With a 0-62 time of 9.4 seconds, the CLC is no faster than a 2.0-litre Focus TDCi, and is easily outpaced by the BMW 320d Coupe. Yet, if you take Sport to mean more than outright pace, the CLC is not the product of a misnomer: the agile handling and the new direct-steering mechanism impart the qualities of a true sports car.
But if you want performance as well, you will have to dig deeper and find the £27,240 asking price of the CLC 350, which offers 155 mph and a 0-62 time of just 6.3 seconds. Even so, the £24,435 220 CDI Automatic runs on pretty much the same platform, so you get similar handling but with a fair amount of change. Except in the case of the test car, you won't. Allowing for extras, the sticker price of the car I drove exceeded £26,000.
The CLC range includes two diesel-engined models. Both are 2148 cc, but differ in power and torque outputs. The CLC 200 CDI engine delivers 122 bhp and 270 Nm, and the CLC 220 CDI, 150 bhp and 340 Nm. The car with the more powerful engine is naturally the quicker of the two, but both consume the same amount of juice: a theoretical 42.8 mpg on the combined cycle. This is for 5-speed automatic models; the stick-box cars are both around 48 mpg. But two pedals or three, the CLC CDI clearly represents the greener side of sports car motoring.
Both automatic models will in 2009 fall into VED Band I at £205, although there appear to be versions of the 200 CDI that are one band higher. Choosing a manual version of either car not only drops the price by a grand or more, it also means a lower fuel consumption and reduced CO2 emissions - the green gets greener. For example, the combined fuel consumption for the 220 CDI manual is 47.9 mpg, some five miles-per-gallon better than the auto' model. On the extra-urban cycle, the range per gallon increases to a remarkable 58.9 miles.
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Curiously enough, the less powerful engine has a much flatter torque curve, and on paper at least, is more flexible. As far as the 220 is concerned, when left in full auto' mode, the five-speed 'box further flattens the performance: it seems unwilling to swap cogs at the point of peak torque - namely 2000 rpm. To some extent, the tardiness is exacerbated by the transmission ratios. Gears three, four and five are quite close, but there is a big jump down from third to second, and since most corners are taken on the cusp of those two gears, some hesitation is inevitable.
On the other hand, using the tiptronic option enlivens the performance. Tap 'n' go changes can be made using either the shift lever or the micro-switch-like 'paddles' on the steering wheel. Unfortunately, the paddles move with the wheel, so they are not always where you want them to be. Incidentally, the tiptronic transmission is an 'extra'. Without it, the price of the car is reduced by £1,050.
But if you set aside the slightly modest performance - at least in auto' mode - the CLC 220 CDI delivers a really pleasant drive. With wide-ranging adjustment for the driver's seat and steering wheel, it is possible to achieve the precise point of ergonomic balance, in which the driver feels in perfect pitch with the car. This synergy adds to the sense of its being a sports car, as does the new direct steering, which is worth an explanation.
The so-called direct-steer system has migrated to the CLC from the SL- and SLK-Class. Unlike many modern power-assisted steering systems, the Mercedes-Benz unit relies on mechanical assist, which results in a much higher level of tactile feedback, along with greater precision. In addition, direct-steer has a variable ratio: low around the centre point to improve directional stability at high speed, and much higher beyond a five-degree input, to enhance feel and to provide a more natural and linear response to driver input. On roads with a mix of shallow and sharper bends, some acclimatisation is necessary as there is a distinct shift from one phase to the other.
Provided the paddles or stick are used to manage the gearbox, it is possible to drive within ready reach of peak torque, and within that envelope, the CDI engine reveals its full potential. Mid-range response is far more impressive than the standing-start time might suggest, and suddenly the sports seats and sports suspension start to make sense. And because the whole car is so composed, driving quickly means little more than pressing harder. Even during sudden changes in direction, the compact Mercedes lives up to the promise of its squat stance.
The combination of firm suspension and fingers-full of feedback encourage commitment, and the fire in the belly of the fuel-sipping oil-burner is easily and enjoyably stoked. Even when pushed really hard, there is nothing raw about this car: the engine note seldom intrudes, and the cabin ambience remains that of a small limo, which properly reflects the CLC's alter ego.
In terms of length, the CLC is shorter than a Mondeo but longer than a Focus, which, in turn, is longer that a Golf. It is very hard to position this car in the market place, and, given that it is slightly more a sports car than a coupe, I suppose the nearest equivalent is perhaps the Mazda RX-8. But in terms of the overall size, after having spent a week with the car, I still couldn't decide if I was driving a small large car, or a large small car. It is not until you take account of the many features and amenities that you are led to conclude it is the former. Like most Mercedes-Benz cars, the CLC Sport is richly equipped, and anyone downsizing to the CLC in these troubled times would not feel short-changed.
The interior is classically Mercedes-Benz brought up-to-date with brushed aluminium trim and a black headlining, which seems to enclose occupants in a sports car manner. And the leather feels real enough, even though it's hand-made. The fascia is neat and compact, and sufficiently featured to avoid the bland, plastic plateau look. Even the minor controls impart a sense of workmanship, and precision, as if turned by an engineer rather than moulded by a machine. The CLC feels quite weighty, which adds to a sense of substance that emulates the larger cars in the Mercedes line-up.
CLC Sport additives include an aluminium gear-shift, with a leather-trimmed gaiter, and stainless-steel inserts for the pedals.
Standard features naturally include such things as ESP, ASR (Acceleration Skid Control), Artico man-made leather, dual-zone climate control, and park control. But the Merc touch is also evident in the smaller details, such as a first-aid kit, and monogrammed kick plates.
The test car also had privacy glass, a 6-CD changer with a media interface, heated front seats, a tyre-pressure-loss warning system, telephone pre-wiring, and a Comfort Package. Along with the optional tiptronic 'box, these extras accounted for £2,725.
The British seem to have a love affair with coupes, but unlike a few 'coupe-styled' four-door cars, the Mercedes is a genuine coupe, and thus has only two doors. But accessing the rear seats is not a problem - unless you are tall. Whilst the front seats tilt and slide out of the way, there's nothing that can be done about the low cantrail. Tall people just have to bend - almost double. But once in place, occupants have plenty of leg- and head-room, or plenty of leg- and head-room by coupe standards.
But with all four seats occupied, there's not a lot of room left for luggage. Less than 11 cubic feet is not enough for two sets of golf clubs, let alone four, and I should think that four rugby kits would be a struggle, too. Darts would be OK, though. You would just have to leave the players behind.
source:newcarnet
