Vehicle Description
This gorgeous silver on black, clean Carfax, No Accident, CLS63 AMG
is ready to thunder down the road, one of the best engines ever
made by AMG propels this car with a thunderous voracity. ?Rides,
Sounds and drives fantastic. ?This car looks immaculate inside and
out. ?Fully serviced by us, now is your chance to own one of these
legendary rides. No smells, leaks, smoke.? The 6.2-liter V-8 makes
507 horsepower in the CLS, up from 469 hp in the old CLS55 AMG.
Torque is down, though, from 516 pound-feet to 465 lb-ft. More
power usually results in better top-end performance, whereas more
torque normally means quicker mid-range and off-the-line
acceleration. To a certain extent, that's what our numbers show.
The CLS63 gets to 60 mph from rest in a blistering 4.1 seconds, a
tenth quicker than the CLS55, but is identical otherwise up to 120
mph and shares a 12.6-second quarter-mile time. The 30-to-50 and
50-to-70-mph figures show the benefits of the supercharged motor's
fatter torque curve (2.2 and 2.5 seconds, respectively, compared
with 2.5 and 3.1 for the CLS63), while the extra top-end grunt of
the 63 comes into play above 120 mph. By 150 mph, the CLS63 is
ahead by almost a second and a half. So, apart from marginally
better performance away from a stop light and in go-to-jail-fast
territory, what are the benefits of the new engine? Well, it sounds
absolutely fantastic, especially as it nears the 7200-rpm redline.
(Yeah, that's right: a 6.2 liter V-8 that spins past seven grand.)
The loud, guttural growl is a bit too intoxicating, because the
desire to hear a blaring soundtrack makes it all too easy to stray
into triple-digit temptation. It really does pickup and go past 100
mph. The seven-speed automatic transmission is as smooth as a
luxury-car salesperson, not to say that the old five-speeder was
bad. More important, manual shifting is now effected by a pair of
paddles on the back of the steering wheel?right for upshifts, left
for down?in place of the buttons in the CLS55. Other important
mechanical changes are fitment of AMG's new sport suspension and
revised brakes. The vented and cross-drilled front rotors are now
14.2 inches in diameter (up from 14.0 inches) and the front
calipers have six instead of eight pistons. At the back, there are
13.0-inch-diameter discs and four-piston calipers. The AMG
suspension is a recalibrated version of Mercedes' Airmatic
air-spring setup, which works in conjunction with the so-called
Adaptive Damping System. Just like the system in the E-class, it
has driver selectable settings, none of which are perfect. The
sportiest setting beats you up over bad pavement and the comfiest
one doesn't offer enough body control. Still, the CLS63 has lots of
grip, decent steering, and is very entertaining once the traction
control is turned off and the throttle is mashed. It isn't quite as
sweet a chassis as a BMW M5's, but the CLS has the advantage of a
fine automatic transmission in place of the M5's clunky Sequential
Manual Gearbox and a torquier, more compelling engine. Only serious
AMG-heads are going to be able to spot the difference between this
one and the CLS55. Discreet 6.3 AMG badges on the flanks and tail
are the only real external clues, while there is a new instrument
cluster and a fabulous, race-car-like steering wheel. Otherwise,
the gorgeous CLS shape and lush interior remain. Why mess with
success? The only real drawback of this car is the sticker: $95,575
base, with an as-tested price of $100,805. It's a lot of dough,
sure, but the combination of the CLS shape and the rocking new AMG
powertrain make this is a sweet ride for the whizkids of this
world. For additional vehicle pictures and to see a free vehicle
Carfax please visit our site at http://a7autosales.com We also
offer you the ability to submit a secure credit app for financing
on any of our 2002 and later cars.
