2019 Mercedes-Benz CLS Review

As if to prove this point, Mercedes is making a big deal of the looks of the new Mercedes-Benz CLS - a car that can rightly claim to have kick-started a marketplace revolution of sorts. All the refinement of an S-Class with a more sporting silhouette, this elegant four-door coupe has sold consistently well, with about 30 percent of these going to fleet purchasers. Mercedes says “almost all customers chose the CLS for its distinctive styling”, so replacing it with a new model was always going to be a challenge. In the metal it does exude enormous presence. Its nose is reminiscent of the SLS-AMG supercar, and that is a good thing. From some angles the CLS looks wonderful, though - something that can’t be said of Porsche’s grotesque Porsche Panamera. Inside the CLS it’s business as usual, which means a gorgeous cabin design, flawlessly executed and crafted from the finest materials. It’s a lovely place to spend time and craftsmanship seeps from every pore, which after years of questionable build quality is a blessed relief for Mercedes.

As you’d expect, there’s a plethora of gadgetry to keep driver and passengers entertained but it’s intuitive and simple to use and there’s more room in here than the outgoing model, too. But seeing as though such a high percentage of CLS sales have been made up of diesel engines, it’s perhaps surprising they bothered with petrol at all. On the road the new CLS is supremely quiet, refined and comfortable. The engines, whether diesel or petrol powered, are silky smooth and feel effortlessly muscular, with plenty of torque providing mid-range grunt - even the 250 CDI feels plenty powerful, which for a car this size is no mean feat. There’s plenty of grip and if you opt for the active seats you get a reassuring squeeze from the side bolsters when you’re powering through the twisty bits. On a long stretch of motorway, at the touch of a button you can have yourself a massage, too. Aerodynamics have been improved and various changes to both design and construction methods have resulted in a substantially quieter cabin, with wind roar practically eliminated.

And it goes without saying that safety systems are present by the truckload. Mercedes proudly points out that the optional LED headlamps are a world first insomuch as they offer full dynamic functionality. A total of 71 individual LEDs also do a decent job of replicating daylight in the pitch dark. But then, when you look at the many safety features we now take for granted in our cars, many of them started life in a Mercedes, so expect others to follow suit once again. Lane Assist, Attention Assist, Blind Spot Assist, High Beam Assist, and Nightview Assist are just some of the systems on offer when you’re ticking the options list but Attention Assist is standard across the range. The CLS options list also offers Pre-Safe, which basically alerts the driver audibly and visually if it thinks you’re about to hit something, slamming on the brakes if you don’t react when it thinks you should have. It would seem that if you’re deep of pocket when speccing up a posh German car these days you’re also incapable of dipping your own headlights or applying your own brakes. Mark my words, sometime soon there’ll be Drive Assist on offer, where the car does absolutely everything, including dictating what you listen to on the radio and stopping when it thinks you’ve gone long enough without taking a leak. Which, in a car like the CLS, would be a great shame because it really is an enjoyable thing to hustle along a decent country road. It doesn’t feel as big as it undoubtedly is and, with a new steering system debuted here turn-in is nice and sharp for such a big car. There’s definitely a more intimate feel, with more information being relayed through the wheel, which is a step in the right direction. Pricing is still to be confirmed but it’s likely the new car will be no more expensive than the outgoing model. As an accomplished all-rounder, the new CLS delivers in spades.

With the exception of 2002 when only a V8 was offered, the fourth-generation 7 Series lineup has always included sophisticated eight- and 12-cylinder engines paired with a six-speed automatic transmission. The 745i and 745Li sold from 2002-'05 were equipped with a 325-horsepower 4.4-liter V8, while the 750i and 750Li that succeeded them have a 360-hp 4.8-liter V8. Offered continuously since '03, the 760Li has a direct-injection 6.0-liter V12 capable of 438 hp. Unlike the V8s, which are eager to rev, the V12 delivers a massive wave of thrust as soon as you nudge the accelerator pedal. There have been three previous generations of the BMW 7 Series. Most of the examples you're likely to come across on the used car market will be from the third generation, sold from 1995-2001. Bimmer enthusiasts generally regard this as the finest era for the 7 Series. It was a true driver's car just like today's 7, but there was less in-car technology to distract from the task at hand. And most people agree that its sleek, classically styled body was easier on the eyes.