The logic is pretty simple. Adding more power is useless unless sufficient traction is available to get it to the ground. That’s AMG’s thinking at least, and for 2014 the North American-bound CLS63 AMG four-door “coupe” gets the same all-wheel-drive system and power enhancements as those added to the previously announced 2014 E63 AMG four-door sedan. Little surprise, as the CLS, after all, is little more than a rebodied E-class; under the surface, the cars are virtually identical.
For the 2014 model year, the 5.5-liter twin-turbo V-8 rises in output from 518 horsepower to 550 hp and 531 lb-ft of torque, which was also the 2013 rating with the optional performance package. But on top of that, there now is an "S" version, which increases power output to 575 horsepower and torque to 590 lb-ft by raising boost pressure from 13.0 to 14.5 psi. Maximum torque is available in a broad range from 1750 rpm to 5250 rpm (up to “just” 5000 rpm on the S). As with the E63 AMG, the CLS63 AMG is governed at 155 mph (or 186 mph on the S), which still keeps a respectful distance to the car's full capabilities. The regular model goes from zero to 62 mph in 3.7 seconds, and the S shaves that a hair to 3.6 seconds.
The biggest change for 2014 is an all-wheel-drive system that’s standard equipment. No doubt, this makes the CLS63 a much better everyday car, with improved traction for less-than-optimal road surface conditions. But we have mixed opinions about this move: Despite the two-thirds rear torque bias of the 4MATIC system, it takes away some of this AMG's brutal muscle-car character. The 4MATIC system also adds 154 pounds, and there are power losses, if marginal, in the drivetrain. Europe still gets a rear-wheel-drive CLS63 AMG; we don't here in North America. But hey, it's another check mark for those customers who just "gotta have" everything.
The power is transmitted to all wheels through AMG's seven-speed "speedshift" automatic transmission, controlled through a beautiful, console-mounted shifter and by paddles on the steering wheel. There are four modes; "C" is the standard setting, and the letter doesn't stand for "comfort" anymore, but for "controlled efficiency;” a little monument to marketing speak. There are the more interesting "S" and "S+" sports settings, and a manual setting, which requires you to use the substantial-feeling metal paddles to change gears.
There are many ways to manipulate this CLS into submission: The stability control system offers three modes, and so does the electronically controlled coil-spring/air suspension. The electro-mechanical power steering adjusts according to the suspension setting. Like the E63 AMG, the CLS63 AMG comes with 255/35 front and 285/30 rear performance tires on 19-inch wheels; the S gets specific ten-spoke wheels, and the option of a brake system with carbon-ceramic rotors. And only with the S package comes a rear limited-slip differential and a modified front suspension.
The S also receives exclusive interior upgrades that aren’t available on the standard CLS63 AMG. There is a flat-bottom steering wheel, sports silver seat belts, silver contrast stitching, and a specific instrument cluster. A Bang & Olufsen stereo system is optional on all models.
The U.S. market will not get the CLS63 AMG Shooting Brake, a popular station wagon variant of the CLS in Europe, which now is available with a beautifully crafted cherry-wood load floor.
Visually, there are no changes to the newest edition of the CLS63 AMG; even the trapezoidal exhaust pipes, which have been discarded on the E63 AMG, carry on unchanged. Pricing of the new model will be announced closer to its launch later this year. The outgoing, rear-wheel-drive 2013 model still retails for $95,900, or $103,200 with the Performance Package.
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