with the Sports Coupe, the CLC is based upon the W203 (previous) C-Class platform and running gear; albeit with relevant updates. In all, the CLC brings around 1100 new, different or upgraded bits to the party. These include 17-inch alloys (replacing 16s), shod with 225/45R17 front tyres and 245/40R17 rears.

There are subtle changes to the capably sporty suspension and brakes, but it's the steering that gets the limelight. Where the base 200K uses a regular rack and pinion system derived from the Sports Coupe, the Evo models have a highly responsive variable-ratio design Mercedes calls Direct-Steer. The new system retains the previous speed-sensitive power assistance to ease parking, with less than 2.5 turns needed for the handily tight 10.8m turning circle.

At first, Direct-Steer feels incredibly sharp, even nervously twitchy, as you acclimatise to its seemingly hair-trigger reactions. But after a few dozen kays of slightly untidy lane changing and bend swinging, you get the hang of it and go with the flow. By then its responsiveness and needle-threading precision is so natural that most regular steering systems feel lardy and tardy by comparison.

Where the Sports Coupe 200K cited 120kW and 240Nm, the updated 200K 1.8-litre supercharged unit that the CLC shares with the current C-Class Merc generates 135kW at 5500, with a beefy 250Nm on tap from 2800 to 5000rpm. That'll push the CLC auto from 0-100km/h in 8.7 seconds, Mercedes says, or just a tenth slower than the manual.

Although overall weight's up by about 15kg over the slightly shorter Sports Coupe, the CLC claims 7.8 and 8.2 litres per 100km fuel consumption (manual/auto), against the previous 8.7 and 9.0L/100km.

The generously broad torque range complements the smoothly efficient five-speed automatic particularly when cobweb-blowing situations arise. And, if you must have an extra gear to play with, it's available in the no-cost optional manual 'box.

Either way, the CLC has the drivetrain and chassis to encourage keen drivers to get out of town. It copes well enough with urban duties, of course, except that the revised rear window reduces that field of view to a relatively shallow slit which can make reverse parking a trial. The rear proximity sensors help, but a camera would be even better.

All the more reason, then, to head for the highway, where the CLC cruises with horizon-chasing ease, or, better yet, to find routes where this corner-lovin' coupe can lift your pulse rate and deliver frequent reminders that driving pleasures are where you find them ... and what you make of them.

OILER EXPLORATION
There's a strong chance Australia will see a diesel CLC early in 2009. Currently, Europe has the choice of 200 CDI and 220 CDI models, with the 2.2-litre producing 90kW/270Nm or 110kW/340Nm. We drove the latter and found it impressively quick, quiet and economical.

However, the further uprated engines currently serving the C-Class are almost inevitable for the CLC, too. If or when it happens, we're in line for the 220 CDI with 125kW/400Nm. Plus, there's rumour of a 500Nm version.

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