Lamborghini Murcielago Review

Massively powerful, definitively flamboyant and as eyeball-grabbing as an A-list Hollywood celebrity, the Lamborghini Murcielago firmly embodies the spirit and meaning of the word "supercar." Big and brashly styled, it has an undeniable street presence that few other cars can match.
Lamborghini Murcielago

2008 Lamborghini Murcielago Convertible Shown

As Lamborghini's top sports car, the Murcielago carries on the tradition laid down by its V12-powered predecessors, including the Miura, Countach and Diablo. It's not a particularly easy car to drive or, given its approximate $300,000 price, an easy car to obtain. Then again, that's all part of the appeal.

Current Lamborghini Murcielago

In Spanish, Murcielago means "bat," though Lamborghini says the name actually refers to a 19th-century Spanish bull that earned fame through its courageous nature in a bullfight. The supercar comes in two body styles -- coupe or convertible -- and both are powered by the same 6.2-liter V12 engine. Positioned amidships, it's capable of 580 horsepower and 478 pound-feet of torque. The Murcielago LP640, promised for 2007, has even more power. Its 6.5-liter V12 delivers 640 hp and 487 lb-ft of torque.

Feeding and cooling this powerful engine are a variety of scoops and ducts, including two electronically controlled air scoops that automatically raise from the car's rear haunches when needed. Power is sent through an all-wheel-drive system. A six-speed manual transmission is standard, and e-gear -- a paddle-shifted automated-clutch manual gearbox -- is available as an option.

The Lamborghini Murcielago's top speed is in excess of 200 mph. All body panels except the roof and doors are constructed of ultra-lightweight carbon fiber. The suspension features electronic adjustable damping, which can raise the car's front suspension 45 mm to avoid scraping the Murcielago's (normally) low-slung chin on driveways and inclines.

In contrast to the wildly styled exterior, which includes the trademark Lamborghini scissor doors, the Murcielago's interior is an exercise in simplicity. The seats are supportive and comfortable, though difficult to get into. Standard equipment includes air-conditioning, a tilt and telescoping steering wheel, power windows and locks, and an audio system with CD player. Options include a navigation system and a variety of custom accents for the interior, including carbon fiber.

In road tests and reviews, we found the Lamborghini Murcielago drives every bit like the supercar that it is. Its trucklike amble at low revs gives little clue as to the apocalyptic power delivery that awaits. At full throttle, there's a quick surge at 3,000 rpm, which gets more urgent at 4,500 as the exhaust clears its throat. This thrust is followed by the all-wheel-drive system shuttling torque to the rear and the most magnificent feral yowl up to redline. You can feel the accelerative Gs weighting your very fingertips, the scenery exploding through the wide-screen windshield. Handling, though never known as a Murcielago strength due to the car's size and weight, is still quite impressive.

Past Lamborghini Murcielago models

Through its general design and overall purpose, Lamborghini's flagship carries on the tradition set by its predecessors, the Diablo and the Countach. Introduced in 2002, the Murcielago has not undergone many major changes, though there have been a few spin-off models. In 2005, Lamborghini released the Murcielago convertible, which came with a removable hardtop.

Infiniti G37 Review

When Infiniti's first G35 coupe stormed onto the scene in 2002, it proved a worthy alternative to BMW's 3 Series — the best you could get for $35,000 at that time. Now, as the new 3 Series reassumes control of the segment with a rip-snorting 300 horsepower in the 335i, it seems time for Infiniti to hatch the latest G.

That the redesigned G35 sedan already provided a compelling alternative to the 3 Series didn't matter. Infiniti decided against matching that car's 306-hp, 3.5-liter V-6, instead building a 3.7-liter engine for the appropriately named G37 coupe. The larger V-6 sends an estimated 330 hp to the rear wheels through a five-speed automatic or six-speed manual transmission.

Three trim levels are available: base, Journey and Sport 6MT, which is sold exclusively with the manual. Infiniti G37s hit dealerships in August 2007.

Exterior
The G37 looks much like you'd expect for a two-door offshoot of the new G35. The curvaceous body integrates large — but fairly subtle — fenders, while the bumper boasts one of the more sinister interpretations of the familiar air dam and side portals you see on many cars. Twin L-shaped headlights flank the slatted grille. The taillights aren't all that different from those on the previous G35 coupe.

Adding the Sport package to a G37 Journey gets you a sport-tuned suspension, exterior ground effects and massive 14-inch front disc brakes — the same size as those on a Corvette Z06. The Sport package also swaps the G37's standard 18-inch alloy wheels for 19-inchers. The G37 Sport 6MT includes all the enhancements standard.

Infiniti's 4-Wheel Active Steer system is optional on the Journey and 6MT. It turns the rear wheels as well as the front ones, which purportedly improves high-speed handling and makes it easier to turn at parking-lot speeds.

At 183.1 inches long and 71.8 inches wide, the G37 is nominally bigger than the 335i coupe. It's even a bit wider than the G35 sedan.

Interior
Apart from having a smaller backseat with room for two instead of three, the G37's cabin is not much different from that of the G35 sedan. The coupe's interior is a vast improvement over the first-generation G35, and now features such novelties as aluminum trim modeled after Japanese Washi paper.

Standard features include power front seats, automatic climate control, a six-speaker CD stereo and leather upholstery. Heated seats with power side bolsters, a moonroof and a navigation system with real-time traffic monitoring are optional.

Under the Hood
Sporting an elaborate air induction system similar to (no surprise) BMW's Valvetronic, the 3.7-liter V-6 makes an estimated 330 hp and 270 pounds-feet of torque. It teams with a five-speed automatic transmission in the G37 base and Journey, while the Sport 6MT gets a six-speed manual. Cars with the Sport package include a limited-slip differential for better traction while cornering.

Infiniti estimates that the G37's engine actually delivers around 1 mpg better gas mileage than the 3.5-liter V-6 in the G35. With the EPA's revised fuel economy ratings for 2008, that should translate into roughly 21 mpg in combined city and highway driving for a manual-equipped G37.

Safety
All G37s come standard with six airbags, including side-impact airbags for the front seats and side curtain airbags for both rows. Active head restraints, four-wheel-disc antilock brakes, traction control and an electronic stability system are also standard.

Infiniti's Intelligent Cruise Control, which can match highway speeds with the car ahead, is optional. It includes a Preview Braking function that preloads the brakes for faster response if the car in front slams on its brakes. Also optional are pre-crash seat belts that can tighten in response to emergency braking, as well as adaptive headlights that can swivel several degrees to better illuminate corners.

Lexus IS 350 Review

Most entry-level luxury sedans are a compromise between luxury comforts and performance attributes. The horsepower might be there, but the handling might be on the softer side to accommodate as many different tastes as possible. Lexus, however, provides a clever alternative to this compromise -- the company offers two entry-level sedan models, with the IS line specialized for performance.

2008 Lexus IS 350 4dr Sedan

The Lexus IS 350 (and its lesser-powered sibling, the IS 250) considerably improves on the first-generation IS sport sedan in terms of style and performance. With its potent V6 engine, sharp reflexes, aggressive exterior styling and the latest techno-gadgets, this sedan has no major weaknesses. It's one of our top choices for a luxury sport sedan, though test drives of the most popular vehicles in this segment are wise, as each model provides varying degrees of driver interaction. You'll want to find the one that suits you best.

Current Lexus IS 350

The rear-wheel-drive Lexus IS 350 is available in one body style, a four-door sedan, and with only one engine, a robust 3.5-liter V6 that pumps out 306 horsepower and 277 pound-feet of torque. It pushes the car from zero to 60 in 5.6 seconds, which, by the way, is firmly in sports car territory. The IS 350 comes standard with a six-speed automatic transmission. There is no manual option.

Picking out an IS 350 is pretty simple; there's only one trim level. It's very well equipped and includes 17-inch wheels, leather seats, power front seats, automatic dual-zone climate control, a moonroof and an impressive audio system with a six-CD changer. There's an auxiliary jack for MP3 players, and a Mark Levinson 14-speaker 300-watt 7.1 surround-sound audio system is available individually or as part of an option package that also includes a voice-activated navigation system.

Two other option packages worth considering are the Luxury package, which adds heated seats and HID headlights, and the Sport package, which comes with 18-inch wheels, a sport-tuned suspension and sporty interior details, such as aluminum pedals.

Even without options, the Lexus IS 350 comes with a well-crafted interior. It is attractive and features high-quality materials. The front and rear seats are built more for comfort than support, which sheds some light on the difference between the IS 350 and its more performance-centric German counterparts. Like most small luxury sedans, rear seating isn't very spacious, and the Lexus has less rear legroom than many of its competitors.

In reviews and road tests, our editors found the Lexus IS 350 to be a dynamic sport sedan. As impressive as its quickness is the engine's broad and eager power spread. Handling is sharp, but it's still a Lexus, so the drive is perhaps not quite as thrilling as one might get from a BMW or Infiniti. A precise but numb steering rack and a muted exhaust note further this impression. Still, this attribute could be good news for buyers looking for a sport-oriented luxury sedan that's perfectly suitable for daily commutes.


Past Lexus IS 350 models

The Lexus IS 350, which debuted for the 2006 model year, is still in its first generation. Previously, Lexus offered the IS 300. Available as a four-door sedan or wagon, the IS 300 was known for its outstanding driving dynamics but rather drab cabin. It also wasn't as luxurious, roomy or powerful as the current IS 350, but as an affordable used luxury sport sedan, it's worth a look. It was sold from 2001-'05.

Lexus IS 250 Review

If you're shopping for an entry-level luxury sedan with a sporty disposition, you'll undoubtedly come across the compact Lexus IS 250. It's the less expensive companion to the pricier but more powerful IS 350 and it's the most affordable way into the Lexus lineup. Although modestly powered for a premium-brand sport sedan, the IS 250 offers all the other virtues of the current IS series, including precise handling, a top-quality interior and an extensive array of high-tech features.

2008 Lexus IS 250 4dr Sedan

In addition, the Lexus IS 250 actually offers a wider variety of drivetrain configurations than the more potent IS 350. On the standard rear-wheel-drive sedan, the company gives you a choice of a six-speed manual or a six-speed automatic transmission. If you've settled on the automatic, you have the option to order your IS 250 with all-wheel drive.

Choices are many in the highly competitive entry-luxury sedan market, yet the IS 250 is certainly one you should consider. That said, its lack of serious speed will deter hard-core enthusiasts, as will its muted steering feedback. For the general premium car shopper, though, the Lexus IS 250 represents a solid buy, as it offers high levels of luxury and refinement while staying within comfortable range of the $30,000 mark.

Current Lexus IS 250

Lexus sells the IS 250 in a single trim level, with either rear-wheel drive or all-wheel drive. The power source is a 2.5-liter V6 rated for 204 horsepower and 185 pound-feet of torque. The standard equipment list is respectable for this type of car. Naturally, all the requisite safety features are on board, including front-seat side airbags, full-length head curtain airbags and stability control. Major options include adaptive bi-xenon HID headlights, heated/ventilated front seats, a surround-sound Mark Levinson audio system with a CD/DVD changer, a navigation system with a rearview camera, adaptive cruise control and Bluetooth. There's also an X package, which is essentially a sport package that provides bigger wheels, high-performance tires, firmer suspension calibrations, aluminum pedals and a front lip spoiler. Note that you can only get this package on rear-drive IS 250s.

On the move, the Lexus IS 250 is smooth-riding and quiet but a bit light on emotion. Handling is secure and precise, particularly with the X package fitted, but the IS never communicates with its driver the way a BMW 3 Series sedan does. Otherwise, the IS 250's dynamics are certainly on par with the other leading entry-luxury sedans, including the Audi A4 and Infiniti G35.

Acceleration is adequate for a car in this price range, but with 0-60-mph estimates falling around the 8-second mark, we'd hardly call it pulse-quickening. Still, buyers will be impressed by the V6's creamy power delivery and the automatic transmission's quick responses in sport mode. The manual gearbox is a reasonable choice for enthusiast drivers, but it's not as tidy through the gears as top competitors'.

Inside, the leather-lined Lexus IS 250 feels luxurious even in standard spec -- something that can't be said of many entry-level luxury sedans in this price range. Still, consumers wanting that quintessential Lexus experience will need to check off bird's-eye maple trim on the options list. Seat comfort and passenger room are excellent up front, but the backseat offers considerably less legroom than the quarters in the 3 Series and G35. Trunk space is average at 13 cubic feet.

Past Lexus IS 250 Models

Introduced for the 2006 model year, the IS 250 represents the second generation of the Lexus IS series. The first generation, known as the IS 300, was sold from 2001-'05. This car was quicker and more involving to drive than today's IS 250, but it wasn't as roomy, refined or luxurious.

Buyers who put any priority on handling would be wise to zero in on 2007 and later models with the optional X package. Also note that the standard stability and traction control system (known as Vehicle Dynamics Integrated Management, or VDIM) was undefeatable on '06 models.

Mercedes-Benz CLK-Class Review

2008 Mercedes-Benz CLK-Class CLK350 Convertible

Throughout most of the 1980s and '90s, Mercedes seemed to focus strictly on the business side of the luxury spectrum by producing sedans, sedans and, well, more sedans. With the exception of one stratospherically priced roadster, style seemed to be a secondary concern, and there was nary a two-door to be found.

The Mercedes-Benz CLK-Class put an end to that. Born as a coupe first and a cabriolet (convertible) second, the CLK combined a curvy, low-slung body with four-seat practicality at a price digestible to the moderately wealthy masses. To no one's surprise, it was a hit.

Like its competitors, the Mercedes-Benz CLK traces the majority of its mechanicals to an existing sedan -- in this case, the compact C-Class. However, Mercedes has always tried to position the CLK as a higher entity than its entry-luxury source material. To that end, the company has offered the CLK with engines and transmissions from the more upscale E-Class, and the first-generation CLK even went so far as to crib its front styling from the E-Class of the time. Unfortunately, Mercedes has also felt that this higher pedigree deserved higher pricing, too.

But the sum of the CLK's parts has mostly gone over well with us. Both CLK generations offer refined road manners, a sufficient amount of sportiness and the expected levels of Mercedes-Benz luxury, safety and prestige. And while the CLK's interior control layout might be too complicated for its own good, this coupe and convertible pair does a passable job of seating four adults -- and remains the only two-door Benz besides the ultra-expensive CL-Class that can make such a claim.

Most Recent Mercedes-Benz CLK-Class

While the design of this current (second-generation) Mercedes-Benz CLK only dates back a few years, engine changes have altered the names of every family member during the model cycle. Currently, both the coupe and convertible come as a CLK350 powered by a 3.5-liter V6 with 268 horsepower and a CLK550 powered by a 5.4-liter V8 with 382 hp. A seven-speed automatic transmission drives the rear wheels of all CLKs.

For buyers needing still more, Mercedes' AMG in-house performance division offers a CLK63 AMG coupe and convertible. The CLK63 convertible is the more mainstream of the two -- that is, if you can call a car with a 475-hp 6.2-liter V8 mainstream. The AMG coupe, known as the CLK63 AMG Black Series, is an altogether different animal. In addition to getting an even 500 hp from its 6.2-liter, this special car incorporates a fully adjustable, track-tuned suspension and numerous weight-saving measures (including the removal of the backseat). Both AMG cars use modified versions of the seven-speed automatic.

Major standard equipment on the CLK350 includes 17-inch alloy wheels, leather upholstery, power seats, dual-zone climate control and a power tilt-telescoping steering wheel. Interior accommodations are airy in CLK coupes, thanks to their B-pillarless design; CLK convertibles have a quick-acting power-operated cloth top. In addition to their extra power, CLK550 models add a body kit, different-colored interior pieces and paddle shifters for the automatic transmission.

The Mercedes-Benz CLK63 convertible adds a sport-tuned suspension, performance exhaust, laterally bolstered front seats, seat heaters, two-tone leather, aluminum trim and an upgraded stereo. Compared to the CLK63 convertible, the Black Series coupe features harder-edged running gear including larger brakes, lightweight wheels and stickier tires. Inside, it's outfitted more like a racecar, dispensing with the typical myriad of power seat adjustments in favor of true sport seats with manual fore/aft adjustment. It also does without side airbags, but otherwise has all the safety equipment of other CLKs, including stability control.

We've generally been pleased with the driving character of the current Mercedes-Benz CLK-Class, although in non-AMG form, it's definitely more of a grand touring car than a sport coupe. The steering is slower than we'd like, but it's more precise than that of the previous model, and overall, the CLK350 and CLK550 handle fairly nimbly while riding comfortably. They're plenty quick, too.

As you'd expect, the faster CLK63s are firmer-riding on the expressway, but there's a payoff in balance and grip through the corners. The CLK63 AMG Black Series coupe is a particularly impressive machine in this environment and that's no surprise considering its origins: It's basically a street-legal version of the Formula One pace car and is, without a doubt, Mercedes' most serious performance car besides the SLR McLaren. A limited run of 700 cars worldwide should ensure instant collectible status.

Black Series aside, there's a lot to like in the Mercedes-Benz CLK-Class, though there are two major caveats for would-be buyers. First is its high price tag, which leaves the CLK thousands of dollars out of whack from its closest competitor, the BMW 3 Series, but still unable to equal the more elite 6 Series in either performance or prestige. The second issue is that despite the CLK's formidable power, it simply isn't as engaging to drive as either of these Bimmers.

If you're interested in purchasing a used, second-generation CLK, there are a few changes to be aware of. This line of CLK originated in 2003. First came the coupes, which at the time were a CLK320 with a 215-hp 3.2-liter V6, a CLK500 with a 302-hp 5.0-liter V8 and a CLK55 AMG with a 362-hp 5.4-liter V8. Convertible equivalents to all three joined for 2004.

In 2005, the CLK500 switched from a five-speed automatic to the current seven-speed automatic transmission. This was also the last year the CLK55 AMG was available in coupe form, and the year the navigation system switched from a CD-based to a DVD-based unit.

The following year, the CLK320 became the CLK350 (and also adapted the seven-speed), while 2007 was when the CLK500 and CLK55 converted to the current CLK550 and CLK63 AMG, respectively. During the transition, the CLK63 convertible adopted a sport-tuned version of the seven-speed transmission. An AMG coupe also returned for '07, albeit only in limited-edition Black Series form with a six-figure price tag.

Past Mercedes-Benz CLK-Class Models

The first-generation Mercedes-Benz CLK was produced for the 1998-2002 model years in coupe form. The convertible was available from 1999-2003. Each debuted as a CLK320 powered by a 215-hp 3.2-liter V6. The CLK430 variant, motivated by a 275-hp 4.3-liter V8, arrived a year later. The high-performance CLK55 AMG coupe and its 342-hp 5.4-liter V8 joined the line in 2001. Its convertible equivalent followed in 2002, and both went away at year's end.

All models had standard leather, dual-zone automatic climate control, SmartKey keyless entry, a Bose cassette stereo, power seats with memory, front seat side airbags and antilock brakes. CLK430 models added 17-inch wheels, aero enhancements and different-colored interior items. CLK55 AMGs went further with a stiffer suspension, performance exhaust, xenon headlights, a sunroof, rain-sensing wipers, multicontour front seats, front seat heaters and a rear sunshade.

The first changes came for 1999, when stability control became standard on the CLK430 and optional on the CLK320. In 2000 this safety feature became standard across the board, as did Mercedes' new TeleAid emergency communications system. Also, the five-speed automatic transmission on all models gained a manual mode.

The original Mercedes-Benz CLK-Class didn't drive as nicely as the current one. Power wasn't the issue, as all CLKs of this generation were fine performers. In reviews at the time, we took issue with the transmission, which often second-guessed the driver's intentions and delivered badly timed shifts. In addition, the brake pedal was on the spongy side, and the CLK's old-fashioned recirculating-ball steering setup was numb and heavy. On the highway, the car always felt solid and composed, however. Actual braking distances were excellent, too. Besides that, the CLK55 AMG coupe was then the quickest production Benz in history, hitting 60 mph in 5 seconds flat.

Our gripes on the inside concerned the lack of a tilt steering wheel, limited rear-seat headroom and the complexity of many of the controls. CLK Cabriolets suffered from cramped rear legroom, mediocre rear visibility and a power top that wasn't fully automatic (all of which were improved on the second-generation CLK).

In general, we still think the BMW 3 Series coupes and convertibles of the time were more rewarding cars to drive, not to mention less expensive. Still, if we were buying a CLK, our choice would be either the CLK320 or the CLK430. The Mercedes-Benz CLK55 AMG, as fast as it was, didn't offer a big enough performance enhancement to justify its price hike.

Lotus Exige Review

Minimalism is the operative word behind the Lotus Exige, a dedicated sports car that will appeal to extreme enthusiasts (and probably few others). The edgy Exige is compact and built purely for ultra-high-performance driving.

2007 Lotus Exige S Coupe

Unlike other supercars, the Lotus Exige isn't powered by a massive fire-breathing V8, V10 or V12. A high-revving four-cylinder engine is all that's needed to provide extraordinary performance. This is because of the vehicle's lightweight construction. There are few amenities and little sound dampening. Weight-adding safety features are kept to the absolute minimum. As a result, the Exige makes little sense as a daily driver. But as a performance car where Lotus' mantra of "simplificate, then add lightness" is in full effect, the Exige is simply one of the quickest, most dynamic and exciting cars on the road.


Current Lotus Exige

The Lotus Exige and supercharged Exige S are hardtop coupe versions of the company's Elise roadster. When the Exige first arrived in America, it was a pleasant surprise. Britain has a long history of building small, lightweight enthusiast sports cars, but for the last quarter-century very few of them had crossed the Atlantic. The Exige, like many of those Brit performance cars, is uncompromising to such a degree that it doesn't feel legal, even by exotic car standards.

Underneath the dramatic body shell is a car built for no other purpose than to be driven hard and fast. The rear-wheel-drive sports coupe is lightweight and loud. It seats only two. Even the standard air-conditioning system can be deleted to reduce weight.

In fact with the Lotus Exige, it's all about minimizing weight. The body structure is made of aluminum. The trunk is small and there's not much additional storage space. Standard features don't include power controls. And safety features are limited to the absolute minimum, so there are no side airbags or stability control and traction control is optional. Power steering? Forget about it.

Only by purchasing the Touring Pack can you get power windows, full carpeting, sound-deadening material and a decent stereo. For the more hardcore, there is the Sport Pack, which is equipped with Eibach coaxial coil springs, Bilstein monotube dampers, forged aluminum wheels and sticky Yokohama Advan tires.

But the Sport Pack still isn't even the most extreme option. Hardcore weekend racers will definitely want to look at the Exige Track Pack, which includes a fully adjustable suspension system (for those who are mechanically inclined), a limited-slip differential and 16-inch wheels and tires up front.

The Exige is equipped with a Toyota-built, 1.8-liter four-cylinder engine. Placed behind the driver for optimum weight distribution (and maximum cabin volume), the engine puts out 190 horsepower and 138 pound-feet of torque. The Exige S adds a Roots-type supercharger supplying 7.25 psi of boost, which results in ratings of 220 hp and 165 lb-ft of torque. Both models have a close-ratio six-speed manual transmission. Zero-to-60 mph acceleration for both cars happens in fewer than 5 seconds.

In our reviews, we found the Lotus Exige to be the most precise-handling car on the market. It's like a hummingbird on four wheels. It's more of a quick car than a crazy fast car. Since it was designed with the road course in mind, stopping and steering are just as important as acceleration. And while it was built to do everything well, it wasn't built for everyone in mind. The ride is harsh, getting in and out is difficult and outward visibility is extremely poor. But for die-hard enthusiasts, there might not be a more satisfying drive.

Past Lotus Exige models

The Exige arrived in the North American market for 2006. In that first year, only the regular model was available -- the Exige S debuted a year later. An earlier Exige (based on the first-generation Elise) was also built but it was never officially imported.

Mercedes-Benz CLS-Class Review

2008 Mercedes-Benz CLS-Class CLS550 

When it comes to shaking up the luxury car world, no amount of power, technological sophistication or supple leather in the cabin can top an alluring design. More stunning in person than even the most flattering photography might suggest, the coupelike Mercedes CLS-Class has a visual presence that few other luxury sedans can match. And that is something that's not likely to change for some time to come.

The Mercedes-Benz CLS-Class offers a level of athleticism and sumptuousness that in the past has been difficult to find in one car. Although it makes use of a number of unique pieces throughout, a lot of the underlying structure and hardware comes from the well-regarded E-Class. The engines in the CLS550 and CLS63 AMG, for example, are shared with its brethren and are connected to Mercedes' excellent seven-speed automatic transmission with manual-shift capability.

While its rakish visage does wonders for the CLS' image, it also reduces interior dimensions in several key areas. Up front, the effects are minimal as the CLS feels every bit as accommodating as Mercedes' full-size luxury flagship. But in back, its dimensions are tighter in nearly every direction when compared to more mainstream sedans. Additionally, the small rear windows can make occupants feel closed in.

But these are pretty minor complaints. The Mercedes-Benz CLS-Class isn't really a case of form over function; rather, it's a rare combination of the two that makes them satisfyingly complementary. For the luxury car buyer who desires distinctive styling, strong performance and a sumptuous interior, the CLS is easy to recommend.

Current Mercedes-Benz CLS-Class

The Mercedes-Benz CLS is available as the CLS550 or the CLS63 AMG. For both models, expect all the typical powered controls and luxury accoutrements. Mercedes' Airmatic suspension system comes standard, too, giving the CLS enough adjustability to suit every type of driver. Left in its standard comfort mode, it responds with typical luxury car motions -- soft when it needs to be and stiff enough to maintain sufficient control at all times. Additional settings programmed for more aggressive driving are available should you desire more precisely controlled handling.

As the rear-wheel-drive CLS is meant to be a relatively exclusive and upscale car, Mercedes hasn't bothered to offer a V6-powered model. Rather, the lineup starts with the CLS550. It's equipped with a 5.5-liter V8 developing 382 horsepower and 391 pound-feet of torque. The CLS63 AMG has a 6.2-liter V8 that makes 507 hp and 465 lb-ft. A seven-speed automatic with Sportronic manual-shift capability is the sole gearbox for both trims. Paddle shifters are standard on the CLS63 and optional on the CLS550.

With so many gears at its disposal, the CLS is never far from its sweet spot -- making the sizable luxury sedan feel just as quick as its horsepower number might suggest. Response from the advanced, world-class transmission is satisfyingly quick. Mercedes says the CLS63 AMG needs only 4.5 seconds to hit 60 mph.

Inside the cockpit, sweeping wood panels, chrome trim surrounds, premium materials and beautiful detailing set the CLS apart. However, the car's coupelike roof line and tighter door openings can make getting in and out of the rear seats more difficult. Once in place, the aft quarters are surprisingly accommodating. Six-footers might brush their heads, but plenty of leg and shoulder room keep it otherwise comfortable. The short windows make it feel less airy than a typical sedan, but compared to a traditional two-door coupe, the Mercedes-Benz CLS is legitimately comfortable in back rather than merely tolerable.

Although it's about 5 inches longer than its midsize stablemate, the CLS550 weighs only a few pounds more. Transitioning from one curve to the next makes it obvious that this is no full-size land yacht. Unlike its larger sibling that reminds you of its size when pushed, the CLS550 invites spirited driving at every turn thanks to its quicker steering and reduced body roll. The CLS63 AMG, meanwhile, pushes the envelope even further thanks to its sport-tuned suspension, more powerful brakes, and bigger wheels and tires.

Past Mercedes-Benz CLS-Class models

Mercedes-Benz introduced the stunning, performance-oriented CLS500 sedan in 2006. As the CLS500's name suggests, it came with a 5.0-liter V8 rated at 306 hp. In that first year, Mercedes also offered the 469-hp CLS55 AMG. These models were superseded by the CLS550 and CLS63 AMG for 2007.