Tony Davis

When Mercedes-Benz brought the first CLS to market in 2004 there was much scratching of heads.

For a start, the oxymoronic description: Benz called it a four-door coupe.

Then there was the Batmobile styling. Who were they targeting . . . rap singers?

If so, Benz has managed to find 170,000 of them around the world so far, and has dragged other makers into the new niche.

There is a direct rival in the Audi A7, a cheaper me-too product in the VW Passat CC, and a slightly less direct competitor in the higher-roofed BMW 5-Series GT.

BMW will make a more pointed attack soon with a four-door version of the 6-Series coupe.

With this second-generation CLS there was more scratching of heads – or at least one bonce: that of this writer.

This CLS has even more extreme styling, and it seems Benz had overegged the pudding, or at least over-creased the Batmobile.

Seeing the two side by side suggests otherwise. Sure, the newcomer is more flamboyant, but that was going to be needed to make the same impact as the original – which, bizarrely, now looks a little understated. Perhaps even plain.

The CLS grille has become more upright and aggressive, following the template of the new Benz nose that was first seen in the gullwing SLS.

The extreme rake of the roofline leaves you expecting to crank open a great big driver’s door, but it surprises in being short and light. The shortness reminds that this is a four-door, albeit a four-door “coupe”, while the weight signals Benz has incorporated a lot of aluminium in the bodywork to reduce the car’s heft.

That said, all-up weight is still over 1800 kilograms.

To critics, the CLS is a tarted up E-Class, and it’s true that the two cars share much under the skin. The E-Class has the traditional Benz sedan buyer covered. There is a two-door coupe as well, and the CLS bridges the gap.

The two six-cylinder versions of the CLS are confusingly both called 350. We sampled the 350 CDI, which has a 3-litre turbodiesel V6. The addition of an oil burner to the range here is welcome and underscores the continuing advance of the diesel in this part of the market.

Its 195kW of power is more than enough for most, and the torque figure is a monstrous 620Nm. The petrol version, understandably, is up on power (225kW), down on torque (370Nm) and can’t match the diesel for fuel efficiency.

The versions come in at the same price ($159,200), but the petrol one (with a 3.5-litre V6) is in fact $4000 cheaper before GST and luxury car tax are added. The diesel claws back ground because its 6.2lt/100km economy (on the combined cycle) entitles it to a lower tax rate.

The CLS 500 V8 tops the conventional range, after which there is still the twin-turbo AMG-developed CLS63.

The “four-door coupe” premium over the E-class is substantial – nearly $30,000 in broad terms. There is some relief in additional equipment and, of course, exclusivity.

Inside are 11 airbags, including a knee-bag for the driver. There’s also technology to ensure that, hopefully, you’ll never need to use those airbags.

The blind spot indicators beep a little too often, but are still worth having. Another standard feature: technology that warns you with a rumble through the steering wheel if you drift away from your lane.

Active versions of both these systems are available – they can steer you away from a car you might hit, or put you back in your lane if you drift across a solid line (by selectively using the brakes rather than reefing the tiller from your hands).

The standard car monitors tiredness levels too and warns you if you need a break.

The CLS interior is a four-occupant only proposition. The rear seats are divided by a heavy fixed armrest-cum-storage bin.

The cockpit does a fine job of pampering those four, although it’s best if the rear occupants are a little under average height. The curving roofline impedes rear headroom, while the high window sills can also make the back space a little claustrophobic.

The interior is a bigger departure from the everyday E-Class than Benz has achieved with its C and E coupes.

As befitting the price, there is plenty of wood, plenty of leather and high-class plastics.

The rear seats fold to increase luggage capacity, which is pretty good even with the seats up.

Standard equipment includes satnav, hard drive an impressive (but not quite top end) Harman Kardon surround-sound system, keyless entry and start, iPod/iPhone integration and a TV tuner.

The Parktronic parking assist system, a glass sunroof and reversing camera also go towards justifying the premium.

Although power is plentiful, the seven-speed auto can be a little bit clunky at times when first engaged, but once up and running it is smooth and efficient.

The car is not just heavy but large – just shy of five metres long – but masks its bulk with excellent road holding.

A new electromechanical power steering system uses less energy than other models and gives engineers freedom to control the feel at the wheel.

They’ve done a good job of calibrating it, and there is almost perfect weighting to go with a precise and engaging chassis.

Another first: the headlamps use 71 LED lamps (not the bi-xenon fare found in upmarket cars). The main pay-off, says Benz, is light that is brighter and resembles daylight, leading to less eye strain.

Against all the modern technology is an antique-style parking brake – pushed with the left foot, released with the right hand.

There are plus points on the braking side, though, beyond the excellent stopping power you’d expect from a car bred for the autobahns. The CLS automatically engages “park” if you stop and then open the door.

Another pleasing trick: if you brake to a stop, the system can keep the car stopped until you accelerate, even if you are pointing down a large hill.

There’s something slightly irrational about buying a coupe. Having four doors makes it a little easier to justify, as Benz has now comprehensively proven.

The Australian Financial Review