The ultimate in comfort, however, is knowing you're likely to survive an accident in a new Mercedes-Benz. The technology offered in both passive and active safety systems is astounding in its complexity as well as in its application. The list goes on and on, but here goes: dual front airbags with multi-stage deployment; head protection curtains; roll-over sensor; front and rear side airbags; front seatbelts with pre-tensioners and seatbelt force limiters; electrohydraulic brake system with Brake Assist; Tele Aid emergency calling and communication system; low tire pressure warning system; Electronic Stability Program.
There are, arguably, two areas of driver/machine interface that could be sources of debate: brake feel and throttle sensitivity. Two systems that once relied on cables and levers and tubes of boiling fluid are now electronic agreements between sensors and servos, "optimizing" the driver's flex of ankle and stomp of foot. Pedal feel, for both brakes and throttle, is now tempered by computer, and the "feedback" from these pedals is governed by algorithm, permitting this, forbidding that. This wonderful technology leads to such good things as better fuel mileage and shorter stopping distances, but it also takes some getting used to in order to drive the CLS as smoothly as it looks.
We tried to expose the seven-speed automatic as maybe having one too many gears just to show up the guys down the autobahn, but it behaved more than acceptably, even in full automatic mode. Being empowered to explore the envelope, we got cozy with the manual shift program and the steering wheel-mounted shift buttons. In this mode, the gear is held from the lowest acceptable rpm all the way to redline or during kickdown, and this is the most irresponsible and fun way to reach the car's self-imposed limit of 250 km/h (just over 155 mph). Next Page