Mercedes-Benz CLS 63 AMG

Scenes from Smokey and Bandit began playing in my head. I had just whistled past 'Smokey', cunningly concealed in the shrubbery, and for a brief second I entertained fantasies of an audacious Burt Reynolds-style getaway.

It wouldn't have been too hard. The Performance Package-equipped CLS 63 AMG I was pedalling easily had the legs on Sheriff Buford T. Justice's frumpy California Highway Patrol-liveried Ford Crown Victoria. Naturally, discretion prevailed and I obediently pulled over as he loomed in my rear-view mirror, siren blaring and red disco lights flashing.

A brief explanation of who I was and what I was doing here -- not far from the Mexican border -- in a flashy Merc that was obviously way beyond my means began to thaw the Sheriff's initially icy demeanour as he scanned my documents. A promise to ease up on the gas resulted in nothing more than a warning, and we were on our way again.

The latest-gen CLS debuted in the latter half of last year, but this was the world media's first on-road exposure to the Affalterbach-prepped AMG version. As per the new CLS 500, motive power comes from a twin-turbo V8, but in the case of the CLS 63 it displaces 5461cc rather than 4663cc, and each engine is hand assembled by a single master mechanic (in keeping with the go-faster division's "one man, one engine" credo).

The blown V8 replaces the naturally aspirated 6.2-litre V8 that propelled the outgoing model, and raw stats suggest it's a discernible step forward.

The direct-injection V8 thumps out 386kW and 700Nm (which compares favourably with the 6.2-litre unit's figures of 378kW and 630Nm), and it doesn't have to end there as an optional Performance Package swells outputs to 410kW and 800Nm -- partly the result of pumping up boost pressure from 1.0 to 1.3 bar.

This translates to electrifying performance, with even the stocker scorching from 0-100km/h in 4.4sec, while the Performance Package knocks a further tenth off the split. Top speed is limited to 250km/h in the standard version and 280km/h with the Performance Package, but Merc's boffins suggest the car would do well in excess of 300 klicks without any speed-limiting devices.

It's not just about raw speed, as Mercedes claims the blown 5.5-litre V8 is 32 per cent more frugal than its 6.2-litre atmo predecessor. In fact, the company boasts the new CLS 63 AMG sets a new fuel efficiency benchmark for the four-door high-performance coupe segment -- not that this would be a huge selling point for its target audience.

The engine is a cracker, no question about it. The mid-range wallop is breathtaking (the Performance Package-equipped car I sampled has its Everest-like 800Nm peak torque quota on tap from 2000-4500rpm), and the exhaust note is sublime, with a baritone rumble under load and a pleasing assortment of pops and crackles on the overrun. Turbo engines sometimes end up with a bland, whooshy aural signature, but clearly not in this case, justifying the time and effort expended by AMG in finessing the exhaust layout.

Equally tasty is the Speedshift MCT seven-speed automatic, which does away with a conventional torque converter in favour of a wet start-up clutch for faster response and a more connected feel. Nothing to fault in terms of its shift quality, and the auto operates almost invisibly in 'C' (for "Controlled Efficiency") mode, which softens throttle response and provides early upshifts.

Both engine and transmission increase in urgency in "S" (Sport), "S+" (Sport plus) and "M" (Manual) modes, and the suspension stiffens up accordingly. In these modes, the engine management system even interrupts ignition and injection under full throttle for faster shifts.

Gripes? The small gear selector lever is a bit fiddly, but the only time you need to touch this is to slot the transmission into 'D' or 'R'. The steering-mounted aluminium shift paddles are beautifully tactile, however there's occasionally a brief delay between you tweaking the paddle and the transmission actually responding.

With past AMG offerings one expected strong straight-line performance, but they weren't necessarily the nimblest of sporting sedans. No doubt aware of this, the Affalterbach mob has put a more concerted effort into the CLS 63, and the mods include a bespoke front axle with a 24mm wider track width and 'sports parameter' steering with a more direct ratio and power assistance levels that adapt to the mode the car is in.

Meanwhile, the AMG Ride Control sports suspension features electronically controlled damping and an air-suspended rear end.

The acid test for whether all this works in practice came about an hour out of San Diego, on a mountainous stretch that could well have served as a rally special stage. The CLS devoured it.

With its sharp turn-in and leech-like grip, it was simply a matter of pitching it into corners, allowing the weight of the car to settle and then using every one of the 800 Newtons to slingshot away from the apex with an alacrity not found in too many (if any) medium-large sedans. That said, the imminent new BMW M5 may have something to say on the matter.

Steering feel -- another area where Mercs haven't been class leaders in the past -- is also excellent, and the flat-bottomed rim is a delight to hold.

The standard stoppers -- 360mm ventilated and perforated discs -- are up to the mark, and even sustained punishment through the twisty bits failed to induce noticeable fade.

However, if the occasional track day is on the menu you could opt for the optional AMG ceramic brakes, which serve up even greater retardation while reducing unsprung mass. Weight-saving measures elsewhere include aluminium doors that pare 24kg -- and the bonnet, front wings, bootlid and major parts of the engine and chassis are also made from aluminium.

Visually, the new CLS is a welcome departure from its predecessor. A scribe from another publication once described the shape of the oldie as akin to "a slowly melting banana", but there's not likely to be any fruit analogies this time around.

Gone is the droopiness of the first-gen car, and in its place is a brawnier profile with a handful of SLS design elements -- most noticeably in the bonnet and grille, the latter emblazoned with a large three-pointed star. The squat rear end looks particularly imposing if you happen to be following in its wake, and AMG anoraks will immediately pick up on the quad exhausts, diffuser insert and subtle bootlid spoiler.

The interior makeover is equally successful, and there's an opulent yet purposeful ambience created by the nappa leather AMG sports seats, piano black trim (or optional carbonfibre) and wraparound driver interface. Pretty much everything is where you'd expect it to be, and all the knobs and switches have a high-quality feel; it's a distinct improvement over its ancestor in this area.

Among the tech features that debut in the CLS are LED High Performance headlamps -- a smorgasbord of bi-xenons and glitzy LEDs that combine to boost visibility as well as adding to the car's bling factor.

Also new are Active Blind Spot Assist and Lane Keeping Assist. The former actively discourages you from changing lanes if there's a vehicle in the other lane by braking the wheels on the opposite side of the car to effectively steer you away.

Similarly, Lane Keeping Assist is a deterrent to inadvertently drifting over unbroken lines, and it also does this by braking the wheels on the opposite side. If broken line markings are crossed, the steering wheel relays a pulsing sensation to your fingertips.

Overall, there's not a whole lot to fault in the all-new CLS -- it's a searingly fast, capable and desirable device. The only real shortcoming is a claustrophobic feel in the back seat. But who wants to sit in the back anyway? This is a true driver's car -- in every sense. BMW's next-gen M5 has its work cut out.

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