At the Automobile Salon in Geneva in 2004, Mercedes‑Benz unveiled the four-door coupé of the new CLS-Class. The C 219 model series was based on a unique vehicle concept combining for the first time the elegance and dynamism of a coupé with the comfort and functionality of a saloon. Spaciousness, boot capacity and suitability for everyday use were of the standard of a saloon, while the styling impressed with the emotionally charged character of a coupé. The forerunner of the new CLS-Class was the Vision CLS study unveiled by Mercedes‑Benz at the International Motor Show (IAA) in Frankfurt/Main in autumn 2003. The public's enthusiasm for the four-door vehicle reinforced the Stuttgart carmaker's decision to go into series production.
Fascination at first sight - that was the goal of the stylists when they designed the CLS-Class, utilising the freedom offered by the lines of a coupé. On the basis of familiar family features, the coupé presented a design that harmonised apparently conflicting characteristics such as dynamics and size, power and elegance as well as aesthetics and functionality. The unique proportions of the body were what basically determined the fascinating appearance: dynamically shaped overhangs at the front and rear elegantly stretched the body, contrasting with the shallow, excitingly arched roof of a pedigree coupé. In the side view, too, the large, calm surfaces of the doors and rear wing contrasted in form with the coupé-typical, frameless side windows and low look. The front design had a novel and yet familiar appearance: novel because the headlamps formed a different and interesting Mercedes‑Benz face; familiar because of the brand-typical louvred radiator grille with the centrally positioned star. With its aid and thanks to the pronounced sweepback of the bonnet and bumper, the four-door coupé emphasised its sporty attributes - forward thrust, power and readiness to perform - additionally reinforced by the muscular wrap-around wings. The extended louvres of the radiator grille made the front section seem broad and thus forceful. Even more pronounced was the roof line: it extended in a slight yet tensed arch over the forceful body and transitioned to an elegantly styled C-pillar configuration, which gently submerged into the rear section, creating a soft flow of lines. At the rear, the downwardly extending bumper emphasised the width of the body, dominating the forceful appearance in combination with the two chrome-plated exhaust tailpipes.
Thanks to numerous aerodynamic measures and the fully panelled underfloor, the CLS-Class had a good drag coefficient of 0.30. At 0.66 square metres, the aerodynamic drag of the body, so significant for fuel consumption and performance, was also at a very low level.
The technical equipment of the CLS-Class was trendsetting: besides adaptive front airbags, side and windowbags, the PRE‑SAFE anticipatory occupant protection system was also available. DISTRONIC autonomous intelligent cruise control, LINGUATRONIC voice control, COMAND APS operating and display system with Europe-wide DVD navigation and KEYLESS-GO access and drive authorisation system were other optionally available Mercedes‑Benz innovations designed to guarantee even greater comfort and driving pleasure. At the start of production, the engine line-up consisted of two powerful petrol engines: the CLS 350 was powered by a newly developed V6 engine with 200 kW (272 hp), while the CLS 500 boasted a powerful eight-cylinder unit with 225 kW (306 hp). Both engines came as standard with the new 7G‑TRONIC seven-speed automatic transmission.
The CLS 350 with the newly developed Mercedes‑Benz six-cylinder engine (200 kW/272 hp) offered an ideal combination of sporty vehicle dynamics and superior comfort. The engine was among the most powerful and torquey in its displacement class; it formed a powerful team with the standard 7G‑TRONIC seven-speed automatic transmission, achieving top performance in terms of acceleration and fuel consumption: 7.0 seconds for accelerating from 0 to 100 km/h and 10.1 litres of premium petrol per 100 kilometres (NEDC overall consumption).
Eight-cylinder comfort and performance typical of a sports car were afforded by the top model, the CLS 500. Its V8 engine (225 kW/306 hp) also proved its worth in the Mercedes‑Benz S-Class and SL‑Roadster. With a torque of 460 Newton-metres, it accelerated the four-door coupé from rest to 100 km/h in just 6.1 seconds, forming an excellent combination with the standard-fitted seven-speed automatic transmission. The driving experience was also enhanced by the standard AIRMATIC DC air suspension, which constantly adjusted the suspension and damping to suit the driving situation, and the THERMOTRONIC four-zone climate control.
High-strength steel and aluminium were the most important lightweight materials of the CLS body. Aluminium was used where it offered the most advantages over steel, namely the bonnet, the rear shelf, the front module carrier and the rear panel behind the rear seat backrest. All other components of the bodyshell were of sheet steel, with high-strength alloys making up 47.5 per cent of the weight. These included a novel dual-phase steel, which was distinguished by high dynamic strength thanks to its special two-phase micro-structure and therefore able to withstand extreme stress. Different parts of the underfloor as well as the reinforcements at the bumpers and springs consisted of this high-tech material. A further contribution to weight-saving was made by the spare wheel well, which was made of fibre-reinforced plastic.
The four-door coupé design also allowed convenient entry and exit for the rear passengers. They sat in two comfortable individual seats and enjoyed great freedom of movement. The distance between the front and rear seats was 829 millimetres, exceeding the values for comparable saloons. The same applied to the shoulder and elbow room (1,422 and 1,464 millimetres, respectively, in the rear). For the driver and front passenger, seats were available with standard electrical adjustment; they could be optionally fitted with active ventilation and as dynamic multi-contour seats. With up to 505 litres (according to the VDA measuring method), the CLS-Class was also significantly ahead in terms of boot capacity compared with other coupés and some saloons.
The design of the interior was governed by attractive colours and high-quality materials. Leather and wood were the most important design elements of the interior: leather covering was standard on the steering wheel and automatic transmission selector lever, and the seats featured a fabric-leather combination in black. There was a choice of three types of leather to match the respective interior colours: black, basalt grey, sunset red and cashmere beige. Like leather, wood has always been an important material for lending special elegance and high quality to the interior of a Mercedes‑Benz. In the CLS-Class, it was a hand-crafted burred walnut veneer that, in the form of a large-area, elaborately shaped trim, extended over almost the entire front of the instrument panel. It created a distinctly elegant ambiance, which was reinforced by the satin paintwork. Dark fine "Laurel" wood was alternatively available, in either high-gloss or satin finish. The flowing lines of the instrument panel also determined the transitions to the doors and rear passenger compartment. The result was a very well-balanced, harmonious impression of space. The centre console and tunnel panelling reinforced this look, for they, too, formed an elegantly styled unit that boldly extended as far as the rear, where it separated the two comfortable seats. Compartments underneath the soft, leather-covered armrest between the front seats and in the rear centre console were used for stowage.
With a novel, scratch-resistant clear varnish based on nano-technology, Mercedes‑Benz made an important contribution to high long-term quality and exemplary value retention. The innovative paint system came as standard, with both metallic and solid finishes.
With an efficient headlamp system, the new CLS-Class shone when it came to lighting engineering: H7 halogen lamps for the low beams were fitted as standard under the clear-glass-like plastic lenses. The headlamps were based on state-of-the-art projection technology, which required less space in the front section compared with conventional reflector systems, thus giving the designers greater freedom while producing a visibly higher light output. Bi-xenon headlamps, which required only one bulb for high and low beam, were optionally available: while high beam utilised the entire light flux, switching to low beam inserted a screen between the bulb and the lens to mask a part of the light beam. The bi-xenon high beam also employed the inside H7 spot headlamps. The bi-xenon equipment package also included a dynamic headlamp range control system that automatically adjusted the incline angle of the light beam to the particular body position, also compensating for brief pitching motions during braking or acceleration. In both versions - halogen and bi-xenon - the standard-fitted Driving lights assist automatically turned on the lights in the dark or when the CLS coupé entered a tunnel or underground garage. This required the light switch to be in the "Auto" position. Mercedes‑Benz combined the bi-xenon headlamps with newly developed corner-illuminating fog lamps and active curve lights.
Outstanding ride and vibration comfort, safe handling up to the limit, sporty agility and precise straight-ahead running - these dynamic advantages were due in the main not only to the AIRMATIC DC, but also to improved axle technology. On the front axle, Mercedes‑Benz employed a sophisticated four-link system that was exemplary in terms of wheel control, steering precision and comfort. The CLS 350 was fitted on the front axle with coil springs, single-tube shock absorbers and a torsion stabiliser bar - the AIRMATIC DC air suspension was also optionally available for the six-cylinder model. On the rear axle, the proven independent multi-link system provided precise wheel control, exemplary comfort and high driving safety. If the CLS-Class left the assembly line with AIRMATIC DC air suspension, all five control arms on the rear axle were of forged aluminium, allowing a weight saving of over 30 per cent. In the steel-sprung CLS 350, four of the five control arms were made of aluminium.
Besides AIRMATIC DC, ESP® Electronic Stability Program and BAS Brake Assist, the CLS-Class offered another milestone in automotive technology - as a standard feature - in the form of the Sensotronic Brake ControlÔ(SBC) electro-hydraulic brake system. This system electronically transmitted the driver's braking request to a microcomputer that simultaneously processed different sensor data on the current driving condition and then computed and proportioned the optimal brake pressure for each wheel. The faster and even more finely proportioned brake pulses also improved the operation of the ESP® to better stabilise the vehicle if it threatened to skid.
From January 2005, the 350 kW (476 hp) CLS 55 AMG was also available. Besides a maximum torque of 700 Newton-metres, the high-performance coupé with an AMG 5.5-litre V8 supercharged engine boasted AMG sport seats with nappa leather upholstery, bi-xenon headlamps with active curve lights and five-speed automatic transmission with SPEEDSHIFT as standard features. The CLS 55 AMG accelerated from 0 to 100 km/h in 4.7 seconds, the top speed being electronically limited to 250 km/h. The high vehicle dynamics was also made possible by the selected wheel-tyre combination. Wide-base tyres of size 255/40 and 285/35 were mounted on 8.5- and 9.5-inch-wide 18-inch AMG light alloy rims with a double-spoke design. Their forceful look added to the AMG styling, which perfectly harmonised with the sophisticated coupé aesthetics of the CLS-Class. The AMG styling included an expressive front skirt with large air inlets and round front fog lamps, side skirt panelling and a distinctive rear apron. A visual as well as acoustic highlight was created by the two chrome-plated, oval dual tailpipes of the AMG sport exhaust system. The independent radiator grille with three powerful, silver-painted louvres as well as 'V8 KOMPRESSOR' lettering on the front wings provided further differentiation; the AMG spoiler lip on the boot lid increased the down force on the rear axle.
Cooperation with the Swiss watchmaker IWC Schaffhausen led to Mercedes‑Benz developing the exclusive CLS 55 AMG "IWC Engineer", which was unveiled in April 2005. Built in a run of only 55 units, the unique, four-door coupé with the powerful AMG 5.5‑litre V8 supercharged engine was outstanding in its combination of equipment details. The newly designed AMG instrument cluster was based on the new "Engineer" edition of the IWC family of watches, which celebrated its world premiere at the Geneva Watch Show in April 2005. The 55 CLS 55 AMG "IWC Engineers" were customised at the AMG factory in Affalterbach, the first customers receiving their vehicles in autumn 2005. The CLS 55 AMG "IWC Engineer" appeared in an exclusive metallic colour of dark titanium grey. All exterior trim pieces, such as radiator grille louvres, trim rings on the front fog lamps, window frames of the side windows, door handle inserts and terminating strip at the rear end, matched the matt titanium paintwork and created a visual link to the high-quality titanium case of the new IWC "Engineer AMG".
From May 2005, newly developed NECK-PRO head restraints were standard, making an additional contribution to occupant safety. The NECK-PRO head restraints were connected to an electronic control unit. If the sensor system detected a rear-end collision with a defined severity of impact, it released pre-compressed springs inside the head restraints, which in a fraction of a second moved the head restraints forwards by about 40 millimetres and upwards by 30 millimetres to provide timely support for the heads of the front passengers. In this way, Mercedes‑Benz offered optimal occupant protection in a rear-end collision and reduced the risk of whiplash injuries. After a NECK-PRO deployment, the head restraints could be unlocked using the supplied tool and manually returned to their starting positions.
From August 2005, a newly developed V6 diesel engine joined the CLS-Class line-up of engines. An output of 165 kW (224 hp) and a maximum torque of 510 Newton-metres (which was available from as low as 1600 rpm and remained constant up to 2800 rpm) provided powerful acceleration and exemplary flexibility: the CLS 320 CDI accelerated from 0 to 100 km/h in 7.0 seconds and attained a top speed of 246 km/h. Equally impressive was the fuel consumption of 7.6 to 8.1 litres per 100 kilometres, allowing a range of 1,050 kilometres on a single 80-litre tank. Thanks to state-of-the-art injection technology and precise combustion control, the V6 diesel engine complied with the stringent EU 4 limits without a diesel particulate filter. In Germany, Austria, the Netherlands and Switzerland, Mercedes‑Benz additionally fitted the CLS 320 CDI with a diesel particulate filter as standard, this further significantly reducing the soot emissions.
The 2006 Geneva Automobile Salon witnessed the world premiere of the high-performance CLS 63 AMG, which superseded the CLS 55 AMG. The four-door coupé was powered by the 6.2‑litre V8 engine, which was fully developed at AMG, the model designation recalling earlier AMG vehicles. The 378 kW (514 hp) powerplant was the world's most powerful standard-production eight-cylinder naturally aspirated engine in terms of specific output and torque. The exquisite coupé accelerated from 0 to 100 km/h in 4.5 seconds, its top speed being electronically limited to 250 km/h. The high-performance engine complemented the AMG SPEEDSHIFT 7G‑TRONIC, which allowed the driver to choose between fully automatic operation and manual mode, either at the selector lever or - as in Formula 1 racing - using aluminium shift paddles. Also a perfect match for the powerful drive package was the new AMG sports suspension based on the AIRMATIC DC semi-active air suspension with ADS II adaptive damping system and the new AMG high-performance brake system of the CLS 63 AMG. With compound technology on the front axle as well as internally ventilated and perforated brake discs all around, the brake system ensured adequate deceleration. The forceful AMG styling dominated the sophisticated aesthetics of the coupé. The equipment was an impressive combination of exclusive sportiness, high-quality materials and high-grade workmanship. The standard specification included AMG sport seats with nappa leather upholstery, AMG ergonomic sport steering wheel with new AMG aluminium shift paddles and the new AMG instrument cluster with 320‑� km/h speedometer scale with red pointers.
In the second half of 2006, after intensive development work, Mercedes‑Benz launched the world's first petrol engine with piezo direct injection and spray-guided combustion system in the CLS-Class. The novel injection technology enabled Mercedes‑Benz to reduce fuel consumption by an additional 10 per cent in the European driving cycle in comparison with the highly efficient V6 petrol engine with port injection and fully variable valve timing. The 215 kW (292 hp) CLS 350 CGI consumed 9.1 litres per 100 kilometres. The trendsetting injection process allowed far better fuel economy and thus higher thermodynamic efficiency compared with the previous wall-guided direct injection combustion process. The new concept formed the basis for future engine developments in this power class. The key advantage was afforded by the SCGI (Stratified Charged Gasoline Injection) engine, which operated with high excess air and was therefore very economical. Multiple injection made such "lean-burn operation" possible for the first time in higher engine-speed and load ranges. On each power stroke, the combustion chambers were successively supplied with fuel several times within fractions of a second, which significantly improved mixture formation, combustion and fuel economy. Advantageous stratified operation had previously been possible only at low part load; the Mercedes direct injection engine, on the other hand, operated in leaner stratified-charge mode even at speeds above 120 km/h. Given a foresighted driving style at approximately constant speed, the CGI engine bettered the fuel consumption of the six-cylinder unit with conventional injection technology by up to 1.5 litres per 100 kilometres on highways and motorways. This was equivalent to a fuel saving of up to 15 per cent.
The CLS-Class began the 2007 model year with new engines, further improved safety and more comprehensive standard equipment. Alongside the new CGI engine in the CLS 350 CGI and the CLS 63 AMG with its 378 kW (514 hp) V8 naturally aspirated engine, the CLS 500 boasted a new powerplant: the 285 kW (388 hp) engine from the S-Class, which exceeded the previous eight-cylinder unit in output by 26 per cent. The maximum torque was 530 Newton-metres, about 15 per cent higher than the value of the predecessor engine. The CLS 500 now accelerated from 0 to 100 km/h in 5.4 seconds, 0.7 seconds faster than previously. Mercedes‑Benz now offered the CLS 320 CDI with the newly developed V6 diesel engine (165 kW/224 hp) with even more torque. The maximum value increased from 510 to 540 Newton-metres. All CLS engines came as standard with the 7G‑TRONIC seven-speed automatic transmission. Newly designed, easy-grip shift paddles on the steering wheel improved optional manual changes of the transmission modes. The PRE-SAFE® occupant protection system now belonged to the standard equipment of the CLS-Class. The system instantaneously prepared both occupants and vehicle for an impending accident: it tightened the driver's and front passenger's belts as a precaution, brought the front passenger seat into a favourable position and automatically closed the side windows and sliding roof if there was a risk of skidding. These safety precautions allowed the belts and airbags to operate optimally in an accident. To avoid rear-end collisions, Mercedes‑Benz equipped the new generation of the CLS-Class with flashing brake lamps as a standard feature. In the event of emergency braking, they gave a better warning to following drivers than the conventional brake lights. The faster braking reactions shortened the stopping distance by around 5.50 metres at 100 km/h, for example. From mid-2006, the standard equipment of the CLS-Class also included the ADAPTIVE BRAKE system developed for the S-Class. Electronic control of the hydraulic braking system allowed the provision of assistance functions affording even greater safety in emergency braking situations or in wet conditions. The ADAPTIVE BRAKE system also facilitated starting off on hills and prevented the car from inadvertently rolling forwards at traffic lights or in stop-and-go traffic.
Four years after their market launch, the C 219 coupés underwent a facelift in March 2008. The CLS-Class - pioneer of a new automotive segment - was made even more attractive.