When it comes to building cars that look right, make the proper sounds and go fast, track record is second to none. The cars from Coventry can be Exocet missile-quick (they’ve won at Le Mans and in IMSA) while exhibiting British civility and luxury worthy of a Royal. But then, so can those equally famous (and fast, luxurious, etc.) cars from Swabia built by , specifically the CLK55 AMG, a hot-rod version of Mercedes’ midrange coupe. With its aero bodywork, beefy wheels and tires, sport-tuned suspension and pumped-up powerplant, this Jaguar XKR challenger generates numbers (0 to 60 mph in 5.3 seconds, 0.91g on the skidpad) that are nearly identical with the cat’s stats.

Based on the CLK430, M-B’s near-luxury sports coupe, the CLK55 is an example of what happens when German hot rodders get their hands on an otherwise respectable ride. In short, acceleration times go down, top speed goes up (by 25 mph) and handling goes from ho-hum to hoo-boy! Credit AMG, a German tuning firm whose initials represent the last names of its founders (Hans-Werner Aufrecht and Erhard Melcher) and Aufrecht’s birthplace (the village of Grossaspach). In its 33-year existence, AMG has produced a number of notable Benz-based road cars as well as championship-winning racing cars including the 2000 German Touring Car Championship winner. Nowadays, AMG is owned principally by DaimlerChrysler, which means its products are sold by Mercedes dealers and carry a full factory warranty.

Since its inception, AMG has lived by the hot-rodder’s credo, “There’s no substitute for cubic inches.” No surprise then that the first thing these folks do is increase the displacement of the latest-generation Mercedes sohc 24-valve V-8 from 4266 to 5439 cc by dropping in a forged crankshaft that lengthens the stroke by 8 mm. The result is in an engine that is almost “square,” i.e., one with an equal bore and stroke, a powerplant whose piston speed and valve size are ideally balanced just like the supercharged Jaguar V-8, which is perfectly “square.”

Along with the crankshaft come forged connecting rods and pistons, a modified intake manifold (the stock 430’s dual-resonance model that’s been hogged out to increase airflow), plus reworked cylinder heads that house lighter AMG camshafts with longer duration and stiffer valve springs. Lovingly assembled by AMG technicians, the CLK55’s naturally aspirated V-8 develops 342 bhp and 376 lb.-ft. of torque, only a bit less than the supercharged XKR V-8.

To handle the AMG V-8’s substantial increase in horsepower and torque (especially the latter), the stock CLK’s driveline has been upgraded and includes a hefty 4-bolt driveshaft and a ring and pinion with a higher final-drive ratio (2.82:1 versus 2.87:1). Built to accommodate the greater power of a Mercedes V-12, the 5-speed electronically controlled automatic transmission is fundamentally unchanged.

Like the engine, the ‘s chassis profits from the tuner’s touch. Higher-rate AMG springs, revalved shocks, larger anti-roll bars and stiffer suspension bushings replace the stock CLK430 components. Likewise, the normal CLK front and rear disc brakes give way to larger, AMG racing-derived, internally vented discs that reduce stopping distances and offer an extra margin of safety under the most adverse conditions. Adding a final touch to the chassis enhancement package: AMG Mono-block alloy wheels fitted with low-profile ZR-rated tires. Although dimensionally identical to the CLK430’s wheel/tire combination, the AMG offering lends a no-nonsense look that helps make the CLK55 visually distinctive.

Speaking of visually distinctive, AMG side skirts between the front and rear wheel wells not only give the CLK55 a racy German Touring Car look, but also improve the coupe’s aerodynamics.

As the top-of-the-line member of the Mercedes midsize-coupe family, the CLK55 boasts an extensive list of standard equipment. Thus, technologies and amenities such as ESP (Electronic Stability Program), “smart” automatic gearbox with computer-controlled shifting, climate control, stereo sound system, power seats, windows, mirrors, sunroof and the like are part and parcel of each CLK55. However, to set the car apart from your generic Mercedes-Benz, AMG adds a few extra touches, such as special gauges and three distinctive color combinations for the standard leather interior (charcoal/charcoal, charcoal/ silver, charcoal/blue). Options, for those who must have it all, include a 6-disc CD changer, digital phone and COMAND navigation system with GPS. And let’s not forget the Designo Edition, with its decorative paint and upholstery package. CLK55 owners have a choice of the Silver Edition (Slate Blue metallic paint, charcoal and dark blue leather interior and charcoal-hued maple wood trim priced at $6850) and the Espresso Edition (Mocha Black metallic, charcoal and light brown leather and maple trim costing $6050).

With its elegant lines and understated aero look (no bulging air scoops and skyscraping rear spoilers here), it’s easy to pass off the CLK55 as just another Mercedes. But slip into that nicely contoured driver’s seat and twist the ignition key. “The moment you fire this thing up,” says Road & Track’s Feature Editor Andrew Bornhop, “the deep burble of the exhaust says this is no ordinary CLK.” Unique to the CLK55, AMG’s free-flowing exhaust system emits a guttural growl that is music to an enthusiast’s ears especially when you nail the accelerator pedal to the firewall metaphorically speaking, of course.

With a blast from its twin pipes the CLK55 leaps off the line with a touch of wheelspin that lasts just long enough for traction control to kick in and momentarily dial back the power. Suitably composed, the engine takes up where it left off and the ride begins in earnest as the big AMG V-8 sends the speedometer needle soaring and the tach bumping up against its 6000-rpm redline. To avoid over-revving, Mercedes uses a so-called “soft” rev limiter that unobtrusively reduces rpm. Speaking of limits, the CLK55 is governed at 155 mph, somewhat like the Jag XKR, which is limited to 156.

Although the CLK55’s computer-controlled, driver-adaptive automatic transmission is capable of delivering smooth, crisp shifts at just the right moment, some enthusiasts will enjoy changing gears manually by bumping the shift lever sideways in its gate. By the way, the Mercedes gearbox is one of the few automatics that can be downshifted all the way to 1st.

More than just a straight-line star, the CLK55 is equally impressive when your favorite highway throws you a curve. Nicely balanced, the AMG supercoupe understeers mildly in the slalom where it slices its way through the cones at 62.8 mph, just a tick slower than the Jag. On the skidpad the CLK55 can be throttle-steered to 0.91g, somewhat more than the Jag’s 0.86g. In the slalom both cars exhibit mild understeer, while on the skidpad the Mercedes understeers moderately; the XKR, mildly. Although running the numbers is good fun, it’s not half as enjoyable as a romp through the twisty bits where the AMG V-8’s considerable muscle enables you to squirt from corner to corner and power through the turns.

During those turn-to-turn sprints, you’ll need some help from the brakes which, thanks to AMG, are among the best in the business. Huge fronts and larger-than-stock rears (both radially vented for maximum cooling) rate an “excellent” in control and feel. And check out the CLK55’s impressive stopping distances: 117 and 206 ft. from 60 and 80 mph to zero, respectively. The Jaguar’s longer distances of 126 and 228 ft. are likely attributable to the car’s smaller brakes.

Performance and handling aside, the CLK55 is a comfortable, quiet, luxury sports coupe capable of carrying four in comfort a good deal more spacious than the 2+2 XKR. True, the AMG’s back seat can feel a bit cramped if the front buckets are shoved too far rearward. But head and elbow room are acceptable, especially in a car that is dimensionally smaller than the Jag.

Speaking of ride comfort, I’d be remiss in not mentioning that some staffers complained of the stiffness of the CLK55’s suspension, a trait exacerbated by the car’s low-profile tires. That’s certainly a valid point, unless you’re one of the many enthusiasts who place a premium on performance. Judging by the latest sales figures, that’s a sizable group. Since the car’s introduction just a few months ago, U.S. Mercedes dealers have sold 200 CLK55s, while next year, the U.S allotment grows to 1100 cars.

Okay, so the CLK55 AMG is quite a car. But is it better than the XKR? Given the two cars’ similar performance, level of fitment, comfort, exclusivity and the like, I’d say it’s a close call, a matter of taste like bangers and bratwurst. And while the Jag is a sprightly performer, I think the CLK55 has a Teutonic edginess that makes it seem a bit more responsive. Likewise, the AMG’s handling seems tidier, but then, the Mercedes is about 4 in. narrower than the Jag. One area where the German supercoupe wins hands down is price. At $67,000 and change, the CLK55 is about $13 thou cheaper than the XKR coupe. Also, it has that solid, carved-from-a-block feel that we’ve come to expect from Mercedes. But forget all that, because for me the sound of that sonorous AMG V-8 alone is worth the price of admission.

Source: http://www.roadandtrack.com/new-cars/reviews/a9258/2001-mercedes-benz-clk55-amg downloaded 2016/05/01

Mein eigener Fahrbericht

Fahrbericht Mercedes-Benz CLK 55 AMG