Mercedes-Benz CL-Class
With a design perfected through an immaculate sense of style, highly exclusive appointments and cutting-edge technology, the extensively updated Mercedes-Benz CL-Class underscores its claim to supremacy as the summit of automotive refinement.

The entirely re-designed (435 hp) V8 biturbo engine of the CL 500 BlueEFFICIENCY, with a combined consumption of 9.5 litres premium-grade petrol per 100 km, opens a new dimension of efficiency in the luxury coupé category. In addition, a combination of cutting-edge camera and radar-based assistance systems unique in the luxury coupé segment, including the innovation of the Active Lane Assist and Active Blind Spot Assist systems, makes of the CL-Class a “thinking” partner of the driver. The modified Active Body Control (ABC) with crosswind stabilisation system and the Direct-Steer system also contribute to enhancing safety and driving enjoyment.

smart fortwo 2010
The new generation smart fortwo will be launched in the autumn of 2010 with a fresh interior look, an upgraded exterior and even more environmentally friendly engines.

There is now a choice of seven carefully coordinated colours for the exterior including trendy matt paintwork for the first time. The tridion safety cell is now optionally available in white and the new colours red and blue expand the choice of colours available for the cabrio soft top. Optional LED daytime driving lights and new alloy wheels offer even more opportunities for customisation. Fresh fabrics and colours and a new cockpit design determine the high quality interior ambience of the two-seater car. The information, communication and entertainment systems available for the new generation smart fortwo boast state-of-the-art technology.

S 63 AMG – New powertrain with the AMG 5.5-litre V8 biturbo engine
The top-of-the-range S-Class V8 model, the Mercedes-Benz S 63 AMG, is to benefit from a completely newly developed powertrain. The new S 63 AMG marks the start of a new chapter in the “AMG Performance 2015″ drive strategy.

The AMG 5.5-litre V8 biturbo engine with a peak output of up to 420 kW (571 hp) and a torque of up to 900 Nm, in combination with the unique AMG SPEEDSHIFT MCT 7-speed sports transmission, contributes towards a considerable reduction in consumption and emissions, while at the same time increasing maximum power and torque. Like all other AMG engines, the new eight-cylinder biturbo is assembled by hand in the AMG engine shop taken into commission in 2002. Highly-qualified technicians assemble the M157 according to the “one man, one engine” philosophy, maintaining the very strictest quality standards. This painstaking care is attested to by the signature on the characteristic AMG engine plate.

The new Mercedes-Benz CLS
With the world premieres of the new CLS four-door coupe at the 2010 “Mondial de l’Automobile”, Mercedes-Benz is making an emphatic statement about the power of its innovation to combine automotive fascination with the highest levels of efficiency and environmental compatibility.

What immediately strikes the eye is the innovative front design, which is reminiscent of the Mercedes-Benz SLS AMG. Visually, the radiator grille is not integrated into the bonnet but is formed separately. This highlights the long, sporty bonnet even further. The grille is dominated by the large central star, which underlines the car’s relationship to the other coupés of the brand and strengthens the brand identity. Another distinguishing feature comes in the form of the LED High Performance headlamps, which are the world’s first to offer all of the regular dynamic light functions using LED technology.

A-Class E-CELL
Following the B‑Class F‑CELL fuel-cell car, Mercedes‑Benz now introduces the new A-Class E-CELL as its second electric car built in series-production conditions.

The five-seater with battery-powered electric drive meets all the requirements for a family car for everyday use. It is based on the five-door version of the current A‑Class, and features a generously dimensioned interior and luggage compartment for maximum versatility. No compromises have been necessary in terms of space and variability, with compact storage batteries that are located extremely well-protected and in a space-saving way in the vehicle underbase. The car’s two high-efficiency lithium-ion batteries provide a range of over 200 km (NEDC). The car is powered by a quiet, locally emission-free electric drive with peak output of 70 kW (95 hp), developing a high torque of 290 Nm. A total production run of 500 A‑Class E‑CELL cars will be built at Rastatt from autumn 2010. The vehicles will be leased to selected customers in several European countries, including Germany, France and the Netherlands.

smart escooter
World premiere at the 2010 Paris Auto Show. With the purely electrically driven escooter, smart is presenting a further solution for intelligent urban mobility.

Compact dimensions, agility, high safety standards and the driving fun typical of the smart brand, not least backed by an efficient and locally emission-free drivetrain. In addition to its innovative technical solutions, the new escooter convinces with its distinctive, state-of-the-art design and simple handling. One more advantage is the integration of smartphones: the further developed smart drive kit app has versatile functions such as those of a speedometer or range indicator.

Source: Daimler AG

This basic design enables high levels of traction, firstly because the dynamic shift in axle load toward the rear axle that occurs during acceleration is harnessed to deliver more drive torque to the rear wheels. Secondly, the multi-disc differential lock is also able to shift the drive torque between the front and rear axles, varying the split as the road conditions dictate. Consequently, intervention by the ESP, 4ETS or ASR electronic control systems can be delayed for as long as possible and the bulk of the drive torque converted into tractive power, even on slippery roads. All control system interventions go virtually unnoticed, yet drivers still know straight away if they are driving on the limit, as a yellow warning symbol will flash in the instrument cluster. This serves as a prompt to adapt the driving style to the road conditions.

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The drive mechanism’s permanently engaged design offers key advantages over other systems that first need to diagnose a lack of grip before activating the all-wheel drive. The 4MATIC will have already made use of this valuable time to start transmitting drive torque via the wheels to the road.

All-wheel drive is not a substitute for winter tyres
Like any other all-wheel drive system, the 4MATIC has to abide by the laws of driving physics. The fundamental rule is that a tyre is only able to transfer a certain level of overall force to the road surface. If a particularly high degree of longitudinal force is required during acceleration or braking, for example, the available lateral force is reduced. When cornering, the reverse applies: now a large amount of lateral force is required to keep the vehicle on course, while the longitudinal force potential is restricted. The engineers’ skill in designing the drive mechanism and fine-tuning the control systems lies in their ability to exploit these correlations in such a way as to ensure the best possible handling characteristics under all conditions. The frictional coefficient µ describes the physical grip between the tyres and the ground. This figure is high on a dry road (µ = 0.9) and low on a snow-covered road (µ = 0.3).

Despite all the engineers’ efforts, it is ultimately the drivers themselves who determine how safe they are out on the road. They should always adapt their driving style in accordance with the wintry conditions and ensure that their vehicle is suitably equipped; winter tyres are absolutely essential here.

Pulling away with ease on ice and snow
When starting off in wintry conditions, certain road surface conditions are automatically detected and the interventions of the 4ETS electronic traction control system adjusted so as to achieve the greatest possible acceleration while minimising wheel slip, ensuring optimum directional stability in the process. This strategy also allows the vehicle to pull away under the most adverse conditions, such as when one side of the vehicle is on an icy slope (µ-split) or both wheels on either the front or rear axle have limited grip (µ-jump).

When starting off on µ-split, one side of the vehicle is on snow or ice and the other on asphalt. This means there are major differences in the coefficient of friction between the left and right-hand side of the vehicle. On all vehicles with open axle differentials, the wheel with the smallest friction coefficient limits the maximum transferable drive power. If the drive power exceeds the maximum transferable power, the wheels on snow or ice will start to spin and the vehicle would be unable to start off.

4ETS instantly detects this situation and prevents the wheels from spinning by building up exactly the right amount of pressure in the wheel brakes. As the wheel with the higher friction coefficient is now braced by the brake force at the wheel with the smaller friction coefficient, the 4MATIC model starts to move. After pulling away, the wheel characteristics are closely observed and the brake pressure regulated in such a way that, as far as possible, there is no difference in speed between the individual wheels. The braking force applied by 4ETS effectively simulates a higher coefficient of friction on the side of the road covered with ice or snow; ideally, this will match the coefficient of friction on the asphalt side. This produces an optimal inter-wheel locking effect at the axle differentials, resulting in the maximum possible acceleration on µ-split surfaces.

Starting off on “µ-jump” surfaces – where one of the vehicle’s axles is entirely on ice or snow and the other on asphalt – is hampered by the large differences in friction coefficient between the front and rear wheels. On vehicles with an open inter-axle differential, the axle with the lower coefficient of friction determines the transferable drive power. Whilst the multi-disc differential lock with its basic locking torque of 50 Newton metres does have a balancing effect, it is unable to compensate for these extreme differences in friction coefficient. Here again, both wheels on the axle with the lower coefficient of friction start to spin if the drive power exceeds the maximum transferable drive power at this friction coefficient. The 4ETS resolves this problem by instantly detecting spinning wheels and braking them. In this way, the braked axle with the smaller friction coefficient braces the axle with the higher friction coefficient – and the 4MATIC model starts to move.

Assured handling on wintry roads
On twisting roads covered with snow and ice, vehicle stability is primarily controlled by the 4ETS system’s acceleration skid control function regulating engine torque. The 4ETS control thresholds are adjusted according to the driving situation based on the vehicle’s longitudinal and lateral dynamic readings as continuously measured by the ESP® sensor system. To prevent the vehicle from tail-skidding, the longitudinal force when cornering must be controlled by means of engine torque regulation in such a way that there are sufficient reserves of lateral force at all times. In order to comply with this physical correlation, when cornering on road surfaces with a low friction coefficient vehicle stability is mainly controlled by the ESP and ASR acceleration skid control systems intervening to ensure that there is always sufficient lateral force in reserve.

Initially, only enough engine torque to allow the tyres to develop sufficient lateral force is transmitted to the wheels on the outside of the bend. If the ASR control function cannot restore directional stability, the ESP system will intervene by applying the brakes to stabilise the vehicle.

In contrast to the control mechanisms triggered when cornering, considerably more longitudinal force can be provided when accelerating in a straight line, as the tyres hardly have to transfer any lateral force. What is important here is that the tyres can work in the optimum µ-slip curve range. In order to achieve this, the control thresholds for engine torque regulation are raised in this driving situation. When driving on snow-covered or icy roads with low friction coefficients, the multi-disc differential lock in the transfer case takes effect, producing an inter-axle locking torque of 50 Newton metres in the powertrain. This locking effect boosts traction considerably without having any negative impact on the control systems. When the final-drive ratios are factored in, this allows 150 Newton metres to be delivered to the wheels.

In certain wintry conditions it may become necessary to deactivate the control systems using the “ESP OFF” switch. This is the case where high slip values are required at the wheels – when powering out of deep snow, for instance, either with or without snow chains. Even in “ESP OFF” mode, drivers can still count on the full support of the control systems when braking. Once back on a road surface with a normal covering of snow, the control systems should be reactivated again.

Source: Daimler AG

The second engine making its debut is the hand-assembled high-performance 5.5-liter AMG V8 engine, featuring the use of stop/start technology as well as twin turbochargers and direct injection. This new engine produces 536 hp and 590 lb-ft of torque while at the same time achieving an estimated 20 percent improvement in fuel economy. Mated to the award-winning 7-speed AMG SPEEDSHIFT MCT transmission, this new engine is available in the 2011 CL63 AMG coupe ($151,125) and S63 AMG sedan ($138,875). For even more performance the optionally available AMG Performance Package increases engine power to 563 hp and 664 lb-ft. for torque; top speed also increases to 186 mph.

The epitome of luxury coupes
These new engines make their U.S. debut in the restyled 2011 CL-Class set to arrive at Mercedes-Benz dealerships in November. The flagship coupe of the Mercedes-Benz model range, the CL-Class features a new hood, fenders, grille, bi-xenon headlights with LED turn signals and daytime running lights. The rear of the vehicle incorporates new LED taillights, bumper-integrated exhaust pipes and reverse lights now located in the trunk lid. Inside, the interior includes new steering wheel design and interior colors.

Innovative New Safety Options for 2011 CL-Class Models
New safety options for the 2011 CL-Class line include Active Lane Keeping Assist and Active Blind Spot Assist that both incorporate automatic ESP brake intervention. Active Lane Keeping Assist recognizes lane markings (thanks to a multi-purpose camera in the windshield and a computer that analyzes the images) and alerts the driver by simulating rumble strip vibrations in the steering wheel if the car drifts from its lane without the turn signals on.

Active Blind Spot Assist monitors both blind spots behind the vehicle. Whenever a turn signal is activated with a vehicle in the blind spot, the driver is alerted with visual and audible warnings. Both Active Lane Keeping Assist and Active Blind Spot Assist now incorporate a brake intervention feature, in which ESP braking automatically helps correct the car’s course if the driver doesn’t heed the initial warning.

Source: Daimler AG

The entirely re-designed 320 kW (435 hp) V8 biturbo engine of the CL 500 BlueEFFICIENCY, with a combined consumption of 9.5 litres premium-grade petrol per 100 kilometres, opens a new dimension of efficiency in the luxury coupé category. Its NEDC figures show savings of around 22 percent over its predecessor model, CO2 emissions having dropped from 288 grams per kilometre to 224 grams per kilometre. This significant reduction is achieved thanks to the newly-developed BlueDIRECT technology with third-generation spray-guided direct injection, with the contribution of the specially-designed BlueEFFICIENCY package of the CL 500 BlueEFFICIENCY.

The package includes, among other things, energy-efficient control of alternator, fuel pump, air-conditioning compressor and power-assisted steering system, as well as the ECO start/stop function. It also features the use of low rolling resistance tyres and the energy-optimised Active Body Control system. In addition, the Mercedes-Benz developers equipped the CL with state-of-the-art multimedia technology, thus helping this model, produced with a high proportion of hand-finished work, to retain its position as the epitome of quality in its class.

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With the new generation of the CL, the Stuttgart-based automaker focuses on fuel consumption and exhaust gas emissions in the exclusive high-end segment, too. According to Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG: “The CL is the ideal ambassador for our brand. To a special degree it integrates the things that go to make a Mercedes-Benz: fascination, perfection and responsibility. And with the new generation we raise the ante particularly in the area of efficiency. But in the realms of design, safety, comfort and performance, too, the CL shows: ahead is where Mercedes is.”

In addition, a combination of cutting-edge camera and radar-based assistance systems unique in the luxury coupé segment, including the innovation of the Active Lane Keeping Assist and the Active Blind Spot Assist, makes of the CL a “thinking” partner of the driver. The modified Active Body Control (ABC) with crosswind stabilisation system and the Direct-Steer system also contribute to enhancing safety and driving enjoyment.

Design: a muscular, self-assured presence
The exterior appearance of the new CL generation is characterised by the terse profile of the bonnet, the dynamic V-shape radiator grille and the curving headlamps – design details that discreetly but effectively emphasise the car’s elegant yet powerful lines.

The front bumper, too, presents a new design with three air intake openings and a chrome trim strip. An LED strip with chrome surround for the daytime running lamps is elegantly integrated in the side openings for the brake cooling air. With their standard-fit Intelligent Light System (ILS) and Adaptive Highbeam Assist, the headlamps offer state-of-the-art illumination technology. The latest LED technology in the turn indicators and position marker lamps rounds off the car’s advanced image. The rear of the vehicle is characterised by the newly-designed tail lights.

New V8 biturbo engine with innovative technology
The new-generation CL also assumes a pioneering role in the drive system sector. Under the bonnet of the CL 500 BlueEFFICIENCY and CL 500 4MATIC BlueEFFICIENCY a new V8 biturbo engine with BlueDIRECT technology delivers its impressive power. With its 4663 cubic centimetres displacement, the eight-cylinder engine produces 320 kW (435 hp) so that despite 0.8 litres less displacement, it is still around 12 percent more powerful than its predecessor, which had an output of 285 kW (388 hp). At the same time, torque was raised from 530 Nm to 700 Nm – an increase of 32 percent. Combined consumption in the New European Driving Cycle (NEDC), on the other hand, drops by around 22 percent to 9.5 litres of premium petrol per 100 kilometres for the rear-wheel drive version. CO2 emissions consequently sink from 288 grams per kilometre to 224 grams per kilometre. The CL 500 BlueEFFICIENCY requires a mere 4.9 seconds to accelerate from a standstill to 100 km/h (previous model: 5.4 seconds). Summing up: the CL 500 BlueEFFICIENCY is significantly more agile, torquey and thriftier than its predecessor.

The BlueDIRECT technology package of the V8 biturbo includes a series of new developments, unique in their combination. Worthy of mention among these is the third generation spray-guided direct petrol injection with piezo injectors and multi-spark ignition with up to four ignition sparks within a millisecond. Together both enable an innovative combustion process called “homogenous split”. Other factors contributing to the exemplary low fuel consumption continue to be the consistent use of friction-optimised pistons, piston rings and cylinder barrels, the on-demand control of oil pump and the new three-phase thermal management in the coolant circuit. The luxury coupé’s technology package includes the ECO start/stop function and alternator control in accordance with the handling situation and on-board voltage, including kinetic energy recuperation in overrun mode.

The CL 600, with its 380 kW (517 hp) 12-cylinder biturbo engine remains the top-of-the-line model: it accelerates the luxury coupé from a standstill to 100 km/h in impressive 4.6 seconds and now also complies with the Euro 5 emissions control standard.

A unique combination of driver-assistance systems
With state-of-the-art assistance and protection systems the new generation CL underpins its status as an automotive masterwork and technology platform of the Stuttgart-based company. The attentive assistants turnthe Mercedes model into an “intelligent” partner which is able to “see”, “feel”, respond “instinctively” to detected dangers and act “on its own initiative” in order to avoid accidents or to reduce their severity. The trailblazing driver assistance systems in the CL are based on cutting-edge radar, camera and sensor technology.

Thus, in the new-generation CL the Active Lane Keeping Assist celebrates its premiere (at the same time as in the S-Class). If the vehicle threatens to cross a broken lane marking line, the system actuates an electric motor in the steering wheel, causing it to vibrate briefly – giving the driver a discreet but effective warning hint to countersteer immediately. The active system springs into action if the Mercedes coupé unintentionally crosses a continuous lane marking line to the right or to the left. In this case, it intervenes by gently braking the wheels of the opposite side of the car, helping the driver to stay in the lane. In order to do this Active Lane Keeping Assist avails itself of the Electronic Stability Program ESP.

Active Lane-Keeping Assist evaluates information provided by a camera mounted on the inside of the windscreen. It identifies the contrast between the road surface and the lane marking lines. In addition to this, using radar the system scans the side of the roadway for crash barriers and other roadway edge markings. This Mercedes assistance system also evaluates the driver’s actions and can thus reliably determine whether the car is departing from the lane intentionally or not. For this reason, there is no warning if the driver accelerates hard just before overtaking or when accessing a motorway, or if he brakes hard or steers into a curve.

Targeted brake actuation: Active Blind Spot Assist
A further innovation Mercedes-Benz offers for the CL is Active Blind Spot Assist, a system that makes use of a multi-stage warning concept. If it detects that a change of lane would be too dangerous, it warns the driver by displaying a red triangle in the glass of the exterior mirror. Close-range radar sensors monitor the area immediately to the side and to the rear of the car. If the driver disregards this warning and, for example, actuates the turn indicator, an audible warning also sounds. If the driver continues to ignore the warnings and comes dangerously close to a vehicle in the neighbouring lane, a novel feature of the system acts: a corrective braking intervention via ESP® on the wheels of the opposite side of the vehicle. This causes a yaw movement about the car’s vertical axis due to the unequal distribution of the braking forces. If despite this course correction an accident cannot be avoided, the Active Blind Spot Assist system can reduce the consequences of a collision through the brake actuation.

Assistants to see and be seen better
Adaptive Highbeam Assist is another standard-fit system featured by the CL. This camera-based system can recognise oncoming vehicles or vehicles ahead with their lights on, and then controls the headlamps to ensure the best possible beam range without dazzling other road users. In addition, Mercedes-Benz offers the Night View Assist Plus system for the CL, featuring a special infrared camera for pedestrian detection: as soon as the system detects pedestrians on the road ahead, these are highlighted additionally in the display, in order to catch the driver’s attention better.

The images supplied by the windscreen camera are also used by the new, optional Speed Limit Assist, which recognises speed limit signs in passing and shows the relevant speed limit in the central display and on the navigation system’s map display (standard for the CL 600).

For the new-generation CL, Mercedes-Benz has also improved the long and medium-range radar used by Brake Assist PLUS (BAS PLUS) and DISTRONIC PLUS proximity control.

An “electronic crumple zone”: the PRE-SAFE Brake
Mercedes-Benz also offers another radar based system for the luxury coupé as a component of the Driving Assistance package Plus in the form of the PRE-SAFE® Brake. If the driver is distracted and fails to recognise the imminent danger of a rear-end collision or the warning signal of an assistance system, this system can intervene and brake the vehicle independently. If the driver fails to react even after automatic, partial braking action, this most recent development stage of the PRE-SAFE® Brake activates the maximum braking pressure around 0.6 seconds before what it now recognises as an unavoidable collision — an emergency braking action that can significantly mitigate the severity of the impact. The PRE-SAFE® Brake thus acts as a kind of “electronic crumple zone”.

Warns driver of drowsiness: ATTENTION ASSIST
Drowsiness is one of the most common causes of accidents. This is why Mercedes experts have developed the ATTENTION ASSIST system which forms part of the standard equipment of the new-generation CL. As the vehicle is being driven, the system continuously evaluates more than 70 different parameters in order to identify driver drowsiness and provide a warning before the dangerous micro-sleep phase begins. Observing the driver’s steering behaviour has proved to be a particularly strong indicator: several years of practical research by Mercedes-Benz have shown that drowsy drivers make minor steering errors which they often correct very rapidly in a characteristic way. This steering behaviour is recognised by a special steering angle sensor. Observing the driver’s eyes cannot always provide conclusive evidence of sleep since many drivers can experience micro-sleep with their eyes open.

Active Body Control reduces the effect of a crosswind
The CL also meets the highest standards in terms of driving dynamics and agility. This is in part thanks to Direct-Steer, with a steering ratio that varies with the steering angle, and modified Active Body Control (ABC) with crosswind stabilisation (standard for the CL 500 BlueEFFICIENCY and CL 600). This latest stage in active suspension development modifies the wheel load distribution via the ABC spring struts within milliseconds, depending on crosswind direction and intensity, to the extent that it can largely compensate the effects of the crosswind.

The Active Body Control suspension system with which Mercedes-Benz ushered in new dimensions of driving dynamics in the CL Coupé of the preceding C 215 model series in 1999, is unique worldwide as it not only regulates roll, but pitching and squatting movements as well, ensuring a perfect harmony of comfort and handling stability. Since the introduction of this innovative system, engineers in Sindelfingen have continuously improved on it, so that eleven years later it still marks the summit of automotive engineering. In addition to crosswind stabilisation, in its latest version the active suspension features a new energy-optimised hydraulic pump that takes part of the burden off the engine, contributing towards reducing fuel consumption.

Additional safety and agility at the physical limits is provided in the new-generation CL by the standard-fit Torque Vectoring Brake – targeted, one-sided braking intervention at the inside rear wheel when cornering. This enables the luxury coupé to turn into the bend under precise control with even greater agility.

Onboard infotainment: the most advanced multimedia technology
In line with its serene character and claim to be a technological masterwork, the CL also sets standards where onboard infotainment is concerned. Thus, the Stuttgart automotive manufacturer equips its flagship model with the new SPLITVIEW technology for the COMAND control and display system centrally located in the centre console (standard for the CL 600 in conjunction with Front Seat Entertainment package). This innovative display concept allows the driver and front passenger to view different contents simultaneously on one and the same screen. While the driver, for example, uses the map-based navigation system, the front passenger can be watching a film on DVD.

The standard COMAND control and display system with Bluetooth®, USB and SD card interfaces offers customers the possibility of exporting their stored data to other vehicles and multimedia devices. It is also possible to transfer and update navigation data. In the glove compartment Mercedes-Benz integrates as optional equipment the Media Interface – an interface for mobile audio and video devices – devices such as the iPod® and every other possible customer device.

The optional Navigation package with COMAND APS (standard for the CL 600) features a Europe-wide navigation system whose data are stored on a 40-gigabyte hard disc, enabling extremely rapid route calculation. Another factor contributing to a high level of navigation comfort is the detailed three-dimension map display including updates free of charge for three years. For musical entertainment COMAND APS provides a radio, a CD/DVD player with MP3 function, an equaliser with speed-dependent volume control and the MUSIC REGISTER with a 7.2 gigabyte hard disc which stores around 2500 digital music files in MP3, AAC or WMA format (which can be conveniently transferred to the REGISTER from PC memory cards). The system recognises music files played on CD, DVD or from the MUSIC REGISTER using its stored Gracenote® database, and shows the title, album and performer in the colour display. Another new function, Music Search, enables CL drivers and passengers to search SD memory cards, USB sticks, CDs and DVDs for specific music titles and performers.

The Navigation package also includes the latest-generation LINGUATRONIC voice-operated control system that controls the navigation, telephone and audio devices via whole-word input. Benefit: the driver no longer needs to spell out his commands but simply speaks the corresponding words as whole words when entering the destination or choosing a radio station or a music title from the MUSIC REGISTER, or when calling up a name from the phone book.

The further developed surround sound system with Discrete Logic7® technology developed by Mercedes-Benz together with audio specialists Harman Kardon® delivers an outstanding performance with three-dimensional sound as a natural 360-degree musical experience for all passengers of the CL. Mercedes-Benz offers the surround sound system together with SPLITVIEW and a six-disc DVD changer as part of the Entertainment package (standard for the CL 600).

Interior: carefully selected materials and first-class finish
In the interior, too, Mercedes-Benz developers and designers perfected the CL paying careful attention to detail. A total of four different kinds of fine wood open up the possibilities for perfectly matched material and colour concepts according to personal taste: apart from light and dark high-gloss burr walnut, there is black ash and brown high-gloss poplar (CL 600). Another particularity: in line with the central importance awarded to the concept of sustainability within the Mercedes-Benz corporate philosophy, the CL employs only European wood from renewable forestry sources. Most of the wood parts are hand-made and matched individually for colour and grain by experienced craftsmen.

The seat covers of the new CL are of the most exquisite quality. For this luxury model there are two different kinds of leather available which thanks to their low pre-tensioning and consequent wrinkle effect appear supple and comfortable from the very first glance. There is a choice of five tasteful colour combinations for the vehicle interior: black/black, savannah beige/cashmere beige, sahara beige/black, and the novel combinations alpaca grey/basalt grey and aubergine/black.

The multifunction steering wheel of the CL has also been modified by the Mercedes-Benz designers: the rim and airbag module are lined with soft nappa leather as standard. The new, flatter airbag module also lends a sporty touch to the multifunction steering wheel covered in leather sewn with sophisticated double stitching.

Apart from this, Mercedes-Benz makes more use of light as a styling element in the vehicle interior. In future customers who specify the optional ambient lighting (standard for the CL 600) have a choice between three lighting moods: solar (amber), neutral (white) and polar (ice-blue).

Tradition: an exclusive line of ancestors
The new generation CL continues the great tradition of Mercedes-Benz coupés, which reaches back to the legendary supercharged cars of the 1920s and ’30s. Since the 1950s, in particular, the brand with the three-pointed star has produced an uninterrupted series of exclusive two-door cars which combine sophisticated design with trailblazing technology – every model an automotive classic. The W 188 model series 300 S Coupé which entered series production in 1952 marked the beginning. A contemporary report called it the “measure of what it is possible to achieve in automotive engineering”.

This statement has retained its full validity for all subsequent models, right down to the current CL of model series C 216, because the luxury coupés from Mercedes-Benz featured – apart from their timeless design and the highest level of comfort – trailblazing innovations in automotive technology. Thus it was that in 1961 the 220 SE Coupé was the first series-production Mercedes-Benz to be equipped with disc brakes. In 1995 the Electronic Stability Program ESP® celebrated its world premiere in the S 600 Coupé of model series C 140, and in 1999 the Active Body Control suspension system was introduced for the first time in the CL-Class, model series C 215. With the PRE-SAFE® brake a further technological innovation made its debut in a large Mercedes-Benz coupé. In the new CL generation, two new developments, Active Lane Keeping Assist and the Active Blind Spot Assist, will help prevent accidents or reduce their severity.

The new-generation CL can already be ordered from Mercedes-Benz sales outlets and authorised dealers. The prices:

* CL 500 BlueEFFICIENCY: 118,346 euros
* CL 500 4MATIC BlueEFFICIENCY: 123,463 euros
* CL 600: 162,792 euros

(all prices include 19% VAT)

Source: Daimler AG

The luxury coupé seamlessly continues the Mercedes-Benz coupé tradition. The CL ist he epitome of luxury and a master of performance. These are the perfect foundations for a very special kind of test drive.

Source: Mercedes-Benz.tv

“When you are back on the ground after a trip in the CL Coupé, it’s as if you were awakened from a beautiful dream. Make sure you find a fixed point of orientation – you’ll need it. Because you just returned from a different world. From the world of the CL Coupés.” That’s how the CL brochure from 1999 summed up the essence of the large Coupés.

The C 215 series saw the world through four eyes. The brand’s typical, formally re-interpreted headlamp face, the elongated silhouette and the arched roof line enhanced the dynamism of the two-door model and gave it an out-of-the-ordinary and solitary character.

Extensive safety equipment
The standard equipment of the new large Coupés included, among other things, an extensive safety package with front and side airbags on the front seats, window bags, the Electronic Stability Program ESP®, acceleration skid control (ASR), anti-lock braking system (ABS), Brake Assist (BAS), novel bi-xenon headlamps with wash/wipe system and the PARKTRONIC system. The top-of-the-range position of this Coupé was confirmed by equipment such as the multi-function steering wheel, adjustable steering column, five-speed automatic with one-touch gearshifting, TEMPOMAT cruise control with variable speed control SPEEDTRONIC, automatic climate control with activated charcoal filter, electrically adjustable leather-covered seats with memory function, Mercedes-Benz Audio 30 radio, leather trim on dashboard and doors and fine wood trim.

The list of options included an electronic tire pressure control system, the dynamic navigation system DynAPS, the chip-card-controlled Keyless-Go driver authorization system and active seat ventilation. On the top model, the CL 600, the operating and control system COMAND, a car phone, a Bose sound system, upholstery covered with exclusive nappa leather and a roof lining made of soft Ultrasuede underlined the special class of this car.

At the time of its launch, the new large Mercedes-Benz Coupé featured a world first: the novel Active Body Control (ABC) suspension system which afforded an unprecedented optimum of sporty dynamism and comfort. On the basis of sensor signals and using special hydraulic cylinders on the axles, ABC almost completely compensates for roll and pitch motions of the bodywork when starting off, cornering or braking. “At the wheel of the CL, it’s like driving two different cars both at the same time: a sports car and a luxury limousine,” the CL brochure from 1999 summarized the system’s advantages.

Power and comfort in abundance: new twelve-cylinder engine
The powerful appearance of the CL was matched by the engines which were offered by Mercedes-Benz for the Coupé. The top model, the CL 600, boasted a newly developed, smooth-running twelve-cylinder engine which generated 270 kW and a torque of 530 Newton metres. Lightweight design, three-valve technology, double ignition with AC voltage ignition system and ionic-current diagnosis, automatic cylinder shut-off (which reduces fuel consumption under part-load), six catalytic converters and eight oxygen sensors – these are just a few examples of the sophisticated technical equipment of this ultra-modern unit. The CL 500 was powered by a V8 engine with 225 kW and optionally available with automatic cylinder shut-off.

Exemplary aerodynamic efficiency (Cd value of 0.28), systematic lightweight design and a new dimensional concept were additional hallmarks of the Mercedes-Benz CL. A modern hybrid concept, permitting the use of different lightweight materials such as aluminium, magnesium, steel and plastic, went a long way towards reducing the weight by up to 340 kilograms as compared to the predecessor.

A very special model was the CL 55 AMG F1 Limited Edition, available from the fall of 2000 in a limited edition of 55 units and fitted with decidedly exclusive appointments. It carried a proud price tag of 330,000 Deutschmarks (approx. 168,500 euros), and it was modelled on the CL 55 AMG Safety Car used in Formula One. The latter’s small-series counterpart was the world’s first road-going car with a particularly powerful brake system with internally ventilated brake discs made of fibre-reinforced ceramics. These brakes stand out for a highly sensitive response, extreme thermal stability, continuous-load capability and a longer service life. In an emergency braking manoeuvre from top speed, a braking power of approx. 1475 kW is generated.
The CL 55 AMG “F1 Limited Edition” was powered by a 5.5-litre V8 engine with 265 kW. Among other things, the interior featured distinctively sporty front seats with optimized lateral support, an AMG sports steering wheel with perforated leather cover, carbon-fibre trim – and an “F1 Limited Edition” logo with consecutive numbering on the centre console.

The CL 63 AMG was the new top model of the series from the Frankfurt International Motor Show in 2001. The figure 63 reminded connoisseurs of the brand of the legendary Mercedes-Benz 300 SEL 6.3. The advanced engine of the CL 63 AMG developed 326 kW.

Exclusive world first: natural-stone trim
From the spring of 2001, buyers of the CL from the C 215 series were the first to be able to order natural-stone trim for the interior. In a special patented process, wafer-thin granite panels (0.6 – 0.8 millimetres thick) were produced before being specially formed and applied to centre console, interior door cladding, steering wheel rim and selector lever. This exclusive trim was made available by the individualized designo program.

In 2002, the large Coupés were refined and given a modified front end with a modern clear-lens design and a revised front bumper. The exterior-mirror housings were fitted with surround lighting which illuminates the ground next to the car and is switched on automatically when the doors are opened or when the central locking system is actuated by remote control. The rear end was equally discreetly revised.

V12 engine with biturbo charging
In 2002, biturbo charging was added to the V12 engine of the CL 600, and supporting measures were taken to boost output to 368 kW and the maximum torque to 800 Newton metres upwards of 1800/min at a charge pressure of one bar – amounting to 36 percent higher output and as much as 51 percent higher torque than on the previous twelve-cylinder unit. The car accelerated from standstill to 100 km/h in 4.8 seconds; top speed was electronically limited to 250 km/h. Despite this impressive performance, the engine complied with the European EURO IV norm which did not come into force before 2005.

In the fall of 2002, a supercharged V8 engine with a displacement of 5.5 litres and developed by Mercedes-AMG set out to work in the CL 55 AMG. Like the twelve-cylinder unit, it developed 368 kW but was clearly sportier in its character. A five-speed automatic transmission with gearshift on the steering wheel went a long way towards ensuring a dynamic motoring experience.

Apart from a certain amount of retouching, the CL 500 remained within the range without any modifications. The Active Body Control (ABC) was revised for all variants: in the updated version, the car’s total weight at any point in time was additionally recorded and included in the computations of the active suspension control system. As a result, handling and ride became largely independent of the load.

Within the framework of model refinement, the safety package became even more sophisticated, among other things by the addition of so-called up-front sensors in the front end of the bodywork, which, in the event of a crash, recognize the severity of the impact at an early stage and trigger the front-passenger airbag in two stages, according to the situation. What’s more, the belt tensioners are activated even earlier thanks to these sensors. Another new feature was the automatic two-stage classification of the front passenger’s weight by means of special sheeting in the seat upholstery. As a result, the front-passenger airbag is triggered in two stages – in accordance not only with the accident severity but also with the occupant’s weight.

Performance was raised once again in 2003 – with the CL 65 AMG which generated 450 kW and made torque of 1000 Newton metres available at engine speeds between 2000/min and 4000/min.
All this sounds like the perfect car – and it is certainly true that the C 215 series came close to the ideal. There is always room for improvement, however, as demonstrated by the completely newly developed C 216 series launched in June 2006. Of the C 215 series, 47,984 Coupés had been sold by 2006.

The 215 series as seen by the press
Auto, Motor und Sport, Germany, issue no. 23/1999, on the Mercedes-Benz
CL 600: “The special fascination of the CL 600 lies in the unique effortlessness of driving, and the new 5.8-litre V12 engine is a perfect match in this respect. The composure with which its 367 hp produce virtually every desired speed instantly but highly discreetly is awfully impressive, and, besides, also answers the question as to such an engine’s right to exist. The five-speed automatic, which interacts with the V12 in rarely encountered perfection, also deserves praise.”

Frankfurter Allgemeine Zeitung, Germany, 5 October 1999, on the Mercedes-Benz
CL 600: “The new CL, an impressive four-seater, is without doubt a highpoint in the brand’s design history – with its four-eyed front, bonnet remodelled around the headlamps, side lines rising steeply towards the rear and spoiler-like bootlid edge protruding over the triangular tail lights. It not only looks lighter and more dynamic than its predecessor, it really is.”

Road & Track, USA, November 2000, on the Mercedes-Benz CL 55 AMG: “The CL 55’s progress proved effortless and serene, even at Autobahn pace (where one is obliged, after all, to keep to the fast lane and set a good AMG example.”

Source: Daimler AG

Developing 604 horsepower, the AMG limited-production V12 models can accelerate from zero to 60 miles per hour in a breathtaking 4.2 seconds, with impressive power all the way to their electronically-limited 186 mph top speeds. Perhaps more important in everyday driving than sheer horsepower is the twin-turbo’s enormous torque of 738 lb.-ft., available from 2,000 all the way to 4,000 rpm.

A Major Boost for Mercedes V12 Power
The standard 5,439-cc Mercedes-Benz V12 engine has been enlarged by installing a special crankshaft that increases the piston stroke from 87 to 93 millimeters. With larger heat-resistant forged pistons as well (up from 80 to 82.6 mm), the AMG 12-cylinder displaces 5,980 cubic centimeters, or about 365 cubic inches. To provide more fuel and air for the larger engine, revised AMG camshafts provide higher intake valve lift and longer opening duration, and fuel injectors with larger openings are used in conjunction with higher fuel pressure – 3.8 bar or 54 pounds per square inch. Larger turbochargers push more air into the engine, with boost set at 1.5 bar or 22 psi.

Hot V12 Engine Stays Cool
Air that’s pressurized by the turbochargers gets hot as a result, so it’s circulated through a special water-cooled intercooler before entering the engine. A dedicated radiator for the intercooler is 70 percent larger than on the standard v12, resulting in intake air temperatures that run about 25 percent cooler than the standard engine. This denser intake air plays a major role in increasing the engine’s horsepower and torque. All the additional power means a lot more heat, so new oil jets in the aluminum block spray more oil onto the underside of each piston. With a larger oil pump, a larger oil cooler circulates more cooling oil throughout the engine.

One Man, One Engine – Individual Hand Craftsmanship
Each new AMG engine is hand-assembled one at a time by an expert technician at Mercedes-AMG in Affalterbach, Germany. Mercedes-AMG follows a philosophy of “one man, one engine,” which means that a single technician – identified by the signature plate affixed to the engine – is responsible for the complete assembly of an AMG high-performance engine from start to finish. With the utmost care, the craftsman installs each and every part – from the crankshaft, connecting rods and pistons to the intake system, wiring harness and oil fill-up. Each engine is bench-tested to ensure consistent quality and maximum performance.

Source: Daimler AG

The new V8 engine hast wo turbochargers with a top performance of 420 kW. Fitted as standard are the spray-guided direct petrol injection and start stop function, this way the CL 63 AMG represents motoring refinement at the highest level.

Source: Mercedes-Benz.tv

The brochure of 1992 had this to say: “The new SEC Coupés are under the obligation of continuing a long-standing and successful tradition – a tradition of exclusiveness which is based on rarity and an out-of-the-ordinary character of form. The Mercedes-Benz Coupés have been writing design history since the end of the 1920s.”

Initially two versions were offered: the 500 SEC with a V8 engine (235 kW) and the 600 SEC with a V12 engine (290 kW). Their engines and most of the engineering were identical with the corresponding Saloons from the 140 series. Both were the top-of-the-range models from Mercedes-Benz – supplied with numerous extras ex factory. In stylistic terms, however, they were clearly more independent than their predecessors from the C 126 series. “With the renunciation of everything superfluous, and with its clean, smooth lines, the S-Class Coupé proves that dynamism can do without ostentatious sportiness,” the brochure from the year 1993 said.

New model designations for all model series
Analogous to the other passenger car models from Mercedes-Benz, new model designations were introduced for the large Coupés in June 1993 as well, and the 600 SEC, for instance, was renamed S 600 Coupé. From then on, the model plate on the trunk lid only revealed the displacement and the class of car, but no longer the type of bodywork – which was obvious anyway.

At the Geneva Motor Show in March 1994, two years after their European premiere, the Coupé family was extended by the addition of the S 420 Coupé which served as a more favourably priced entry-level model and, like its four-door counterpart from the Saloon series, was powered by a 4.2-litre four-valve V8 engine which developed 205 kW.

Two major technical innovations were available in the S 600 Coupé for the first time: in May 1995, a completely newly developed five-speed automatic transmission with slip-controlled torque converter lock-up clutch and electronic control was introduced which went a long way towards reducing fuel consumption. Improvements were also achieved with respect to weight and dimensions in that the new automatic transmission was clearly lighter and more compact than comparable transmissions with five gear stages and could also be produced more economically as the number of individual components was reduced by almost 40 percent. Another innovation of even greater significance was introduced at the same time: the Electronic Stability Program ESP® which supports the driver in the case of driving faults in that it counteracts instability through selective brake intervention, controlled by sensors, and thus contributes to safety.
From September 1995, the electronically controlled automatic transmission was also installed in the eight-cylinder Coupés; at the same time, the ESP® became optionally available for both models.

In June 1996, the model designations of the Coupés were changed again. The series was now called CL – and this was no end in itself but was to indicate that the large Coupés adopted a pacemaker function for the entire Coupé family. At the same time, the CL Coupés also presented themselves in stylistically discreetly modified form: the externally distinguishing features were the revised bumpers with integrated sensors for the PARKTRONIC ultrasonic parking aid which was included in the standard specifications and replaced the previous guide rods on the rear fenders. Other remarkable innovations were xenon headlamps with dynamic headlamp range adjustment, Tempomat cruise control operating down to 30 km/h, side airbags as standard and a seat occupancy recognition sensor for the front passenger’s seat.

Matured in this way, production of the CL models was discontinued in September 1998, almost precisely six years after the start of series production. Overall, 26,022 Coupés from the C 140 series had been built at the Sindelfingen plant.

The 140 series in the press
Auto, Motor und Sport, issue no. 3/1993, after a test comparing the Mercedes-Benz
600 SEC with the BMW 850 CSi and the Jaguar XJR-S: “The Mercedes may not be the king of the road but is the uncontested master in terms of ride comfort. Optimum levels of noise suppression, seat comfort and climate control add up to a standard of comfort which is far above that of the two twelve-cylinder competitors.”

Frankfurter Allgemeine Zeitung, Germany, 16 March 1993, on the Mercedes-Benz
600 SEC: “It is hard to imagine a quieter ride, even at high speed the wind merely whistles a quiet tune. Forceful acceleration is required if you want to hear the engine – and with such regal power at one’s disposal that occurs when most others have already given up.”

Road & Track, USA, April 1993, on the Mercedes-Benz 600 SEC: “Fit for a king (and fetching a princely sum), this S-Class Coupé is just what someone like, say, Ludwig II would drive, were he alive today. You see, the 600 SEC is a Mad King kind of automobile, a mechanical metaphor for Ludwig’s castles, Neuschwanstein, Linderhof and Herrenchiemsee. Now it would be a cheap shot to suggest that this Merc is as large as a palace, so let’s just say it’s as opulent, as distinctively styled, as inventively engineered and as comfortable as one of Ludwig’s edifices. And, unlike a castle, the 600 SEC is mobile – and fast.”

Source: Daimler AG

The AMG 5.5-litre V8 biturbo engine with a peak output of up to 420 kW (571 hp) and a torque of up to 900 Nm, in combination with the unique AMG SPEEDSHIFT MCT 7-speed sports transmission, contributes towards a considerable increase in driving dynamics, while at the same time guaranteeing a respectable reduction in consumption and emissions. With a fuel consumption of 10.5 litres per 100 kilometres (NEDC combined), the new high-performance coupé not only undercuts its direct competitors – it is also 27 percent more economical in terms of its fuel consumption than the previous model with naturally aspirated V8 engine.

The new CL 63 AMG marks the start of a new chapter in the “AMG Performance 2015″ drive strategy: Mercedes-AMG is continuing this impressive story and is meeting its promise to continuously reduce both the fuel consumption and emissions of new models with the new engine/transmission combination – while reaching new heights with the central AMG brand value of “performance”.

According to Ola Källenius, head of Mercedes-AMG GmbH: “We are heading into a new era with the CL 63 AMG: for the first time we have combined spray-guided direct petrol injection with biturbocharging and the stop/start system. Together with the AMG SPEEDSHIFT MCT 7-speed sports transmission, we have reduced both fuel consumption and emissions significantly – while at the same time increasing output and torque.”
Together with the AMG SPEEDSHIFT MCT 7-speed sports transmission, the new AMG 5.5-litre V8 biturbo engine will play a significant role in the Mercedes-AMG model strategy over the coming year. The new engine/transmission combination marks a further milestone in the successful history of Mercedes-AMG, which began back in 1967.

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Direct petrol injection and twin turbocharging
Designated internally as the M157, the new V8 engine is a prime example of efficiency and features a whole host of impressive technological highlights: for the first time Mercedes-AMG is taking advantage of direct petrol injection with spray-guided combustion and piezo injectors. This technology enables improved fuel economy thanks to higher thermodynamic efficiency, which in turns leads to lower exhaust emissions. AMG has combined the spray-guided combustion with biturbocharging. Other highlights of the innovative, original eight-cylinder engine from Affalterbach include full aluminium crankcase, four-valve technology with variable intake valve timing, air/water charge air cooling, generator management and also standard start/stop function. Compared with the AMG 6.3-litre naturally aspirated V8 engine with a displacement of 6208 cc, the new AMG 5.5-litre V8 biturbo engine achieves all this with a displacement of 5461 cc.

This high-tech package leads to a high output and torque yield, together with fuel consumption figures that are unrivalled in the competitive lineup. The AMG 5.5‑litre V8 biturbo engine develops a peak output of 400 kW (544 hp) and maximum torque of 800 Nm. In conjunction with the AMG Performance package these figures are increased to 420 kW (571 hp) and 900 Nm. A look at the performance diagrams shows that no other engine in this output class achieves the figures delivered by the new AMG biturbo. The major difference between the two performance classes is an increase in the maximum charge pressure from 1.0 to 1.3 bar. In addition, the engine cover of the CL 63 AMG with the AMG Performance package comes with high-quality carbon-fibre applications.

Quantum leap: fuel consumption reduced by 25 percent
With an NEDC fuel consumption of 10.5 litres per 100 kilometres, the new CL 63 AMG is 3.9 litres more economical than the previous model powered by the naturally aspirated AMG 6.3-litre V8 – despite an increase in maximum power of 14 kW(19 hp) and 34 kW (46 hp) respectively, and in torque of 170 and 270 Nm. Engine specialists consider this achieved fuel saving of more than 25 percent to be nothing less than a quantum leap. CO2 emissions have likewise been significantly reduced: at 244 grams per kilometre, the figure is 29 percent lower than for the previous model. Both performance variants have identical fuel consumption and CO2 figures.

With figures like these, the new CL 63 AMG is not only considerably better than all its competitors, but also more fuel-efficient than much less powerful cars in this segment.

Sports car-level performance
At the same time the CL 63 AMG delivers superior performance at sports car level: the Coupé accelerates from zero to 100 km/h in 4.5 seconds, and has an electronically limited top speed of 250 km/h. The 100 km/h mark is reached in just 4.4 seconds with the AMG Performance package, with the top speed increased to an electronically limited 300 km/h.

It is not only the unrivalled torque delivery of this turbocharged eight-cylinder that makes the heart beat faster, as the agile responsiveness with no irritating charger delay also leads to an effortlessness and dynamism previously unknown in this output class. All perfectly matched by the characteristic and powerful, sonorous engine note. Moreover, this AMG high-performance engine naturally meets all the requirements with respect to smooth, quiet running and the comfort on long journeys that is to be expected of a Mercedes.

AMG SPEEDSHIFT MCT 7-speed sports transmission
Power is transferred by the AMG SPEEDSHIFT MCT 7-speed sports transmission used exclusively by AMG. It combines high emotional appeal with outstanding driving dynamics and a high level of efficiency. A wet start-up clutch replaces a conventional torque converter, and helps to save fuel. The exemplary fuel economy is also in large measure due to the standard stop/start function. This system is active in the transmission’s Controlled Efficiency (“C”) mode, and switches the eight-cylinder engine off when the car comes to a stop. In “C” mode the coupé always starts off in second gear, and the transmission shifts to the next, higher gears at a decidedly early stage. With its high torque at low engine speeds, the V8 engine encourages a smooth, effortless driving style.

The eight-cylinder biturbo engine also features a generator management system: whenever the engine is on the overrun or when braking, kinetic energy is used to charge the battery rather than being wasted as heat in the usual way. In all other operating modes a combination of onboard network and generator management
enables the generator to be kept at a low voltage. This reduces the load on the engine and makes for fuel savings of around 0.15 litre per 100 kilometres according to the NEDC standard, and up to 0.2 litre per 100 km in city traffic with its frequent overrun and braking phases.

Engine production – tradition of hand-built excellence
Like all other AMG engines, the new eight-cylinder biturbo is assembled by hand in the AMG engine shop taken into commission in 2002. Highly-qualified technicians assemble the M157 according to the “one man, one engine” philosophy, maintaining the very strictest quality standards. This painstaking care is attested to by the signature on the characteristic AMG engine plate.

New AMG triple-spoke light-alloy wheels
In visual terms, the new CL 63 AMG has an even more athletic, confident appearance. The bonnet, headlamps, radiator grille, bicolour tail lamps and the newly designed AMG bodystyling all add more dynamism. The “V8 Biturbo” lettering on the mudguards points to the new powertrain. Also featuring a new look are theAMG triple-spoke light-alloy wheels, painted in titanium grey and with a high-sheen finish, and fitted with 255/40 and 275/40 R 19 tyres. New in the interior are the AMG sports steering wheel with silver-coloured aluminium shift paddles and specially shaped grip area covered with perforated nappa leather, as well as the “AMG V8 Biturbo” start screen in the AMG instrument cluster. As a new optional extra, SPLITVIEW is also available for the COMAND multimedia system.

Direct-Steer system, Torque Vectoring Brake and crosswind stabilisation
With immediate effect, standard equipment on the CL 63 AMG now includes the Direct-Steer system, Torque Vectoring Brake and crosswind stabilisation. With its variable ratio depending on steering angle, the Direct-Steer system helps to ensure a more direct response when cornering, and therefore more responsive handling – in brief: enhanced driving pleasure at the wheel of the Mercedes-AMG CL-Class. Thanks to brief direct application of the brakes on the vehicle’s inner rear wheel when cornering, the Torque Vectoring Brake, meanwhile, helps to ensure that the V8 coupé corners precisely and under control at all times. The Torque Vectoring Brake is an additional feature of the Electronic Stability Program ESP and not only noticeably improves responsiveness but also active handling safety in critical conditions.

The AMG sports suspension based on Active Body Control (ABC) now also provides crosswind stabilisation as an additional function: thanks to this feature, influences caused by crosswinds are compensated for, or – in the case of strong gusts – reduced to a minimum. ABC compensates against the effect of crosswinds by adjusting the wheel load distribution within milliseconds, using the yaw-rate and lateral acceleration sensors of the ESP.

Based on the ADAPTIVE BRAKE system with large compound brake discs all round, the AMG high-performance braking system continues to set the benchmark for stopping power, sensitivity and fade resistance.

A unique combination of driver-assistance systems
The unique combination of innovative camera and radar-based driver-assistance systems has been enhanced even further with immediate effect with a view to perfecting the vehicle’s active and passive safety. New optional extras now available for the CL 63 AMG include Active Lane Keeping Assist and Active Blind-Spot Assist. Active Lane Keeping Assist comes into play when the CL 63 AMG unintentionally strays over a solid line on the right or left of a lane or on the outside of a bend. In such cases the Electronic Stability Program ESP® applies the brakes to the wheels on the opposite side of the vehicle to prevent it from
unintentionally straying from its lane.

Also new is the Active Blind Spot Assist, which warns the driver by displaying a red warning in the glass of the relevant exterior mirror when it detects that changing lanes would be too dangerous. If the driver ignores the warning signal and a vehicle in an adjacent lane comes too close, the ESP takes corrective action by applying the brakes to the wheels on the opposite side of the vehicle.

Individualisation thanks to AMG Performance Studio and designo
New optional extras from the AMG Performance Studio as well as designo enable the vehicle’s individuality to be enhanced even further.

The exclusive optional extras from the AMG Performance Studio at a glance:

* AMG Performance package: increase in maximum power of 20 kW (27 hp) and maximum torque of 100 Nm, genuine carbon fibre AMG engine cover
* AMG double-spoke forged wheels, painted in titanium grey with a mirror finish and fitted with 255/35 R 20 (front) and 275/30 R 20 (rear) tyres
* AMG double-spoke forged wheels, painted in black with a mirror finish and fitted with 255/35 R 20 (front) and 275/35 R 20 (rear) tyres
* AMG Exterior Carbon package
* AMG performance steering wheel in leather/Alcantara
* AMG carbon-fibre trim elements

The wide range of designo products includes exclusive paint finishes, leather upholstery, trim elements and steering wheels – as well as the designo Selection, a very special high-end equipment package.

The new CL 63 AMG will celebrate its market launch in September 2010. The vehicle will have a sales price of 135,100 euros (excl. VAT)/160,769 euros (incl. 19% VAT). The AMG Performance package costs 7900 euros (excl. VAT)/9401 euros (incl. 19% VAT).

Top-of-the-range CL-Class models from Mercedes-AMG appeal to customers worldwide
Exclusivity and dynamism, individuality and high tech: both the CL 63 AMG and the top-of-the-line V12 model, the CL 65 AMG, embody all of these characteristics. Since their market launch in 2007, the CL-Class models from AMG have won the hearts of more than 6,000 customers around the world – making the high-performance Coupés the leaders in their segment. The twelve-cylinder CL 65 AMG model now produces 463 kW (630 hp) and will also be celebrating its market launch in September. The vehicle has a sales price of 191,450 euros (excl. VAT)/227,825.50 euros (incl. 19% VAT).

Source: Daimler AG

Its sporty character does not mean that the car has to do without comfort and safety. On the contrary, its sporty attributes combine with all those qualities which distinguish every Mercedes. The new Coupé is a car in which you can cover part of your path of life in the most sophisticated style.”

At the Frankfurt International Motor Show in September 1981, Daimler-Benz presented the 380 SEC and 500 SEC Coupés. The new generation of Coupés was again based on the S-Class Saloon rather than an SL as in the case of the SLC models. A six-cylinder-engined version analogous to the 280 SLC was no longer available. The V8 engines – already introduced in the Saloon and SLC models – had been thoroughly revised as part of the “Mercedes-Benz Energy Concept” with the aim of reducing both fuel consumption and pollutant emissions.

The list of improvements included a rise in the compression ratio, camshafts with modified valve timing, air-bathed injection valves and electronic idle speed control. Due to the modified camshaft tuning, the maximum torque was now reached at lower engine speeds and, in the case of the 3.8-litre engine, even raised. The latter engine had been modified particularly thoroughly: to achieve a more favourable volume-to-surface ratio, the bore had been reduced and the stroke increased. As a result, the modified 3.8-litre V8 had a slightly larger displacement. In the case of both eight-cylinder engines, substantially improved economy was achieved at the expense of slight reductions in performance. The rear axle ratio was adapted to the changed characteristics of both engines. The sum-total of all modifications clearly reduced the fuel consumption of the SEC Coupés as compared to their predecessor models.

Sophisticated suspension for enhanced comfort and safety
With the exception of detail modifications, the suspension was identical with the basic Saloons. Like the latter, the Coupés were equipped with a double-wishbone front axle and a semi-trailing arm rear axle with anti-squat control. For the first time, the SEC Coupés featured floating-calliper disc brakes on the front wheels, permitting the use of larger brake discs as well as the location of the brake cylinders on the inside of the wheels where they were cooled more effectively.

The frame/floor unit was also taken from the Saloon, albeit shortened by 85 millimetres. The wheelbase was thus 30 millimetres longer than on the predecessor series and the passenger compartment appreciably more spacious. The bodywork was designed on the basis of the latest findings in safety research – supported by expedient measures which had already been applied in the Saloons: to compensate for the non-existing central pillars, the roof frame structure was improved and the A-pillars were strengthened with welded-in high-strength tubing. As a result, the Coupés lived up to the same high safety standard as the S-Class Saloons. An interesting equipment detail were the electrically operated belt feeders which formed part of the standard specifications of the SEC models and had the task of moving the seat belt into the field of vision and thus within easy reach of the driver and front passenger. In addition, an airbag for the driver and a belt tensioner for the front passenger were optionally available.

Discreet facelift and new engines
Four years after the presentation of the SEC Coupés, both the S-Class Saloons and the Coupés were extensively refined and introduced at the Frankfurt International Motor Show in September 1985. Apart from a discreet retouching of the exterior – primarily of the bumpers, the protective side strips and the wheels – the engine range was restructured.

A new engine in the range was a V8 with a displacement of 4.2 litres, created by drilling out the 3.8-litre unit and replacing the latter not only in the SEC Coupé but also in the S-Class Saloon and in the SL. The five-litre engine was equally modified and equipped with electronic ignition and an electronically/mechanically controlled KE-Jetronic injection system from Bosch to develop an output of 180 kW.

The most spectacular novelty in the engine range was a 5.6-litre eight-cylinder which had been developed from the five-litre V8 whose stroke had been lengthened to give the car an output of 200 kW. A version with an even higher compression ratio was optionally available and generated a proud 221 kW, but could not be combined with a closed-loop emission control system. However, even without a catalytic converter, this so-called ECE version complied with the emission limits specified by the European Economic Commission (ECE). At the time of their launch, the 560 SEC and 560 SEL with this engine were the most powerful Mercedes-Benz production cars built until then.

Catalytic converter optionally available
For all variants of the revised engine range – with the exception of the ECE versions of the 560 SEC and 560 SEL models – a closed-loop emission control system with three-way catalytic converter was optionally available. The standard version was prepared for the retrofitting of a catalytic converter, meaning that the car was supplied without a catalytic converter and oxygen sensor but with a multi-functional mixture formation and ignition system. A closed-loop catalytic converter could be retrofitted at any time and without a problem. This solution gave the customer the greatest possible flexibility in determining the point in time for the conversion – a major advantage in view of the fact that unleaded fuel was not yet available throughout Europe. From September 1986, the closed-loop catalytic converter formed part of the standard specifications of all Mercedes-Benz passenger cars with gasoline engines; the versions for retrofitting remained optionally available until August 1989 – at a correspondingly reduced price.

The chassis of the refined models had not been modified to any major extent. However, the rear-axle design had been modified in several details in order to improve ride comfort and the smooth running characteristics still further. Apart from that, all Coupés and Saloons from the 126 series were now equipped with 38.1 cm wheels and correspondingly larger brakes. The styling of the optionally available light-alloy wheels, which were standard only on the 560 SEC and 560 SEL, was updated and adapted to that on the compact and mid-sized series.

Functional design
The remaining stylistic modifications on the improved models of the 126 series were made not only for the purpose of updating the design but also for substantial technical reasons. With front aprons extending far downwards, lift forces were further reduced, and the air outflow at the rear improved. It was thus possible to increase road-holding stability at high speeds still further – an aspect that was significant especially in view of the performance of the new 560 SEC and 560 SEL top models.

The protective side strips were smooth-surfaced now rather than being ribbed as before; like the bumpers, they extended further downwards and featured additional frame side member cladding. As the 5.6-litre models differed from their less powerful sister models in that they were fitted as standard with wide tires in size 215/65 VR 15, the front apron and the fender beading were modified in their shape to ensure the required lateral clearance for the front wheels.

In September 1987, more powerful versions of all V8 engines were introduced. The compression ratio of all units was raised to 1:10, and additional measures were taken to boost the output by six to ten percent, depending on the model. The boosting effect was even more substantial for the engines with catalytic converters; by optimizing the emission control system, the engineers had succeeded in significantly reducing the losses in output caused by the catalytic converter. The ECE version of the 5.6-litre V8 was omitted after the retrofitting variant had been upgraded to generate 221 kW.

In September/October 1991, almost ten years after the market launch of the SEC Coupés, production was discontinued. The total volume of 74,060 units built gives an impression of the model family’s high popularity. Clearly the rarest version was the 420 SEC with just 3,680 units.

The C 126 series in the press
Auto, Motor und Sport, Germany, issue no. 26/1981, on the C 126 series: “The feeling of space and the clear layout in the new Coupé are quite outstanding, especially in a comparison with the direct predecessor, the SLC. No less impressive is the handling of the car which weighs as much as 1,634 kilograms and is almost five metres long. The SEC handles like a dynamic mid-sized car and can be controlled most easily thanks to its precise power steering.”

Road & Track, USA, April 1982,on the Mercedes-Benz 380 SEC: “The new Mercedes coupe is a stylish personal car that does so many things so very well. It has much of the performance and road manner of a lusty GT car, the elegance and plushness of a limousine, and the prestige of the 3-pointed star (missing from the hood as an upright ornament, but found there as an emblem). Critics by question the price, but the excellence is indisputable.”

Road & Track, USA, September 1985, after a speed test with the Mercedes-Benz
500 SEC: “You’ve got to be fairly strong to keep this throttle glued to the floor all the time; it’s pretty heavy. The car is incredibly quiet at maximum speed. It’s very comfortable and the steering is dead positive, only needing a bit of correction coming into the quartering wind along the straight. […] The seats are firm but comfortable in the Germanic fashion. It feels like a large car, which it is, but nevertheless goes fairly quickly, and, again, the lack of noise is remarkable.”

Source: Daimler AG

Karl Wilfert, then the head of Body Design in Sindelfingen, developed – pretty much on his own authority – a Coupé based on the R 107 and presented it one day to the Board of Management as a “rough draft”. Rejected at first, Wilfert managed to push through his idea of a sports Coupé with the tenacity which was so characteristic of him.

And so six months after its premiere the SL Roadster was followed in October 1971 by a comfortable four-seater Sports Coupé, the 350 SLC, whose unconventional lines also found it many friends around the world in the course of the years. The series was given the internal designation C 107.

The open-top vehicles of the SL series as a basis
The technical basis was the SL series R 107. This touring sports car was a powerful, self-confident and representational open-top vehicle, which had additionally been equipped with an equally successful detachable Coupé roof by its designers. In addition to elegance and safety, the body also exuded safety, since the two-seater’s crash behaviour was already well ahead of its time.

The decision to manufacture the R 107 series (“R” as in Roadster instead of “W” as in Wagen = car) was taken by the Board of Management after intensive debates on 18 June 1968. At dispute was whether there should be a Targa-roof version, i.e., one with a removable roof panel, instead of the fabric-topped variant, because owing to higher safety standards alarming news was to be heard from the USA regarding the licensing of open-top cars. The head of development at the time, Hans Scherenberg, pushed through the decision to go ahead with an open-top two-seater with a fabric roof and an additional removable hardtop.

Up to the windscreen its appearance matches that of the open-top variant; behind the windscreen the overall height and length grows. A flat roof spans the four-seater passenger compartment in a gentle curve, going over into a large and very steep rear window that arches in two directions. The boot lid is slightly convex in shape, unlike that of the SL.

In the side view the length of the Coupé is documented, firstly, by the 360 millimetre longer wheelbase (2820 millimetres versus 2460), secondly by the line of the side windows. Without awkward B-pillars they are completely retractable, as is usual in a Mercedes-Benz Coupé. The SLC’s coefficient of drag is better than that of the SL so that the Coupé attains the same performance despite an added weight of some
50 kilograms.

A particularly noteworthy fact is that it fully lived up to its classification as a “Sports Coupé”, gaining wins for Mercedes-Benz in many rallies and long-distance races.

Safety as a matter of course
Béla Barényi’s safety concept with front and rear crumple zones and a rigid passenger cell found expression in the 107 series in a further developed form. The backbone of the R 107 series is not simply a shortened and reinforced Saloon floor assembly, as in the predecessor, but an independent frame-floor unit with a closed transmission tunnel and box-shaped cross and longitudinal members which featured differing sheet metal thicknesses and a resultant carefully defined crumple pattern.

The SL definitely had to be an open-top car, and that being the case the only protection in a possible roll-over would be provided by the A-pillar plus windscreen. They were thoroughly redesigned and had 50 percent more strength to show than in the previously built version. In addition, to enhance its strength the windscreen was bonded into the frame. This resulted in a remarkable power of resistance in the roof-drop test with the result that the open-top car could be licensed for the USA even without a Targa bar. The SLC Coupé also benefited from this design.

In the interior the hard dashboard made way for an ingenious sheet-steel design that yields on impact both in the top section and the knee area and is foam-padded. The switches and levers were recessed. Another new feature: the four-spoke steering wheel based on the latest findings of accident researchers. The proven impact absorber was still in place, but the steering-wheel rim, spokes, padded boss and hub were covered with polyurethane foam. As further safety feature the fuel tank was no longer installed in the rear end but above the rear axle, protected against collision. The anti-lock braking system ABS was available from March 1980.

Characterful Coupé with innovative details
Like the Roadster, the Coupé met with a very favourable response. Its distinctive front end with the dominant SL face, the wide-band headlamps and grooved indicator covers had a powerful aura; the lines of the low silhouette were harmonious. The wide-band tail lights with their ribbed surface not only were largely insensitive to soiling, but additionally gave the rear end a touch of vigour.

A number of details underscored the car’s safety aspirations. The seats were available from the start with head restraints, and seat belts also were included. Physical well-being and driver-fitness safety were served by the heating system with its very spontaneous response, supported by new air ducting at the doors. Newly developed wind-deflecting mouldings on the A-pillars, which also served to channel off mud-laden water in the rain, and dirt-repelling covers on the exterior mirrors enabled good visibility. They kept the side windows clean even in inclement weather. The windscreen wipers arranged closely to each other in the centre of the car swept a respectable 70 percent of the windscreen area, were always optimally positioned in the flow of air and did not lift off even at higher speeds.

Varied range of engines
On account of its shorter production period and the fact that the 450 SLC 5.0 was only available as a Coupé, the range of engines in the C 107 series was different to that of the R 107 series. The eight-cylinder models were led by the 350 SL (1971 to 1980), whose 3.5-litre engine (M 116) already was known from the W 108, W 109 and W 111 series. The 147 kW which it delivered at 5800 rpm helped the SL, which tipped the scales at around 1600 kilograms, to clock nine seconds for 0 to 100 km/h with a top speed of 210 km/h.
Then in 1972 Mercedes-Benz launched the 450 SLC, whose engine (M 117) developed an output of 165 kW at 5000 rpm. Top speed was 215 km/h, and it needed 8.8 seconds to go from 0 to 100 km/h. Like the 450 SL, the 450 SLC was destined exclusively for export to North America prior to March 1973; after that Mercedes-Benz included them in the general sales range.

In July 1974 the SL model range was extended: as a consequence of the oil crisis of 1973, the SL and SLC now were available as models 280 SL and 280 SLC with the 2.8-litre M 110 engine. It developed 136 kW at 6000 rpm and had proven its reliability in the two years before in the “Stroke Eight” series W 114/115 and in the 116-series S-Class. Both models had identical performance: the top speed was 205 km/h; sprinting from 0 to 100 km/h in 10.1 seconds was possible.

So three SLC engine variants were now available. Only the attentive observer could distinguish between the three variants: The 280 SL could be recognised by its narrower tyres in comparison to the 350 SLC and the 450 SLC. In addition, the 450 SLC featured an inconspicuous front spoiler which was attached to the rear lower end of the front apron and distinctly increased the radiator’s air throughput.

Between November 1975 and February 1976 the fuel injection systems of all three engines were changed for better compliance with the emission standards, which meanwhile also had become stiffer in most European countries. The electronically controlled Bosch D-Jetronic was abandoned for the newly developed mechanically controlled Bosch K-Jetronic. The changeover entailed minor losses in performance in all three cases: in the 280 SLC to 130 kW at 6000 rpm, in the 350 SLC to 143 kW at 5500 rpm, and in the 450 SLC to 160 kW at 5000 rpm.

At the same time the compression ratios of the 2.8 and 3.5-litre engines were slightly reduced. The 3.5 and 4.5-litre engines additionally got a contactless transistorised ignition and hydraulic valve play compensation to facilitate maintenance. The compression ratio of the 2.8-litre unit was raised to the old figure again in April 1978. With a few supporting measures the engine then regained its earlier power potential of 136 kW, but now already at 5800 rpm.

In September 1977 Mercedes-Benz launched the 450 SLC 5.0 with a V8 engine (M 117) enlarged to a displacement of five litres. A hidden innovation was the first-time application of hypereutectic cylinder contact surface machining, which made it unnecessary to insert cylinder liners. The engine delivered 177 kW at 5000 rpm, good for zero to 100 km/h acceleration in 8.5 seconds and a top speed of 225 km/h. The vehicle’s bonnet and boot lid were made of aluminium, and it had light-alloy wheels as standard. On the outside, the 450 SLC 5.0 was recognisable by, among other things, a narrow spoiler on the rear end. This model had no roadster equivalent.

Series revision
At the Geneva Motor Show in March 1980 the SLC and SL series presented themselves in updated form. The interior appointments including steering wheel were matched to those of the 126-series S-Class, and the engineering was brought up to the same level. The previous three-speed automatic transmission with torque converter was replaced with a four-speed variant. The 280 SLC model was given a five-speed manual transmission as basic equipment.

The six-cylinder engine of the 280 SLC remained unchanged. The 350 SLC was sent off into retirement and succeeded by the 380 SLC, whose 3.8-litre light-alloy engine (M 116), with 160 kW at 5500 rpm, originated after the pattern of the five-litre unit, by enlarging the bore of the long-serving 3.5-litre V8 with grey cast iron cylinder block. The 380 SLC attained a top speed of 215 km/h and needed nine seconds for the sprint from 0 to 100 km/h.

Parallel to the introduction of the new 500 SL, which was fitted with the 5.0-litre V8-engine (M 117) from the 450 SLC 5.0, the Coupé was renamed the 500 SLC. All three SLC models were now equipped with the light-alloy bonnet and front spoiler familiar from the 450 SLC 5.0, while the light-alloy boot lid with black plastic rear spoiler remained reserved for the top-of-the-range model.

The successors to the C 107 series, the 380 SEC and 500 SEC of the C 126 series, were presented at the Frankfurt International Motor Show in September 1981. During its ten-year period of production a total of 62,888 examples of the SLC Coupé were built.

The C 107 series in the press
Auto, Motor und Sport, Germany, issue 10/1972, on the Mercedes-Benz 350 SLC: “It is not difficult to make an overall judgement about the 350 SLC: an expensive, exclusive car, but not one whose exclusivity relies simply on price, engine and performance data alone. On the contrary: its output is much less impressive than the overall image of optimum ride quality, perfect body technology and high level of driving and accident safety. As demonstrated by this car, few can now argue about Daimler-Benz’s position among the international elite in the world of automotive design. For this rests not only on financial investment and the use of state-of-the-art technical means, but also on an approach to work infused with a love for the job.“

Auto, Motor und Sport, Germany, issue 18/1978, on the Mercedes-Benz 450 SLC 5.0:
“This newest Mercedes really belongs to the high-speed domain – the motorways. Here, even at top speeds the car demonstrates excellent directional stability and registers only the slightest wind noise, enabling conversation to take place even at speeds above 200 km/h. The overall excellent ride quality offered by the slightly firmer chassis underlines the impression of relaxed confidence and composure.”

Source: Daimler AG

Unlike its predecessor, the Coupé was based on the full-length frame/floor unit of the Saloon and was therefore a fully-fledged four-seater. Although the fintails – which caused quite a stir when the 220b and 220 SEb were presented – were only rudimentary on the new Coupé, both Coupé and Saloon had numerous stylistic features in common. It is therefore all the more surprising that the Coupé did not share a single body-in-white part with the four-door model.

Engine and chassis were adopted from the Saloon without any modifications worth mentioning. The only significant difference was also a technical titbit: the 220 SEb Coupé was the first Mercedes-Benz production car equipped with disc brakes on the front wheels.

In August 1961, a Cabriolet variant of the 220 SEb was introduced, corresponding in all its details to the Coupé with the exception of the soft-top and the required bodywork reinforcements.

Additional model with three-litre engine
Six months later, the 300 SE Coupé and 300 SE Cabriolet made their debut at the Geneva Motor Show – created, in a way, from parts from a modular kit. The bodywork of the related 220 SEb variants were fitted with additional trim and combined with the engineering of the 300 SE. Accordingly, the new exclusive models – allocated to the 112 series like the basic Saloon – were equipped with a whole series of special technical features. The standard specifications included a light-alloy engine with a displacement of three litres, a four-speed automatic transmission, power steering, air suspension and a dual-circuit brake system with disc brakes on the front and rear wheels. The additional chrome trim consisted of a chrome strip running in the longitudinal groove from the headlamps all the way to the rear lights, as well as of distinctive trim strips on the front and rear wheelarches.

A brochure of 1953 commented on the design: “From whichever angle one looks at this car, one is always struck by its racy elegance and aesthetic balance of stylistic elements. It is its superior appearance – forward-looking, yet without a hint of fashionable gimmickry – which holds the observer in its thrall.”
From March 1963, the 300 SE Coupé and Cabriolet as well as the Saloon became optionally available with a four-speed manual transmission, reducing the list price by 1,400 Deutschmarks. In January 1964, engine output was raised to 125 kW, resulting in improved performance. This increase in output was made possible by replacing the injection system by a six-plunger injection pump.

A one-off unit for the Chief Engineer
A special one-off version of the 300 SE Coupé was set up in the test department in 1962. The rear end of the roof with the rear screen was removed and replaced by a recessible folding top. The result of this modification was a landaulet which was driven by chief engineer Fritz Nallinger for several years. Unfortunately, nothing is known about the subsequent fate and whereabouts of this interesting one-off car.
When the 220 Sb, 220 SEb and 300 SE fintail Saloons were replaced by a newly designed generation of models in August 1965, the Coupé and Cabriolet versions remained in the sales range for the time being. These exclusive models, which had been in production for four years at the time, were far from looking outdated alongside the new-generation Saloons, so that an expensive stylistic refinement or even a new development of the small-series versions was not necessary. The brochure promised this: “You will see for yourself that Mercedes-Benz passenger cars will give back to you something that has become extremely rare in today’s road traffic: your freedom and composure.”

Several new features introduced with the new Saloons were also incorporated in the Coupés and Cabriolets. The two 2.2-litre models were given the 110 kW 2.5-litre engine of the 250 SE and the corresponding model designation. Like the three-litre models, they were also equipped with the larger wheels (diameter: 35.5 centimetres) and the larger disc brakes of the 108 luxury series. Another new feature was the hydropneumatic compensating spring on the rear axle, fitted in place of the previous coil spring in the 2.5-litre models and keeping the car at a constant level irrespective of the load in the car.

In January 1968, the 280 SE made its debut, succeeding the 250 SE with a newly developed 2.8-litre six-cylinder engine with 118 kW. This change of generation affected both the Saloon and the two two-door versions. With the exception of the new engine, only detail modifications were made on the Coupé and Cabriolet: like the Saloon, both models were given flatter, undivided wheel embellishers with integrated hub caps. Production of the 300 SE Coupé and Cabriolet was discontinued at the same time as that of the 2.5-litre models. A direct successor was not planned for the time being but wasn’t really necessary, either, as the 2.8-litre engine developed only a little less output (7.4 kW) but had a comparable performance on account of its considerably reduced weight.

All-new V8 engine
In September 1969, clearly more powerful versions of the 280 SE 3.5 Coupé and Cabriolet were introduced. The completely newly developed 3.5-litre V8 engine with an output of 147 kW excelled in particularly smooth running characteristics and gave the car a sports-car-like performance. The new models had been stylistically refined to a certain extent, like the versions with 2.8-litre six-cylinder engines which continued to be on sale: the radiator mask was lower and wider, with a correspondingly flatter front end of the engine hood. Due to this characteristic feature, the face-lifted Coupés and Cabriolets were often referred to as the “flat radiator” models by insiders. As on the Saloons, the bumpers of the Coupés and Cabriolets were now fitted with rubber strips. In purely visual terms, the eight-cylinder models did not differ from the face-lifted six-cylinder versions.

Production of the six-cylinder Coupés and Cabriolets was discontinued in May 1971. When production of the eight-cylinder models ceased two months later, the era of the Coupés and Cabriolets from the 111 and 112 series came to an end after more than ten years. In the Sindelfingen plant, 28,918 Coupés and 7,013 Cabriolets had been produced. The highest production volume within the model family had been reached by the 220 SEb Coupé with 14,173 units.

There were no direct successors to the Coupés from the W 111 and 112 series. Instead, Mercedes-Benz offered Coupés from the C 107 series, whose engineering was based on that of the SL, between 1971 and 1981.

W 111 and W 112 series in the press
Germany, no. 7/1962, about the Mercedes-Benz 300 SE Coupé: “This year, something new is shown in Geneva – no sensations but at least a couple of surprises. The latter include the Coupé and Cabriolet versions of the Mercedes-Benz 300 SE – a combination of the engine and chassis from the 300 SE with the bodywork of the 220 SE Coupé and Cabriolet, respectively. With its 160 hp three-litre injection engine, automatic transmission, power steering, air suspension, disc brakes on all four wheels, locking differential and exclusive appointments, this car is clearly the ultimate in modern automotive engineering.”

Source: Daimler AG

It was from the Saloon that the engine with an output of 74 kW was adopted, providing the Coupé with adequate power for a top speed of 160 km/h and an acceleration from 0-100 km/h in 17 seconds. The latter came with extensive standard specifications as the brochure pointed out: “The representative, sporty bodywork encloses a luxuriously equipped interior compartment, with fine-wood dashboard trim and window surrounds, leather-covered upholstery, heating and ventilation with a blower for the stationary car and clearly laid-out gauges.”

The brochure had this to say about the bodywork: “The characteristic ‘face’, the strong bumpers with bumper horns, the fog lamps and direction indicators, the laterally projecting and curved rear screen of the Coupé and, not least, the forward-pushing, elongated lines of the bodywork from Sindelfingen – everything is perfectly matched into a harmonious entity.”

In August 1957, improved versions of virtually all passenger car models were presented under the motto “Even more valuable, but not more expensive” – among them refined versions of the 220 S Coupé and Cabriolet, with discrete modifications and an engine output boosted to 78 kW. The only externally visible modifications were those to the front bumper and number plate panel and the illumination of the rear number plate, which, as on the Saloons, had been relocated into the bumper horns. A remarkable innovation was the hydraulic automatic clutch, “Hydrak”, which was equally presented in August 1957 and made optionally available for the Coupé as well.

Improved engine and automatic clutch
From September 1958, and at the same time as the Saloon, the Coupé and Cabriolet were also offered with a gasoline injection engine – in the form of the 220 E. With the exception of this engine, the Coupés and Cabriolets, internally known as the W 128, were largely identical with the 220 S sister models with carburettor engines. The six-cylinder unit with a displacement of 2.2 litres differed from the proven engine in the 220 S only with respect to the mixture formation which was now accomplished by means of intermittent manifold injection – as in the 300d Saloon; output was thus raised to 85 kW. However, the improved performance and the slightly greater fuel economy of the model with injection engine came at a surcharge of 1,900 Deutschmarks. Another 450 Deutschmarks had to be paid for the optionally available hydraulic automatic clutch, “Hydrak”.

In August 1959, three completely newly designed six-cylinder models with tailfin bodywork were presented, and production of the 219, 220 S and 220 SE three-box body Saloons was discontinued in the same month. Only the 220 SE Coupé and Cabriolet continued to be built – the last versions with carburettor engines came off the assembly lines in October 1959. From August 1959, the modified injection engine from the
220 SEb was installed in both models – a unit which generated an output of 88 kW thanks to straight intake pipes and a steeper-angled camshaft.

Production of the 220 SE Coupés and Cabriolets finally ended in November 1960; the successors – a new Coupé and a new Cabriolet – were launched in February 1961 and August 1961, respectively. With a total volume of 2,081 units – including 830 with injection engines – the three-box body Coupés ranked among the rare models from Mercedes-Benz post-war production.

Source: Daimler AG

The 220 was largely based on the 170 S but had a newly developed six-cylinder engine with overhead camshaft, which developed 59 kW from a displacement of 2.2 litres. Drivers thus had adequate power at their disposal as the car was capable of reaching a top speed of 150 km/h. Chassis and bodywork were almost identical – only the headlamps had now been integrated in the specially modified front fenders. To match the significantly higher engine output, the 220 was fitted with duplex brakes on the front wheels. There was a choice of three bodywork versions to start with: Saloon, Cabriolet A and Cabriolet B. In addition, a total of 41 open-top touring cars were produced for the police between August 1952 and May 1953.

The two Cabriolets were positioned as sporty touring cars with an exclusive character. In December 1953, they were joined by a Coupé which lay claim to the same characteristics – in response to “repeated requests by individual prominent personalities,” as a circular by the sales management put it.

Utmost exclusivity: just 85 units produced
In both technical and stylistic terms, the Coupé was based on the Cabriolet A. The sporty touch was emphasized by a slightly curved – rather than flat – windshield which the Cabriolet A had already been featuring from November 1953. In terms of sales price and the number of units produced, the Coupé moved on to become the most exclusive version of the W 187 series – just about 85 units of this model were manufactured whereas the combined production volume of all the other versions came to more than 18,400 – including 1,278 Cabriolet A units. Exclusivity was also expressed by the price: the Coupé cost 20,850 Deutschmarks – and 22,000 DM with steel sunroof (December 1953); for the Cabriolet A, 18,850 DM had to be paid (February 1952); by comparison, the Saloon with a price tag of 11,750 DM (February 1952) appeared to be decidedly inexpensive.

From April 1954, the Coupé and the Cabriolet A were equipped with an engine with a higher compression ratio and a higher output of 63 kW, a unit which had already been developed for the successor model, the 220a production of which began in June 1954.

Production of the 220 Saloon was discontinued in May 1954, the last Cabriolet B having come off the assembly line in Sindelfingen one year earlier already. The Coupé and the Cabriolet A continued to be built until July and August 1955, respectively. More than a year was to pass before three-box body versions of the Coupé and Cabriolet became available from the new Mercedes-Benz 220 series.

Source: Daimler AG

The 300 S was positioned as a particular representative car with a sporty touch – meeting the highest demands made on roadholding, safety and speed. The 300 S met all of these expectations, as reflected by the verdicts of the international motoring press. The latter described the new model as “the car for the world elite” and “the yardstick for what is feasible in contemporary automotive engineering.” The press also praised the “traditional and, in this case, particularly noble lines … without resorting to aerodynamic gimmickry.”

According to the original brochure, the 300 S was a refined car: “The Mercedes-Benz 300 S is a car which will not only inspire the sporty driver but will also make it possible to cover the longest distances in the shortest time and with minimum strain on one’s body and nerves.” The brochure also enthused about the “composed, elegant lines which harmonize exceptionally well with a modern design.”

In technical terms, the 300 S was largely based on the Saloon version of the 300 model (W 186) but had a 140 millimetre shorter chassis. Engine output was boosted to 110 kW through an increase in the compression ratio and the fitting of as many as three carburettors, giving the car a top speed of 175 km/h. Alongside the Coupé, the 300 S was also offered as Cabriolet A and Roadster versions. Production of the three variants started between June and September 1952. In total 216 examples of the Mercedes-Benz 300 S Coupé were built during the following four years.

Direct injection instead of carburettors
At the Frankfurt International Motor Show in September 1955, Daimler-Benz presented a revised Saloon, the Mercedes-Benz 300c, and an equally refined version of the 300 S. The most important modifications had been made on the rear axle and the engine. Like the Saloon, the refined model, internally named 300 Sc, now had a single-joint swing axle with a low pivot point. Mixture formation was no longer by three carburettors but by direct injection; with the compression ratio raised at the same time, this boosted engine output to 129 kW. The original brochure had this to say: “The felicitous combination of the highest performance and driving safety with refined elegance and unique quality has caused the Mercedes-Benz 300 S to quickly become a car of choice in the international luxury class. It is the world’s first large touring car to feature a direct-injection engine modelled on the famous 300 SL production sports car.”

The bodywork had also been modified in several respects. The 300 Sc had quarterlights next to the side windows as well as larger direction indicators at the front and rear. Other distinguishing features were two horizontal, chrome-trimmed ventilation louvers on both sides underneath the engine hood, as well as chrome strips running all the way from the front to the rear wheel cut-outs. Reference to the more powerful engine was made in the form of the chromed lettering INJECTION ENGINE fitted on the trunk lid underneath the handle.

Special suitcases included in the standard equipment
In view of all its qualities, the vehicle was the ideal car for travel. Two special suitcases were included in the standard equipment to allow optimum use to be made of the spacious trunk. Two additional suitcases were available at an extra charge; they were accommodated in the rear compartment after the rear seat bench had been folded away – and were ideal for very long journeys for driver and passenger.

Despite the technical and stylistic improvements, only 200 units were produced of all three bodywork versions of the 300 Sc Coupé. From early 1957, the customers’ interest in this model and its sister models began to dwindle – which is why production of the 300 Sc was discontinued in April 1958. The reasons for this were to a certain extent attributable to the launch of the 300 SL Roadster, which was obviously the more attractive offer for many prospective buyers – being as much as 4,000 Deutschmarks less expensive despite its more contemporary styling and higher performance.

With total production figures of just 314 units, the two versions – 300 S Coupé and the 300 Sc Coupé – rank among the most exclusive Mercedes-Benz passenger car models of the post-war period and, like the 300 SL, are highly coveted among classic car enthusiasts.

W 188 series in the press
Road & Track, USA, April 1953, about the Mercedes-Benz 300 S: “Wherever the Mercedes-Benz 300 S has been seen, since its first appearance at the Paris Salon in the autumn of 1951, it has caused a quiet riot of enthusiasm, with its low, sleek lines and its attitude of ‘going’ even when standing still.”

Road & Track, USA, January 1999, Karl Ludvigsen in a review of the Mercedes-Benz 300 S: “So extraordinary were these ‘S’ models, such rare and exceptional birds were they, that even when Italian-bodied they were close to the hearts of the Stuttgart engineers and craftsmen. They were proud of what they had achieved with these custom-bodied big Mercedes, the last of their line. Their pride was fully justified.”

Source: Daimler AG

The luxury Coupé raised the bar in terms of vehicle safety with the PRE-SAFE® brakes: the unique system automatically braked the Coupé before an imminent rear-end collision. Furthermore, Mercedes-Benz innovations such as the Active Body Control (ABC) suspension system, the Intelligent Light System with five lighting functions and PRE-SAFE® anticipatory occupant protection all came as standard. Two powerful engines with 8 or 12 cylinders were available, delivering a notable increase in output and torque. Thanks to their exemplary smoothness they also lived up to the Mercedes-Benz heritage of superb motoring refinement.

Compared with the outgoing model, the new Mercedes-Benz top-of-the-range Coupé grew only slightly in all dimensions. 5065 millimetres long, 1871 millimetres wide and 1418 millimetres high, the body was just 75 millimetres longer, 14 millimetres wider and 20 millimetres higher than before, providing even more comfort and space in all four seats. The boot capacity was increased by 40 litres to 490 litres (VDA measuring method).

Launch with 8 and 12-cylinder powerplants
Equipped with the most powerful Mercedes-Benz engines available at the time of its launch, the new luxury Coupé was equal to any challenge whether on country road or motorway. The eight-cylinder powerplant in the CL 500 delivered 285 kW and generated a maximum torque of 530 Newton metres from 2800 rpm. As such the newly developed engine outperformed the existing V8 unit by 26 percent in terms of output and
15 percent in terms of torque.

Equipped with four-valve technology, variably adjustable shifting camshafts, a two-stage intake module and tumble flaps in the intake ducts, the new V8 was among the most advanced, powerful engines in its displacement class. The CL 500 accelerated from zero to 100 km/h in just 5.4 seconds (previous model: 6.3 seconds).

An ultra-modern biturbo twelve-cylinder engine under the bonnet of the new CL 600 generated its impressive power. Mercedes-Benz engineers enhanced numerous details of the power unit and, compared to the predecessor model, increased output by 12 kW to 380 kW. The maximum torque, already on tap from 1900 rpm, was improved further by 30 Newton metres to 830 Newton metres and remained constant up to 3500 rpm. The new CL 600 accelerated from 0 to 100 km/h in just 4.6 seconds (previous model: 4.8 seconds).
Mercedes-Benz combined the standard-fit automatic transmission with the new DIRECT SELECT gearshift. This allowed the driver to select the transmission settings “P”, “N”, “R” and “D” by nudging a lever on the steering column. Operating commands were transmitted electronically by wire.

PRE-SAFE®: automatic partial braking before an impending accident
The C 216 series incorporated technical innovations as standard that featured in no other passenger car worldwide. Mercedes-Benz was the world’s first car brand to develop an anticipatory occupant protection system that could recognise a potential accident situation in its early stages and take anticipatory occupant protection measures: PRE-SAFE® was standard-fit in the C 216 series. Mercedes-Benz complemented this multi-award-winning anticipatory protection system in the new Coupé for the first time with the newly developed PRE-SAFE® brake.

The PRE-SAFE® brake operated in tandem with Brake Assist PLUS (BAS PLUS), which warned the driver of an imminent rear-end collision with visual and audible signals and automatically calculated the required braking pressure to prevent an accident. This braking-power support was available as soon as the brake pedal was operated. If the driver failed to react to the BAS PLUS warnings, the PRE-SAFE® brakes triggered automatic partial braking where an accident was imminent and slowed the CL-Class down using around 40 percent of the total braking power. The automatic partial braking provided the driver with another clear warning to act. If the driver then immediately applied the brakes, the maximum braking force was available and – depending on the situation – the accident could be averted at the last moment. If an accident was unavoidable, the PRE-SAFE® brakes reduced the impact severity and, in turn, the risk of injury to the vehicle occupants.

Active Body Control and Intelligent Light System
An even more sophisticated version of the Active Body Control ABC suspension system was used in the C 216 series, giving the Coupé unprecedented handling dynamics while offering an equally appreciable improvement in ride comfort.

The Intelligent Light System made driving even safer in the dark. Together with bi-xenon headlamps it formed part of the standard specification for the new CL-Class and provided five different lighting functions that were activated to match driving and weather conditions: the new country road mode illuminated the driver’s-side edge of the road more widely and brightly than the existing low-beam headlamps. Motorway mode, which came on automatically when driving above 90 km/h, delivered a uniform cone of light that illuminated the entire road width. In the centre of this cone the driver was able to see around 50 metres further. The enhanced fog lamps were also new, which Mercedes-Benz used to provide better orientation in adverse weather conditions. Active light function and cornering light function were also part of the standard-fit Intelligent Light System on the CL-Class.

Large Coupé synonymous with style
The CL Coupé established the mould for a new Mercedes-Benz style. Its hallmark was the interaction between distinctive tightly drawn lines with large, unruffled surfaces. This design idiom lent the Coupé its own particular expressive power, emphasising the calm and inner strength of its athletic, self-confident nature. Familiar Mercedes-Benz features were given a contemporary twist, resulting in a harmonious blend of the classic and contemporary. Examples included the hallmark Mercedes-Benz radiator grille with its wide chrome louvres and the design of the C-pillar. The unique, slightly downwards-tapering pillar configuration was a typical feature of the large Mercedes-Benz Coupés.

The interior was also designed for stylish comfort and relaxation. Five colour combinations were available; automatic climate control, COMAND with car radio and CD/DVD player as well as a glass sunroof were all part of the standard specification, elements that came together to deliver a unique motoring and comfort experience. In the top-of-the-line CL 600 the Exclusive PASSION leather appointments, specially selected poplar wood and an Alcantara roof liner with quilted seams provided the finishing touches to an exquisite first-class ambience, a look and feel also echoed in the seats with their designo styling, the chromed door sill panels and floor mats with leather edging. The standard specification also included dynamic multicontour seats with massage function and seat ventilation, the hard-disc navigation system COMAND APS, the LOGIC7® surround sound system with DVD changer and the KEYLESS-GO access and drive authorisation system.

Control system: fewer switches and more functions
A newly developed control system, which had already been successfully implemented in the S-Class worldwide, refined driver-vehicle interaction even further. Above all, it provided convenient, rapid access to frequently used functions such as car radio, DVD player, car phone or navigation system. The standard-fit automatic climate control with four independently adjustable temperature zones was also integrated into the new control system. The driver and front passenger could select temperature, air distribution and other settings either using the COMAND controller and menu-based control, or by means of an attractively styled switch array beneath the air vents.

The newly developed integral seats in the CL-Class provide maximum individual seating comfort. “Integral” means that all components of the seat-belt system are incorporated directly into the seat; hence the seats form an important component in the occupant protection system. Optional extras include luxury seats with active ventilation (standard in the CL 600) that provide even more individual comfort, along with the further enhanced multicontour seats with nine air cushions, and dynamic multicontour seats with massage function (standard in the CL 600).

Flagship models from AMG for the C 216 series
At the 2006 Paris Motor Show Mercedes-Benz presented the CL 63 AMG with 6.3-litre V8 engine as its flagship model in the C 216 series. It was joined the following year at the 2007 New York International Auto Show by the CL 65 AMG with V12 engine.

The heart of both top-of-the-line eight-cylinder models was the 100% AMG-developed AMG 6.3-litre V8-engine. From a displacement of 6208 cc, this high-revving, naturally aspirated engine delivered an output of 386 kW at 6800 rpm and a maximum torque of 630 Nm at 5200 rpm. This gave the AMG powerpack a higher specific output and specific torque than any other series-produced naturally aspirated eight-cylinder engine in the world. The CL 63 AMG accelerated from a standing start to 100 km/h in 4.6 seconds, and its maximum speed was electronically limited to 250 km/h.

The CL 63 AMG gave the impression of high-performance athlete in a bespoke suit. Equipment included the muscular AMG bumper with round fog lamps set in chrome rings, large air intakes and side vents. Whereas the Coupé shared these details with the S 63 AMG Saloon, only the CL 63 AMG featured chrome surrounds around the air vents and the striking AMG radiator grille with two horizontal chrome louvres and numerous vertical slats in black.

Visual and acoustic highlights were provided by the two chrome twin tailpipes of the AMG sports exhaust system. Another distinguishing feature was the “6.3 AMG“ lettering on the front wings. This sporty and exclusive styling was continued in the interior. The extensive standard appointments included PASSION leather upholstery and multicontour AMG sports seats with their own cross-piping design and massage function. The AMG instrument cluster displayed the AMG main menu with the “RACETIMER“. Another eye-catching feature in the interior was the exclusive analogue clock modelled on the design of the “IWC-Ingenieur“ series in the centre console. The overall picture was rounded off by AMG entry sills of brushed stainless steel.

Another equally exclusive dream car joined the AMG model range in 2007 in the form of the new CL 65 AMG. This high-performance Coupé was powered by the AMG 6.0-litre V12 biturbo engine. Thanks to a maximum output of 450 kW and maximum torque of 1000 Newton metres it delivered a truly impressive driving experience, accelerating from 0 to 100 km/h in 4.4 seconds and reaching the 200-km/h mark in 13.3 seconds. Its maximum speed was 250 km/h (electronically limited).

Standard features included AMG bodystyling, 50.8-centimetre AMG forged wheels, the unique AMG interior and highly advanced technology, such as AMG sports suspension, based on the Active Body Control system, and the anticipatory occupant protection system PRE-SAFE®. The AMG high-performance brake system with new double-frame sliding callipers offered maximum deceleration without fading.

“40th Anniversary” edition with AMG Alubeam paint finish
In order to mark the 40th anniversary of Mercedes-AMG – the high-performance brand of the Mercedes Car Group – in suitably glittering style, the CL 65 AMG was also offered as a “40th Anniversary” limited-edition model. A new type of paint finish reflected the special status of this exclusive version, which was restricted to just 40 vehicles for the whole world. This exceptional AMG Coupé was the very first series-production Mercedes to feature AMG Alubeam, a unique paint finish previously only seen on a handful of Mercedes-Benz show cars. A world first, this new process causes the paint to gleam like liquid metal. The paint, which seemed to be stretched over the vehicle’s body like a metallic skin, emphasised the compelling lines of the large Mercedes-Benz Coupé more effectively than any other paint finish, while the light played on these in a way calculated to produce an even more vivid look. This was made possible by the use of pigment particles measuring just 30 to 50 nanometres in size and which were therefore incorporated into the surface of the paint even more evenly. As a result, the light was reflected much more intensely and the lustre of the paintwork enhanced. To put this into perspective, conventional paintwork pigments measure between 100 and 300 nanometres in size.

The superbly styled interior also made an impressive statement: the CL 65 AMG “40th Anniversary” featured two-tone EXCLUSIVE PASSION all-nappa-leather upholstery with the new AMG V12 diamond pattern, a colour-coordinated Alcantara roof lining and embossed V12 logos on the front head restraints.

Coupé with all-wheel drive
From summer 2008, Mercedes-Benz also offered all-wheel drive for its luxury CL-Class Coupé for the first time. The new CL 500 4MATIC provided even greater traction and handling stability in the wet, in snow or on ice. In this vehicle Mercedes-Benz used the latest-generation system that had already proved successful in the S-Class. 4MATIC was permanently active and therefore required no response time to come to the driver’s aid in unfavourable weather and driving conditions. As a result, critical situations could be mastered more effectively and confidently. The heart of the all-wheel-drive system was a transfer case with a central differential, which was integrated into the seven-speed automatic transmission. From here, the drive torque was split between the front and rear axle at a ratio of 45 to 55.

Another new feature was the twin-plate clutch at the central differential. This produced a basic locking effect of around 50 Newton metres between the front and rear axle, which allowed variable torque shift between the axles as the situation dictated.

The new 4MATIC model in the CL-Class range was characterised by the same high-quality safety and comfort features as the luxury Coupé with rear-wheel drive, and additionally offered PASSION leather appointments, a ski bag, multicontour front seats and 45.7 centimetre nine-spoke light-alloy wheels. Other Mercedes-Benz innovations available as an option included the radar-based Brake Assist PLUS, PRE-SAFE® brakes and night view assist

Anniversary model honours the trademark
In 2009 Mercedes-Benz celebrated the one hundredth birthday of the Mercedes star and the Benz emblem with a particularly exclusive edition of the CL Coupé. The exquisite equipment details included beautifully executed emblems of the original trademarks inset into the centre console. These were accurate reproductions of the emblems that Daimler-Motoren-Gesellschaft and Benz & Cie. registered as trademarks one hundred years ago, forming the basis for the Mercedes star. With its exclusive equipment, the special “Trademark Centenary” edition underlined the special position held by large Coupés from Mercedes-Benz.
The C 216 series is to undergo a major model refinement for the model year 2011. The Coupés will be refined at the highest level, bringing further perfection but also innovative technology.

The C 216 series in the press
Frankfurter Allgemeine Sonntagszeitung, Germany, 3 September 2006,on the Mercedes-Benz Coupés of the C 216 series: “In a Mercedes Coupé it becomes obvious that Saloons are redundant. Rear seats are only there in case someone unexpectedly needs a lift – an event any Coupé driver would rather not think about. For the Coupé driver appreciates the serenity of automotive mobility and desires to stand out among the crowd of everyday vehicles. His Coupé is a ‘Sunday-best’ car for every day of the week.”

Autorevue, Austria, issue 12/2006, on the Mercedes-Benz CL 500:
“In the CL sensibilities takes priority over actions. One drives, one hears the engine – but nothing more than an atmospherically enlivening fundamental, a note that changes key depending on the angle of the accelerator pedal. One is not even affected any longer by noise from the world outside. One is embedded in a control loop that creates an overall situation from the tiniest of movements. The manner, speed and force with which one steers, brakes or accelerates set in motion actions initiated or reinforced by the system that keep the car on track, retard it powerfully or keep it horizontal on cornering. A part of this is the driver’s will. But in extremis, the car take from one’s own input only what it considers reasonable. And the first unexpected encounter with wet autumn leaves or early snow reminds one what an excellent idea this is.”

Road & Track, USA, August 2007, on the Mercedes-Benz CL 600: “Out on the open road, the CL 600 stretches its legs and covers ground in a comfortable flash. Ride quality is excellent, no matter the surface, and the handling is quite impressive for a large, substantial coupe. Winding country roads with little or no traffic are the ideal setting for this car, as you can exercise the V-12 with complete confidence in the Mercedes multilink suspension with Active Body Control, 4-wheel disc brakes with ASS and lots of other technology to keep you on an even keel.”

Source: Daimler AG

1961 saw the launch of coupés in the premium-class 111 series, then the following year that of the 112 series, all of them highly sought-after vehicles today.

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An intermediate step in the tradition of great Mercedes-Benz coupés were the coupés of the 107 series. For in the case of the C 107 the coupés were based not on the four-door premium class saloons but on the roadsters of the SL-Class.

The C 126 successor series on the other hand offered four proper seats, a feature that has been continued to the present day in the C 140, C 215 and C 216 series.

In the Mercedes-Benz mid-series there has been an almost continuous coupé tradition since the late 1960s, perpetuated today by the E-Class Coupé from the C 207 series. The first mid-series coupé was the 114 series, more familiarly known as the Stroke Eight, since internally it bore the abbreviation “/8” to denote the year of its appearance, 1968. The car was also successfully exported to North America. The 123 series (1977 to 1985) followed seamlessly on and even offered a first-ever diesel-powered coupé – initially reserved for North American customers with a view to improving Corporate Average Fuel Economy there.

The coupé tradition was continued by the 124 series from 1987 to 1996. This link was established by the first CLK Coupé (C 208 series), launched in 1997 and built until 2002. For this model Mercedes-Benz sounded out the market with the aid of a coupé study, presented in 1993 at the Geneva Motor Show and revealing to an enthusiastic public the brand’s new “four-eyed” face. Built from 2002 to 2009, the CLK series (C 209) seamlessly built on the success of its predecessor. This was then continued by the E-Class Coupé C 207, awarded the GOOD DESIGN® Award and the German Design Award as a member of the current E-Class.

The presentation of the Vision CLS at the IAA Frankfurt Motor Show in 2003 caused a sensation and gave the motoring public a foretaste of the Mercedes-Benz CLS, which appeared the following year. This car combined the best of two worlds, offering the spaciousness and four doors of a sedan, while at the same time exhibiting its clear coupé roots with a skilfully designed body. The CLS quickly established itself as a modern automotive icon. And it created an entirely new market segment. After the success enjoyed by Mercedes-Benz, other carmakers with four-door coupés followed in its wake.

No review of the coupé history of Mercedes-Benz would be complete without mention of four exceptional sports coupés. In 1954 came the 300 SL (W 198). Not just the gullwing doors and timeless body design place this car in a class of its own in the automotive world – the whole vehicle remains today both a dream car and a dream coupé in one.

Then in 1969 the company presented the C 111 experimental car, initially as a test vehicle for the Wankel engine. This coupé unleashed a storm of interest and Mercedes-Benz even received numerous blank checks from potential customers. But the C 111 never went into production.

Although the Mercedes-Benz SLR McLaren (199 series) of 2003 was no direct descendant of the 300 SL, it still bears the genes of the Gullwing. For it is both a dream sports car and an original coupé design. In both cases, the roadster versions were later additions.

And finally, 2010 saw the arrival of the Mercedes-Benz SLS AMG to continue the history of Mercedes-Benz supersports cars. The elegant sportiness of this extraordinary coupé (C 197 series) ignites both passion and enthusiasm.

Every Mercedes-Benz coupé is a classic, whether it has historic roots or hails from the current model portfolio. These models perfectly round off the brand’s automotive product range and target a clientele for whom style and elegance retain a particular importance. In this way Mercedes-Benz coupés are a lifestyle statement on wheels.

Source: Daimler AG

300 S Coupé, 300 Sc Coupé, W 188 series (1952 to 1958)
Single-joint swing axle with low pivot point (300 Sc)
Direct gasoline injection (300 Sc)

220 Coupé, W 187 series (1953 to 1955)
Newly designed six-cylinder engine with overhead camshaft
Safety wedge-pin door lock to prevent the doors from bursting open
Heater blower available
Duplex drum brakes at the front

220 S Coupé, 220 SE Coupé, W 180 / W 128 (1956 to 1960)
Self-supporting three-box body
Front wheel suspension with subframe
Single-joint swing axle with low pivot point
Brake drums with “turbo cooling”
Hydraulic-automatic “Hydrak” clutch

220 SEb Coupé, 250 SE Coupé, 300 SE Coupé, 280 SE Coupé, 280 SE 3.5 Coupé, W 111 / W 112 series (1961 to 1971)
Safety passenger cell with crumple zones (front and rear)
Padded steering wheel
Wedge-pin door locks
Disc brakes (300 SE Coupé: all-round; 220 SEb Coupé: front wheels)
Dual-circuit brake system with disc brakes on all four wheels
(300 SE Coupé)
Three-point seat belts
Four-speed automatic transmission
Air suspension (300 SE Coupé)

280 SLC, 350 SLC, 450 SLC, 450 SLC 5.0, 380 SLC, 500 SLC, C 107 (1981 to 1991)
SL models from the R 107 series as technical basis
Many passive safety measures
Special wind deflection profiles on A-pillars
Profiled rear lights for improved illumination and visibility

380 SEC, 500 SEC, 420 SEC, 560 SEC, C 126 (1981 to 1991)
Driver airbag and belt tensioner
Front passenger airbag from 1985
Automatic locking differential
Acceleration skid control (ASR)
Drag coefficient of Cd = 0.34 (560 SEC: Cd = 0.35)

500 SEC/S 500 Coupé/CL 500, 600 SEC/S 600 Coupé/CL 600, S 420 Coupé/CL 420, C 140 (1992 to 1998)
Electronic Stability Program ESP®
Brake Assist (BAS)
Xenon headlamps with dynamic headlamp range adjustment
Tempomat cruise control operating down to 30 km/h
Side airbags as standard
Seat occupancy sensor for the front passenger’s seat
Adaptive damping system (ADS)
Front-axle subframe
Double insulating glazing
Speed-sensitive power steering
Side airbags

CL 500, CL 600, CL 55 AMG, CL 63 AMG, CL 65 AMG, C 215 (1999 – 2006)
Belt tensioners and belt force limiters in the rear
Window airbag
Active Body Control (ABC)
DISTRONIC autonomous intelligent cruise control system
Bi-xenon headlamps with wash/wipe system
Automatic cylinder shut-off
Drag coefficient of Cd = 0.28
Keyless-Go keyless driver authorization system
Active seat ventilation

CL 500, CL 600, CL 63 AMG, CL 65 AMG, CL 500 4MATIC, C 216 series (from 2006)
PRE-SAFE® brake
Anticipatory occupant protection system PRE-SAFE®
Intelligent Light System with five light functions
Newly developed operating concept
Newly developed integral seats
Parking guidance (optional equipment)
4MATIC all-wheel drive for the first time in a large Coupé by Mercedes-Benz
(CL 500 4MATIC, since summer 2008)

Source: Daimler AG

Nevertheless, the 300 S Coupé and 300 Sc Coupé are worthy of mention here since they made the same claim to style and exclusivity as the later CL-Class. Similarly, the SLC Coupés from the C 107 series have a place in this family history of the current CL-Class, even though these models, built from 1971 to 1981, were based on the SL touring sports car of the R 107 series.

What unites all these coupés, in addition to their styling, is the fact that they always have the latest automotive engineering on board and are thus ahead of other cars. Because many technical innovations often make their debut both in S-Class Saloons and Coupés before being widely used in other models.

300 S Coupé, 300 Sc Coupé
(W 188 series, 1952 to 1958)

220 Coupé
(W 187 series, 1953 to 1955)

220 S Coupé, 220 SE Coupé
(W 180 series / W 128 series, 1956 to 1960)

220 SEb Coupé, 250 SE Coupé, 300 SE Coupé, 280 SE Coupé, 280 SE 3.5 Coupé (W 111 series / W 112 series, 1961 to 1971)

280 SLC, 350 SLC, 450 SLC, 450 SLC 5.0, 380 SLC, 500 SLC
(C 107 series, 1971 to 1981)

380 SEC, 500 SEC, 420 SEC, 560 SEC
(C 126 series, 1981 to 1991)

500 SEC / S 500 Coupé / CL 500, 600 SEC / S 600 Coupé / CL 600,
S 420 Coupé / CL 420
(C 140 series, 1992 to 1998)

CL 500, CL 600, CL 55 AMG, CL 63 AMG, CL 65 AMG
(C 215 series, 1999 to 2006)

CL 500, CL 600, CL 63 AMG, CL 65 AMG, CL 500 4MATIC
(C 216 series, from 2006)

Source: Daimler AG

The fact that a powerful engine is usually also available is regarded with favour – coupé owners after all wish to travel at brisk speeds and dynamically without sitting in a sports car.

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A coupé is the continuation of a specific lifestyle on four wheels. And that is what the Coupés of the Mercedes-Benz CL-Class do in a most elegant and expressive fashion.

This is what the brochure about the C 126 series from the year 1985 had to say: “This vehicle concept has always embodied a felicitous combination of perfect engineering and out-of-the-ordinary aesthetic styling. It is the role model for a refined sporty automobile because it additionally boasts all the other characteristics which distinguish a Mercedes.”

Mercedes-Benz has always offered coupés, with particular attention paid to the large Coupés derived from the S-Class Saloons – they are flagships not just for the company but also for the people at the wheel.
The coupé as an exclusive body design is a legacy of the automobiles from the days of the horse-drawn carriage, when the coupé – presumably so-called because it resembled a four-seater carriage with its front end cut-off (French: “coupé”) – offered two seats in the comfort of the cab with the coachman seated up front on the open box seat. People who chose this mode of travel clearly liked to demonstrate a sense of style and individuality even before the invention of the internal combustion engine and its integration in a vehicle.

Among early automobiles the coupé retained a strong focus essentially on two persons travelling in style. By the 1950s, however, it was commonplace for coupés to have place for four people. But the body incorporates a number of basic features that persist to this day. A coupé generally has very low, flowing lines which create a stretched silhouette. It often dispenses with the B pillar altogether, and the C pillar slopes gently into the tail. The roof is generally shorter than in the case of a sedan, and curved at the rear. The side windows are usually frameless.

The features also apply to the current Coupé from the C 216 series and its predecessors. Since the 1950s, in particular, the brand with the three-pointed star has been offering an uninterrupted line of exclusive coupés. Each one addresses a clientele with a reassured taste, i.e. people who select this type of car quite consciously. These people opt for motoring pleasure at the wheel and for driving themselves, wishing to cover even longer distances without any signs of fatigue that would be worth mentioning.

Coupé buyers enjoy a discreetly impressive appearance. For them, less is more: two doors are a statement of the generous passenger compartment’s concentration above all on the driver and the front passenger, even though virtually all large Mercedes-Benz Coupés are fully fledged four-seaters. The four-door Mercedes-Benz CLS Coupé broadened this perspective at its debut in 2004 – showing once again how
Mercedes-Benz keeps the automotive world turning. A further highlight featuring coupé elements was the “Concept Shooting Brake“, which Mercedes-Benz presented at Auto China 2010 in April. The car combines the elegant flowing lines of a coupé with the steep tail end of an estate.

The tradition of luxury coupés goes far back into the history of Mercedes-Benz. In addition to the classic coupés, one body design created in the 1930s for the luxury 500 K (W 29) and 540 K (W 29) models was that of the motorway courier. The design took its name from the new high-speed motorways that were under construction in Germany at the time; compared with today, of course, these new long-distance roads had much less traffic, and with its streamlined body the motorway courier could occasionally be seen almost literally flying into the distance. The motorway courier was the last word in state-of-the-art design – not to mention exclusivity, since anyone able to afford such a vehicle at the time certainly enjoyed grand appearances and a mobile lifestyle.

Source: Daimler AG

With the new generation of the CL-Class, Mercedes-Benz is emphasizing fuel consumption and exhaust gas emissions in this exclusive high-end segment. According to Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG: “The CL is the ideal ambassador for our brand. It combines in a particular degree those things that characterize Mercedes-Benz: fascination, perfection and responsibility. And with the new generation we have gone a step further, too – especially in the realm of efficiency. But in terms of design, safety, comfort and output, too – the CL shows the way forward: simply follow Mercedes.”

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In the realm of safety, a combination of cutting-edge camera and radar-based assistance systems – unique in the luxury coupe segment – including the innovation of the Active Lane Keeping Assist and Active Blind Spot Assist systems, makes the CL-Class a “thinking” partner of the driver. The modified Active Body Control (ABC) with crosswind stabilization system and the Direct-Steer system also contribute to enhancing safety and driving enjoyment.

Design: a muscular, confident presence
The exterior appearance of the new CL-Class is characterized by the taught profile of the hood, the dynamic V-shape radiator grille and the curving headlamps – design details that discreetly but effectively emphasize the car’s elegant yet powerful lines.

The front bumper presents a new three air intake design accented with a prominent chrome trim strip. An LED strip with chrome surround for the daytime running lights is elegantly integrated in the side openings for the brake cooling air. With standard Bi-Xenon Headlamps with active curve illumination and Adaptive Highbeam Assist, the headlamps offer state-of-the-art illumination. LED turn indicators and position marker lamps round off the car’s advanced image while the rear of the vehicle is characterized by the newly-designed tail lamps.

New V8 bi-turbo engine with innovative technology
The new-generation CL-Class also assumes a pioneering role with its drivetrain. Under the hood of the CL550 4MATIC a new V8 biturbo engine with BlueDIRECT technology delivers impressive power. With its 4663 cc displacement, the eight-cylinder engine produces 429 hp so that despite 0.8 liters less displacement, it is still around 12 percent more powerful than its predecessor, which had an output of 382 hp. At the same time, torque was raised from 391 lb-ft to 516 lb-ft – an increase of 32 percent. The new engine achieves a 10-15% improvement in fuel economy and 23% improvement in CO2 emissions. The CL5550 4MATIC requires a mere 4.9 seconds to accelerate from a standstill to 60 mph (previous model: 5.4 seconds). Summing up: the CL550 4MATIC is significantly more agile, torquey and thriftier than its predecessor.

The BlueDIRECT technology package of the V8 biturbo includes a series of new developments, unique in their combination. Worthy of mention among these is the third-generation spray-guided direct gasoline injection with piezo injectors and multi-spark ignition with up to four ignition sparks within a millisecond. Together both enable an innovative combustion process called “homogenous split”. Other factors contributing to the exemplary low fuel consumption continue to be the consistent use of friction-optimized pistons, piston rings and cylinder barrels, the on-demand control of oil pump and the new three-phase thermal management in the coolant circuit. The luxury coupes also controls the alternator depending on the type of driving and on-board voltage. Kinetic energy is recuperated in the overrun mode.

The CL600, with its 510 hp 12-cylinder biturbo engine and 612 lb-ft. of torque remains the top-of-the-line model: it accelerates the luxury coupé from a standstill to 60 mph in a breathtaking 4.5 seconds.

A unique combination of driver-assistance systems
The 2011 CL-Class further enforces its position as an automotive masterwork and a technology platform with the most advanced assistance and protection systems. These highly perceptive assistants convert the coupe into a “thinking” partner that can see, feel and react instantly if it detects a hazard, acting autonomously to prevent accidents or to mitigate their effects. The trailblazing driver assistance systems in the CL-Class are based on state-of-the-art radar, camera and sensor technology.

Active Lane Keeping Assist is a new safety feature making its debut on the CL-Class as part of the optional Driver Assistance Package. If the vehicle threatens to cross a continuous lane marking line, the system actuates an electric motor in the steering wheel, causing it to vibrate briefly – giving the driver a discreet but effective warning hint to countersteer immediately. The active system springs into action if the Mercedes coupe unintentionally crosses a continuous lane marking line to the right or to the left. In this case, the car intervenes by gently braking the wheels on the opposite side of the car, helping the driver to stay in the lane. Active Lane Keeping Assist is built upon the existing ESP® Electronic Stability Program.

Active Lane-Keeping Assist evaluates information provided by a camera mounted on the inside of the windshield. It identifies the contrast between the road surface and the lane markings. In addition, the optional radar system scans the side of the roadway for dividers and other roadway edge markings. The system also evaluates the driver’s actions and can reliably determine whether the car is departing from the lane intentionally or not. For instance, there is no warning if the driver accelerates hard just before passing or when accelerating onto a highway, or if he brakes hard or steers into a curve.

Targeted brake actuation: Active Blind Spot Assist
Another innovation Mercedes-Benz offers for the CL-Class is Active Blind Spot Assist, a system that makes use of a multi-stage warning concept. If the system detects that a lane change would be too dangerous, it warns the driver by displaying a red triangle in the glass of the exterior mirror. Close-range radar sensors monitor the area immediately to the side and to the rear of the car. If the driver disregards this warning and, for example, uses the turn indicator, an audible warning also sounds. If the driver continues to ignore the warnings and comes dangerously close to a vehicle in the neighboring lane, the system acts: a corrective braking intervention via ESP® is applied to the wheels of the opposite side of the vehicle. This causes a yaw movement about the car’s vertical axis due to the unequal distribution of the braking forces. If an accident still cannot be avoided, the active Blind Spot Assist system can reduce the consequences of a collision through the brake actuation.