Good news!  The traffic-stopping looks and technological wizardry of the $92,000 Mercedes CL500 coupe are now available in a smaller, more convenient package!

That is in no way hyperbole, either.  Last year’s CLK was an excellent car, a perfect wallflower that would take you to the most expensive restaurant in town in style and then beat the pants off of a Ford Mustang GT on the way home.  That car’s still here, under the surface, but now it’s drop-dead gorgeous.  We think the new CLK500 is one of the best-looking cars on the road today, in fact.  If nothing else, the redesign makes you wonder less where your $60,000 went.

The new CLK looks every bit its price tag.  The now-familiar four-oval face has been raked sharply back, in the style of Mercedes’ show cars and the SL.  The windshield and rear window are also steeply raked, and if you look close you’ll see that the new CLK500 is a true pillarless hardtop.  Once a vital part of any automaker’s lineup, this B-pillarless body style all but disappeared in the 1970s.  Its return is a welcome thing.  With front and rear windows open, the CLK500′s cockpit is airy and cheerful, a perfect setting for a four-person cruise.  Accenting the wide-open interior is a slight rise in the car’s beltline.  The CLK500 is distinguished from the smaller-engined CLK320 by its black and chrome grill, a unique lower front fascia, and AMG-style wheels.  Overall it’s much more striking than the coupes from BMW and Acura that it competes with.

Inside, the CLK exudes relentless luxury.  It’s also bigger than its predecessor, especially for rear-seat passengers.  You’re treated to a laid-back driving position, and a wonderful color-keyed interior in Mercedes style.  The CLK does everything dramatically; even the cupholder emerges regally from the dash out of a hidden slot.  The CLK features a cool “outer-ring” analog speedometer, which has a needle that pivots around the outer edge of the gauge.  This frees up the center of the round gauge for a driver information display, as well as a cool, video-game style cruise control display.  Poring over the car with an engineer friend revealed many of the behind-the-scenes perks Mercedes includes that make the CLK500 seem so effortlessly cool.  You’ll probably never notice that the rear-seat heat vents have their own separate blower fan, for instance, or the seatbelt support which “presents” the belt forward to easy arm’s reach when you enter the car, then retracts when the engine is started.  The owner’s manual is required if you intend to wade through the car’s many, many functions (especially the radio), but if you read the directions, the car can do just about anything.  It’s equipped as well as any full-zoot luxury sedan, with rain-sensing wipers, “theater” lights that dim instead of just going off when the door is closed, and optional high-intensity discharge headlamps.

On the road, the CLK500 is about as wonderful as coupes get when it comes to high-speed cruising.  BMW’s monster M3 is faster, of course, but the Mercedes is arguably more fun to hang out with.  The 5.0-liter V8 is shared with the CL500 coupe, and puts out 302 horsepower.  We’re big fans of Mercedes selectable five-speed automatic transmission, too.  Unlike other “manumatics” which require the driver to choose a mode with the gearstick before being able to change gears, Mercedes uses an always-on, bang-up/bang-down system that’s a lot more useful in the real world.  That said, we still wish the CLK500 was available with a true manual tranny.  The TouchShift is silky smooth on the freeway, but when it comes to serious automotive playing, it just isn’t the same without a clutch pedal.

What the CLK500 excels at is eating long stretches of freeway.  It uses twin-link struts in the front and a five-link setup in the rear.  The ride combines the poise of a sports car with the smoothness of a luxury car.  It’s less communicative than the ultra-responsive M3, but driving the CLK500 fast is still rewarding.  A “staggered” wheel setup puts wider tires on the rear and makes the rear-drive CLK less inclined to break loose in fast turns.

The concern that sent the pillarless hardtop away in the first place was safety.  Obviously, without a center pillar, side-impact protection is a grave concern.  Mercedes has addressed this issue with a thick tubular “halfway” pillar that stops below window height.  Front, side and side-curtain airbags are standard.  To prevent accidents, Mercedes’ usual array of active safety equipment is along for the ride also:  anti-lock brackes, traction control and stability control, and Brake Assist.  Mercedes’ Tele Aid emergency service system is also included.

Now for the bad news.  Like every other wonderful Mercedes product out there, you get what you pay for.  CLK500 pricing starts at $52,865, and the options stack up quickly.  Our test car was equipped with a sunroof and rear sunshade, six-disc CD changer, a hands-free Mercedes telephone, heated seats and rear parking assist.  That bumped the bottom line up to $61,125.  The six-cylinder CLK320 offers most of the same luxury as the CLK500 with less powerful performance, and starts at about $45,000.

Specifications:
All specs are for the 2003 Mercedes CLK500, which we tested.
Length:         182.6 in.
Width:            68.5 in.
Height:            55.4 in.
Wheelbase:        106.9 in.
Curb weight:        3585 lb.
Cargo space:        10.4 cu.ft.
Base price:        $52,865
Price as tested:     $61,125
Engine:         5.0 liter 24-valve V8
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         302 @ 5600
Torque:         339 @ 2700-4250
Fuel capacity:        16.4 gal.
Est. mileage:        16/23

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