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What's the difference?
Mercedes-Benz loves to fill a niche. This is the company, after all, that has a coupe version of its GLC and GLE SUVS, four-door coupes ranging in size from the CLA to the AMG GT 4-door, and enough electric vehicles to make Tesla jealous.
The nichest of all though, might the CLS, which has been updated for the 2022 model year.
Positioned above the E-Class but below the S-Class in the line-up as a sporty sedan for customers after a blend of style, technology and performance, the new CLS is available in just one engine now, while styling and equipment have also been tweaked in the update.
Can the CLS earn its place in the Mercedes line-up or is it destined to be a bit player amongst more popular models?
If a Jaguar owner fell through a wormhole from 2003, the company they bought their car from would be almost unrecognisable. Back then, it was a bewildering mess making an odd assortment of cars, yet to emerge into the light after Ford's confused and debilitating period of ownership.
Why 2003? Fifteen years is a nice round number and pre-dates the arrival of the brand-saving XF.
Today, Jaguar has three SUVs, and the gorgeous F-Type, the XE, its second-generation XF and the big XJ. It has three SUVs (the F-Pace, E-Pace and I-Pace) because without them Jaguar would be a niche manufacturer before long, because big sedans, formerly the brand's trademark, are continuing their gentle decline. Oddly enough, one of the market segments contracting even faster than sedans is wagons.
So what better time to launch into a draining pool from the three-metre board than now? Jaguar has bravely taken that risk and brought us the puzzlingly named XF Sportbrake.
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?
With that iron fist wrapped in a velvet glove wrapped in bubble wrap engine, excellent ride and gorgeous looks, the XF Sportbrake ticks all the boxes. Apart from the entry price and options prices, there are few objective reasons not to buy the car. It's just as good as any of its German competition and arguably the prettiest of the lot.
Should Jaguar have taken the dive? Given the XF Sportbrake is a luxury wagon done right, yes.
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 second-generation XF is a very pretty car. A few carmakers have a had a crack at that four-door coupe idea, but Jaguar's Ian Callum got it right first go. You might expect the wagon to be a bit dumpy but it's far from it. That's not to say wagons can't be good looking - many are better-looking than the car they're based on (the weirdly proportioned Golf wagon being the exception to the rule). The XF sedan just looks right.
Anyway, the Sportbrake is basically the same until behind the B-pillar, with the roof continuing on to steeply raked tailgate glass. Obviously the lights are different back there but it's a nicely integrated job, it doesn't look like a dodgy extension. Rolling on the optional 20-inch wheels it looks amazing - low, long and well-proportioned. Unfortunately, it's more than vaguely hearse-like in black (the only First Edition colour).
Inside is standard XF, with the obvious exception of the rear seats and the big open load area. With this First Edition's glass roof the cabin seems infinite. Either way it's big and comfortable, although fit and finish could be a bit tighter.
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.
Front and rear passengers enjoy plenty of space. Storage includes a not-quite-big-enough-for-a-phone tray ahead of the rotary dial gear selector and a pair of cupholders. Those in the rear have plenty of space, except for the middle seat occupant who must straddle a stout transmission tunnel. The rear armrest holds a pair of cupholders and the doors have slim pockets.
The boot holds 565 litres with the seats in place and "up to" 1700 litres with the seats down - that latter figure does not feel like a VDA number.
When the third-generation Mercedes-Benz CLS-Class hit Australian showrooms in 2018, it was available in three flavours, but the 2022 refresh has trimmed the line-up to just one – the top-spec AMG-tuned CLS 53.
The discontinuation of the entry-level CLS350 and mid-tier CLS450 means the CLS-Class now kicks off at $188,977, before on-road costs, which makes it more expensive than rivals like the Audi S7 ($162,500) and Maserati Ghibli S GranSport ($175,000).
With BMW ditching the 6 Series, the Bavarian brand doesn’t offer a direct rival to the Mercedes-AMG CLS 53, but its bigger 8 Series is offered in a Gran Coupe body style that starts at $179,900.
So, what does Mercedes include in the CLS’s asking price?
Standard equipment includes interior ambient lighting, a head-up display, 12.3-inch digital instrument cluster, power-adjustable and heated front seats, woodgrain interior trim, powered boot lid, rear privacy glass, push-button start, keyless entry, and a sunroof.
As an AMG model, the 2022 CLS is also fitted with a unique steering wheel, sports seats, illuminated door sills, drive mode selector, 20-inch wheels, a performance exhaust, boot lid spoiler and blacked-out exterior package.
Handling multimedia duties is a 12.3-inch 'MBUX' (Mercedes-Benz User Experience) touchscreen, with functions including Apple CarPlay/Android Auto connectivity, digital radio, a wireless charger, satellite navigation and a 13-speaker Burmester sound system.
It’s a long and fully-featured equipment list, for sure, and it’s so extensive that there aren’t really any options available.
Buyers can opt for an 'AMG Exterior Carbon Fibre Package', power-closing doors, and different finishes for the exterior paint, interior trim and seat upholstery – that’s it!
While its nice that everything you’d want comes included in the asking price, it’s hard to ignore the fact that its Audi S7 rival is more than $20,000 cheaper, but also well equipped.
Over the years the XF has edged its way upmarket and is now playing with the Germans in the big luxury segment. And as is now customary for Jaguar, the Sportbrake is available in First Edition guise. First Editions are available for a model's first year of production and are usually based on the top-spec (in the Sportbrake's case, that's the 30d S) with a few extra bits and pieces to make things interesting.
While the 30d S retails for $123,450, the FE weighs in at $137,300. For that you'll waft out of the showroom with 19-inch alloys, dual-zone climate control, a huge panoramic glass roof with gesture-activated roof blind, around-view camera, front and rear parking sensors, 11-speaker Meridian-branded stereo with DAB, sat nav, head-up display, electric gesture-activated tailgate, keyless entry and start, rear air suspension, auto LED headlights, auto wipers, leather trim and a space-saver spare.
Jaguar Land Rover's 'InControl' media system is presented on a whopping 12.3-inch screen and, as ever, is steadily improving but goes without Apple CarPlay and Android Auto. The sound is, as you might expect, pretty good.
Our car had a few options fitted. 'Active Safety Pack' (see below), carbon-fibre trim ($3470), driver and passenger memory pack ($3210, including perforated leather trim), 20-inch wheels upgrade ($2790), cold-climate pack ($2540), illuminated metal treadplates ($2110), privacy glass ($950), 'InControl Protect' ($630), configurable interior lighting ($540), nets and rails ($390 and $320 respectively), extra power socket ($240) and 'InControl Apps' ($100). Most of it is cosmetic and/or unnecessary and took us to $158,950.
And there is still a plethora of boxes to tick.
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 First Edition ships with Jaguar's 3.0-litre twin-turbo diesel V6. Good for 221kW and a prodigious 700Nm, power heads to the rear wheels via an eight-speed ZF automatic.
With all that power and torque, the XF Sportbrake cracks 100km/h from rest in 6.6 seconds.
The air suspension means you can tow up to 2000kg with a braked trailer.
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.
Jaguar claims a combined-cycle figure of 5.9L/100km. Our time with it was mostly shuttling around the suburbs with a couple of highway runs and we managed a respectable 8.3L/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.
There's no getting away from the size and heft of the Sportbrake. Where a four-cylinder sedan comes in under 1600kg - not bad for an almost five-metre-long car - up here at the top it's well over 1800kg. With big wheels and a long wheelbase it's not going to win any wards for manoeuvrability, with a big turning circle and a length that's challenging to shopping centre car parks.
The 3.0 V6 twin-turbo is a fantastic unit. It can be a bit noisy when cold but it's super smooth and with all that torque it crushes overtaking with little need for advanced planning. The Sportbrake wafts along, lazily turning over in traffic and keeping the vibe calm.
Despite those big wheels, the ride is excellent. Even when in Sport mode, it's a rare bump or surface that will cause drama. It's very comfortable and very quiet, almost to the level of the XJ limo.
If you do fancy a bit of amusement, the V6 and well-sorted chassis are ready to play. In reality, Sport mode is where both myself and my wife left the car the whole time we had it. Both of us found the steering a little too light and preferred the more lively throttle response. The XF features torque vectoring using the brakes and coupled with a well-judged stability and traction control system, it delivers a good impression of a sporty sedan.
But the XF is best when you keep it relaxed. Both in town and in the cruise, it's a lovely, quiet place to be and a relaxing, undemanding drive.
Only a couple of things were annoying - the light steering we've already covered. The heated windscreen was more reflection-prone so the head-up display could be hard to see in some lighting conditions. And sometimes it beeped for no apparent reason, which I eventually traced to the blind-spot warning.
The Mercedes-Benz CLS is yet to be tested by ANCAP or Euro NCAP, which means there is no official crash-test rating that applies to local market vehicles.
However, the standard safety equipment list is extensive, and covers autonomous emergency braking (AEB), nine airbags, rear cross-traffic alert, blind-spot monitoring, tyre pressure monitoring, a surround-view camera, route-based speed recognition and lane-change assist.
The rear seats also feature two ISOFIX mounting points for child seats.
The XF comes with six airbags, ABS, stability and traction controls, forward AEB, reversing camera, lane-departure warning, and tyre-pressure monitoring.
For child seats you've a choice of three top-tether anchors or two ISOFIX points.
Our car had the $4360 Active Safety Pack, which adds blind-spot monitoring, reverse cross traffic alert, lane-keep assist, adaptive cruise and driver-attention detection. If you were to ask me, this little lot should be standard at this level.
Despite that, the XF scored a maximum five ANCAP stars following assessment in 2015.
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.
Jaguars are offered with a three-year/100,000km warranty with a matching roadside-assist package. You can purchase a five-year/130,000km service plan for an oddly reasonable $2200. Even more reasonable are the service intervals - 12 months or 26,000km (!).