The coupé doors drop the windows a larger amount when the door-handle is pulled and, once inside, the cabin feels nice to be in. The seats are supportive and feature powered adjustment, heating, and ventilation as standard. The MBUX interface brings a tablet-like centre touchscreen and a widescreen driver info-display complete with augmented navigation and even hard drive storage.
The CLE also features wireless charging as standard, with the Burmester 3D surround sound system being a part of the equipment list. The brown leather upholstery contrasts well with the black plastics and matte silver trim accents. The steering wheel is the three-spoke version with either of the horizontal slats holding touch controls for media playback, voice commands, and Distronic adaptive cruise control. Speaking of advanced safety, the CLE also packs blind-spot assistance, speed sign recognition, a tyre pressure monitor, and Adaptive High Beam Assist Plus for the Digital Light clusters.
But this is a sports car. Does it engage and involve the driver? Yes, it does. The engine may be a four-cylinder 2.0-litre turbo-petrol but it packs updated 48-volt mild-hybrid technology and specific maps for enhancing the CLE driving experience. With 258 hp and 400 Nm, it delivers old 4.0-litre nat-asp V8 power and torque and it is available across a fat rev-band. The integrated starter-generator motor between the engine and transmission serves up a considerable 17 kW (23 hp) and 205 Nm—more than enough to maintain coasting momentum at highway speed with the engine decoupled or shut off entirely. This helps efficiency by a notable amount with electric power handling the job. However, this works best on the open highway, with double-digit efficiency figures being a common sight. In the city, in traffic, in stop-go situations, even with the motor boost available, it takes a toll on consumption.
What matters is how it feels. And the CLE feels like a proper sports car.
What matters is how it feels. And the CLE feels like a proper sports car. Its low body, wide track, and quick steering together with the potent 400 Nm of peak torque flat from 2,000 to over 3,000 rpm give it a rich-bodied chug that keeps on going. The response is excellent and the sharp cornering ability with its eagerness to dart from one to the next with a symphonic flow adds to the involving drive experience. The ride is firm but not too much so. It makes for a good car to drive fast, but an even better one to cruise over inter-city highways, devouring kilometres at a relaxed highway pace. In eighth gear at 100 km/h, it barely registers 2,000 rpm and feels like it can do this all day. With a 66-litre tank, it probably will, too.
The thing with the CLE Cabriolet is that while it may look like an exotic car, it really isn’t. It can be used often, maybe not every day, but it also isn’t a car necessarily for Sunday meets and drives. It has that flexibility, that usability and body work which don’t need particular focus over ungainly speed humps. Yet, it feels special. It feels exotic. The roof lowers and raises in 20 seconds and it can be done on the move, giving it a transformer vibe and grabbing every available working eyeball, enthusiast and otherwise. There is a certain drama to it, in driving it. Every drive feels like an occasion. And that’s a job well done. There is C-Class practicality, E-Class premium feel, some S-Class features, AMG GT Roadster excitement, and an inspired CL undertone. Good use of a clean slate. It’s fresh, yet excitingly familiar.
Story: Jim Gorde
Photography: Sanjay Raikar
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