Mercedes-Benz CLS-Class vs Audi RS7

What's the difference?

Comfortable when it needs to be and sporty when you want it to be, the CLS 53 is a bit like Mercedes’ Doctor Jekyll and Mr Hyde – or maybe Bruce Banner and the Hulk is a better frame of reference for some.

While it doesn’t excel in any one particular area, its breadth of useability is commendable, but ultimately it might be its all-too-familiar aesthetics that is the biggest letdown.

From the inside, it looks and feels like any other large Mercedes model (not necessarily a criticism), while the exterior – in my opinion – doesn’t go far enough to differentiate it from the CLA.

After all, if you wanted a stylish and sporty sedan, shouldn’t feel special too?

The new-generation RS 7 Sportback heralds the further evolution of this large majestic beast, with more features, a beautifully finished cabin and with more grunt with the looks to match. You’d be hard-pressed to find a better combination of power, dynamics and comfort in the Audi range – apart from in the RS 6 Avant of course.

Mercedes’ homogenised design is a bit of a double-edged sword, and while the CLS does wear its styling confidently, it probably looks a little too much like the cheaper and much smaller CLA for our tastes.

Both are swoopy four-door coupes from Mercedes-Benz, so of course there will be some similarities, but keen-eyed car spotters will notice some differences.

While the proportions are similar, the longer wheelbase and bonnet line gives the CLS a more mature look, and the extra details found in the head- and tail-lights, and front bumper stand it apart.

The changes to the 2022 version also brings in AMG’s 'Panamericana' front grille, which adds a bit of welcome aggression to the front end.

From the side, the steeply raked roof flows seamlessly into the rear, while the 20-inch wheels fill out the arches well.

All four doors are also frameless, which is always cool to see.

From the rear, quad-exhaust tips hint at the CLS’s sporty intentions, while a prominent rear diffuser and subtle boot lid spoiler also feature.

Inside, the biggest change to the CLS is now the inclusion of the MBUX multimedia system, which keeps it in line with the E-Class, C-Class and other Mercedes models.

AMG sports seats are also fitted, wrapped in Nappa leather and 'Dinamica' fabric upholstery for all pews.

Our test car also came fitted with red contrast stitching and seat belts, adding a racy streak to the CLS cabin.

Have to point out the new steering wheel that comes with the 2022 CLS, though, which mirrors the tiller offered in the new E-Class, and is a step back in terms of functionality.

It looks premium enough thanks to its chunky leather-wrapped rim and gloss black dual-spoke design, but using the buttons, especially when on the move, is difficult and unergonomic.

This design is definitely function over form, and might need a few more revisions to get it right.

Overall, we’d say the CLS is a good-looking car, but does play it a bit too safe with its styling?

The big news is the RS 7 Sportback now comes with five seats. The previous generation car had just two seats in the second row. I'll talk more on practicality below but for now let's examine the new styling.

This RS 7 Sportback has new broad, black mesh grille, flanked by gigantic side air intakes, narrow headlights, and a thin upper air inlet which is a hat tip to early racing Audis.

While that new angrier, more angular and menacing face is a showstopper, everything about the new RS 7 Sportback seems to be accentuated further.

Look at the wheels. The previous generation came with 21-inch rims, now the new normal for the RS 7 are 22-inches – they're huge. Those wheel guards also flare out 20mm more than a regular A7's and the rear haunches have bulked up massively.

Come to the back of the car and the diffuser and bumper have also been beefed up. Nobody sitting behind you in traffic is going to think this is just a regular A7.

Don't expect the RS 7 Sportback's insides to be just as hardcore as its exterior. The cabin is almost identical to a regular A7's. It's a stunning cockpit dominated by a dash which protrudes back towards the passengers and houses the media screen. Anther display for climate is set into the big centre console which divides the driver and co-pilot into almost cocooned cells.

The cabin isn't without its RS touches though – there's the sports seats with honeycomb stitching, fully digital instrument cluster with RS specific meters, the RS steering wheel, the Nappa leather on the dashboard and the doors, the aluminium inlays. The level of fit and finish is up there with the best that I've seen on any production car.

The RS 7 Avant is 5009mm long, 1424mm tall and 1950mm across for a wide planted stance.

Measuring 4994mm long, 1896mm wide, 1425mm tall and with a 2939mm wheelbase, the CLS slots neatly between the E-Class and S-Class in size and positioning.

Up front, occupants are afforded ample room for head, legs and shoulders, while the electronically adjustable seats make it easy to find a comfortable position.

The steering wheel also features a telescoping function – an always appreciated feature – and the expansive glasshouse makes things feel open and airy.

Storage options include a deep door pocket, a cubby found under the armrest, two cupholders and a smartphone tray with wireless charging capabilities.

It’s a different story in the second row, though, as the sloping roofline does noticeably eat away at headroom.

Don’t get me wrong, a six-foot-tall (183cm) adult can still slide in there fine, but the roof is dangerously close to the touching the top of the head.

Leg- and shoulder-room is pretty good in the outboard seats though, while the middle position is compromised by the intrusive transmission tunnel.

In the second row, passengers have access to a bottle holder in the door, a fold-down armrest with cupholders, backseat map pockets and two air vents.

Opening the boot reveals a cavity offering 490 litres of volume, with an aperture wide enough to fit golf clubs or luggage for a weekend getaway for four adults.

The rear seats also fold in a 40/20/40 split fashion, but Mercedes-Benz is yet to detail how much volume is on offer with the rear seats down. And as a traditional sedan, the CLS is less practical than the liftback Audi S7.

The previous RS 7 Sportback was a four-seater, now it has five seats. That's right, a middle seat has been added to the second row, but, as you'd expect, it's not the best place be in the RS 7 Sportback, straddling the large driveshaft and ducking under the low roof-line.

That fastback profile does mean headroom in the second row is nowhere near as good as the RS 6 Avant's, but legroom is the same and, at 191cm tall, I can just fit behind my driving position with about 10mm to spare.

Up front it's not as spacious as you might think. That stepped dash protrudes into the passenger's space, the door pockets are thin and the centre console storage under the armrest is small.

Sportbacks are more practical sedans thanks the large opening offered by the hatch. The boot's 535-litre cargo capacity is great and only about 30 litres less than what you have in the RS 6 Avant.

For phones there's a wireless charger and two USB ports in the centre console storage box, while back seat passengers have two USB ports and a 12V outlets. There's also directional air vents and dual-zone climate control in the rear, too.

The Audi RS 7 Sportback lists for $224,000, which is exactly $8K more than the RS 6 Avant.

Coming standard are the enormous 22-inch alloy wheels, the matrix LED headlights with laser lights, metallic paint, a panoramic glass sunroof (which is new to the model), privacy glass, head-up display, soft-close doors and red brake calipers.

Inside there's the Bang and Olufsen 16-speaker sound system (that new, too), sat nav, the 12.3-inch virtual instrument cluster, wireless Apple CarPlay (new, as well), wireless charging, full leather upholstery with RS sport front seats that are heated and now come with ventilation as standard, and four-zone climate control.

I've left off all the standard RS mechanical equipment, but I'll cover that in the driving section below.

Is it good value? Well the Mercedes-AMG CLS 53 S is $186,435 but it has way less grunt, the Alpina B5 which I've also road-tested lists for $210,000 and there's the Porsche Panamera 4 Sport Turismo for $236,300.

Powering the Mercedes-AMG CLS 53 is a 3.0-litre turbocharged inline six-cylinder engine, punching out 320kW/520Nm to all four wheels via a nine-speed automatic transmission and Merc's '4Matic+' AWD system.

A 48-volt mild-hybrid system, known as 'EQ Boost', is also fitted that serves up to 16kW/250Nm from take-off.

The result is a 0-100km/h acceleration time of 4.5 seconds, keeping it on pace with the likes of the 331kW/600Nm Audi S7 (4.6s) and 390kW/750Nm 250kW/500Nm BMW 840i Gran Coupe (5.2s).

While not as brutish as AMG’s eight-cylinder engine, the straight six strikes a great balance between pace and poise that perfectly suits a model like the CLS 53.

The RS 7 may look like a large, well-mannered business class car, but think of it as a thug in a suit because this thing is a monster with a 441kW/800Nm twin-turbo petrol 4.0-litre V8.

That's almost 600 horsepower and the supercar acceleration that goes with it is brutal: we're talking 0-100km/h coming in 3.6 seconds. That also matches the RS 6 Avant and it's a tenth of a second faster than the Audi R8 V10 RWD supercar, (and also the previous-gen RS 7 Sportback Performance) and this is a large, four-door, five-seater.

Compared to the previous generation RS 7 Sportback Performance the power is down by 4kW, but torque is up by a whopping 100Nm. Give me torque over power any day.

Shifting gears is an eight-speed automatic transmission, sending the drive to all four wheels.

Official fuel consumption numbers for the CLS 53 are pegged at 9.2 litres per 100km, while we managed an average of 12.0L/100km in our launch drive.

All of our driving was relegated to country back roads and high-trafficked urban areas however, with no consistent freeway driving.

We’ll reserve judgement on how accurate the fuel economy figures are until after we’ve had the car for longer, but the EQ Boost system is designed to help keep consumption down by being able to coast the engine in particular situations.

This is a large, all-wheel drive car with a 600 horsepower V8, but it also has a mild hybrid system in this new generation, which will switch the engine off at let the car coast down hills or at speeds under 22km/h.

Audi says this can save up to 0.8L/100km in real-life driving. That's great news, but consumption is still fairly high with Audi saying that after a combination of open and urban roads the RS 7 Sportback will have used 11.6L/100km.

There are certain expectations on a vehicle when it wears a Mercedes badge, namely it should be comfortable to drive while also dripping with the latest tech. And here the large four-door coupe delivers in spades.

Driving the car is smooth, easy and comfortable when in its default drive setting, you can really sink into the CLS and just eat up the miles in comfort.

There are small niggles, like the 20-inch wheels and low-profile tyres (245/35 front and 275/30 rear) throw up a bit too much road noise into the cabin, but for the most part, around town, the CLS is serene, supple and supremely soothing.

However, switch it over to Sport or Sport+ and the steering gets a bit heavier, the throttle response a bit sharper, and the suspension a bit stiffer.

Does it transform the CLS into a sports car? Not quite, but it certainly dials up driving engagement to a level where you can really have some fun.

Though this isn’t a full-fat AMG in the same vein as an E63 S and doesn’t feature the ubiquitous 4.0-litre twin-turbo V8, the CLS 53’s 3.0-litre six-cylinder engine is still plenty potent.

Coming away off the line feels particularly brisk, likely due to the EQ Boost system adding a bit of poke, and even flat-footing it mid-corner delivers a noticeable surge of urgency from the creamy straight six.

However, the best of the CLS 53 experience, in my opinion, is actually the sound, with the exhaust letting off the right sort of pops and crackles in Sport+ mode on overrun.

It’s rude and obnoxious, but also completely surprising coming from the motoring equivalent of a three-piece dress suit – and I love it!

The brakes are also up to task for scrubbing speed, but our relatively brief time with the car was in extremely wet conditions, so the 4Matic+ AWD system was hugely appreciated.

I've never met an RS model that hasn't been great to drive – these cars are way more than just tough body kits and big wheels. The engineering which separates the RS 7 Sportback from the A7 makes them more distant cousins than siblings.

As I mentioned before the RS 7 Sportback and RS 6 share more than the same twin-turbo V8, there are also the giant brakes in form of 420mm discs at the front with 10 piston calipers and 370mm discs at the rear.

The optional carbon ceramic brakes are the largest ever to be fitted to a production vehicle at 440mm at the front and 370mm at the rear, saving 34kg in mass over the steel brakes.

Now standard for the first time is Audi's Dynamic Package, which adds dynamic steering (a variable ratio) paired with all-wheel steering, a sport differential, and a 280km/h top speed.

Coming standard is adaptive air suspension and for $2850 you can option the Dynamic Ride Control suspension, which is a hydraulically activated adaptive damper system 

At the Australian launch, Audi supplied two RS 7 Sportbacks: one with the air suspension and the other with not only the Dynamic Ride Control system, but also the RS Dynamic Package Plus which adds the ceramic brakes and increases the top speed to 305km/h – this was the car I started off in.

I'm going to say right away that you don't need ceramic brakes for regular road use. Sure it means you can tell people that you have the biggest brakes in the world and they save you almost 35 kilos in weight, and, yes, they're resistant to fading, but they're expensive to replace and the steel ones are incredibly good.

I also feel the Dynamic Ride Control sports suspension isn't necessary in a car like the RS 7 Sportback. This is a Grand Tourer designed to eat up hundreds of miles at lightspeed in comfort.

So, while I found the first RS 7 Sportback with the big brakes and sports suspension sharper and firmer than the standard car, it didn't seem to fit with this vehicle's intent.

The regular RS 7 Sportback still accelerated with the same brutal force and roared at the scenery flashing past. It still handled through the tight corners superbly with excellent turn in, mind-boggling traction and grip, and excellent body control, but all in far more comfort.

This is the point – we covered hundreds of miles at the Australian launch of the RS 7 Sportback in a range of RS models, and sports suspension can go from great to gruelling on Aussie roads with their coarse-chip bitumen and potholes. The RS 7 Sportback, with its air suspension, not only made driving far more comfortable, but easier, too.

ANCAP tested the A7 in 2018 and gave it the maximum five-star ANCAP rating, however, this rating does not apply to the RS 7 Sportback high performance model.

That said, the RS 7 Sportback is fortified with nearly every piece of advanced safety tech there is in Audi's cupboard. There's AEB which can detect and brake for cyclists and pedestrians at speeds between 5-85km/h and vehicles up to 250km/h; there's rear cross traffic alert and intersection crossing assistance with braking; lane departure warning and corrective steering to keep you in your lane, and blind spot warning.

Not a fan of parking, the RS 7 Sportback can do it by itself, or there's a 360-degree camera that'll help you do it yourself. There's an exit warning system, which will warn you if a vehicle is approaching as you go to get out, too, and if the RS 7 Sportback detects that it will be hit from behind, it will prepare the cabin by tensions the seatbelts and closing the windows, including the sunroof.

Along with all that there are Audi's new Matrix LED headlights with laser lights, rain sensing wipers and adaptive cruise control.

For child seats you'll find three top tether points and two ISOFIX mounts across the second row.

There's no spare wheel – instead, there's a tyre repair kit.

Like all new Mercedes-Benz models sold in 2021, the CLS 53 comes with a five-year/unlimited kilometre warranty with roadside assist over that period.

This outclasses the assurance period offered by BMW, Porsche and Audi (three-year/unlimited kilometre), and matches that available from Jaguar, Genesis and Lexus, who recently upgraded their offering.

Scheduled service intervals are every 12 months or 25,000km, whichever occurs first.

The first three planned services will set buyers back $3150, broken down as $700, $1100 and $1350 apiece.

The RS 7 Sportback is covered by Audi's three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage. 

Service intervals are every 12 months or 15,000km with a three-year plan costing $2380 and a five-year plan for $3910.