Likes
- The design
- Interior fit and finish is excellent and wearing well
- Vast levels of tech, equipment and features
- Offering so much car for the money when used
Used Mercedes-Benz CLS review
2011 - 2017
Dislikes
- Long lists of potential mechanical and reliability issues
- Common electronic gremlins
- Expensive parts and repair bills
- Limited rear head room
Stuff you should know
While to many, the Mercedes Benz E Class may potentially represent an overly conservative image, the CLS Class exists to add some visual spice to this size of Mercedes Benz vehicle, taking the same platform and much of the technology of the W212 E-class and wrapping it in copious sexy curves and slightly more extroverted aesthetics.
This cheat sheet is focussing on the second generation 2011 to 2017 CLS Class and specifically on the non AMG models as they deserve their very own cheat sheet.
In terms of body styles, the CLS has been available as a 4-door Coupe sedan and a 5-door wagon or as Mercedes Benz call it, the Shooting Brake
Engine wise and depending on the year and specific model, in petrol form, the CLS has been available with a 3.5-litre naturally aspirated or 3.5-litre twin-turbo V6 or, unlike the AMG models 5.5-litre twin-turbo V8, a 4.7-litre twin-turbo V8.
Diesel power plants consist of a turbo charged 3.0-Litre V6 and a 2.1-litre four cylinder.
All engines have been mated to 7-speed automatic transmissions however, the 4.7-litre V8 received a 9-speed automatic after 2014. Here in Australia, all CLS models are rear-wheel drive only however some international markets also received all-wheel drive 4matic versions.
In terms of the CLS mid-life update which was released in October of 2014, the Series 2 CLS is easily identified by its new diamond radiator grille amongst some other more subtle visual changes while inside the dash featured a new larger free-standing colour display and new steering wheel design.
Underneath the visual changes, the levels of standard equipment and features were increased, model designations changed and even mechanically, the CLS, depending on the model, now featured Airmatic’ electronically-controlled dampers as standard while engines and transmissions were revised and improved.
In terms of the model range here in Australia, initially sedan variants were split across two petrol models, the 3.5-litre V6 CLS350 and 4.7-litre twin-turbo V8 CLS500, and two diesel models the 2.1-litre turbo four cylinder CLS 250 CDI and 3.0-litre turbo V6 CLS 250 CDI.
However, after the update just mentioned, the CLS 350 was replaced by the twin-turbo CLS 400 and the CLS 350 CDI was discontinued.
In terms of the Shooting Brake, the range was a simplified version of the sedans offerings, featuring just the CLS 250 CDI and CLS350. However, after the update, the CLS 350 was replaced by the CLS 500.
All CLS models had the ability to be optioned with a plethora of technology, equipment and feature packs so it is important to remember, very rarely are two CLS models ever exactly the same.
What goes wrong
Exterior:
It’s generally good news. there have been a few sporadic reports of electrical gremlins, these can range from issues with the automatic boot closing buttons not working to the rear window blinds not opening or shutting and the electric windows have also been known to become sticky and squeaky but again, the reports are so few and far between and not what we’d call common.
Interior:
There have been a few reports of rattling in the cabin, especially behind the dashboard and the odd sporadic report of certain buttons and functions not working but again, these aren’t common problems.
Mechanically:
You are best to avoid any models with the 2.1-litre OM651 four cylinder turbo diesel especially prior to 2012, as they received a major fuel injector redesign from 2012 which were much less problematic. Also, in poorly serviced and high mileage examples, timing chains & tensioners can fail and this can become eye-wateringly expensive to repair thanks to the timing chain being situated at the back of the engine and it is near impossible to access.
The 3.0-litre OM642 V6 turbo diesel again suffers from more timing chain complications but at least on these they are at the front of the engine and somewhat more accessible. The hot V design, (that’s where the turbo is located in the V of the engine), have a lot of inlet system issues and can suffer from boost leaks that can cause a multitude of sensor complications and ECU headaches.
Also, all of the diesels can have EGR and DPF complications.
The 3.0-litre and 3.5-litre M276 petrol V6, both in naturally aspirated and twin-turbo variants are all prone to clogged inlet and PCV systems thanks to direct injection only and thanks to there being no port injection to help clean carbon build up as seen in a range of other modern high-performance engines.
Both the twin-turbo petrol 4.7-litre M278 V8 and M157 5.5-litre V8 suffer from timing chains and tensioner issues, oil leaks, valve train wear, wiring & electrical gremlins.
You may have noticed a common theme with the timing chain issues, however typically, this occurs far more often on high mileage or poorly serviced examples. These problems do not happen to all engines however, these are not the only issues they can suffer from as all Mercedes engines can all have the same old problems all cars often experience like water pumps, ignition coils, alternators & power steering complications.
The transmissions suffer terribly if not serviced properly. The service interval is recommended at 125,000km which we feel is a bit of a stretch, (and very often overlooked). If you want it to last, service the transmission every 50,000km simply makes more sense.
Exterior:
It’s generally good news. there have been a few sporadic reports of electrical gremlins, these can range from issues with the automatic boot closing buttons not working to the rear window blinds not opening or shutting and the electric windows have also been known to become sticky and squeaky but again, the reports are so few and far between and not what we’d call common.
Interior:
There have been a few reports of rattling in the cabin, especially behind the dashboard and the odd sporadic report of certain buttons and functions not working but again, these aren’t common problems.
Mechanically:
You are best to avoid any models with the 2.1-litre OM651 four cylinder turbo diesel especially prior to 2012, as they received a major fuel injector redesign from 2012 which were much less problematic. Also, in poorly serviced and high mileage examples, timing chains & tensioners can fail and this can become eye-wateringly expensive to repair thanks to the timing chain being situated at the back of the engine and it is near impossible to access.
The 3.0-litre OM642 V6 turbo diesel again suffers from more timing chain complications but at least on these they are at the front of the engine and somewhat more accessible. The hot V design, (that’s where the turbo is located in the V of the engine), have a lot of inlet system issues and can suffer from boost leaks that can cause a multitude of sensor complications and ECU headaches.
Also, all of the diesels can have EGR and DPF complications.
The 3.0-litre and 3.5-litre M276 petrol V6, both in naturally aspirated and twin-turbo variants are all prone to clogged inlet and PCV systems thanks to direct injection only and thanks to there being no port injection to help clean carbon build up as seen in a range of other modern high-performance engines.
Both the twin-turbo petrol 4.7-litre M278 V8 and M157 5.5-litre V8 suffer from timing chains and tensioner issues, oil leaks, valve train wear, wiring & electrical gremlins.
You may have noticed a common theme with the timing chain issues, however typically, this occurs far more often on high mileage or poorly serviced examples. These problems do not happen to all engines however, these are not the only issues they can suffer from as all Mercedes engines can all have the same old problems all cars often experience like water pumps, ignition coils, alternators & power steering complications.
The transmissions suffer terribly if not serviced properly. The service interval is recommended at 125,000km which we feel is a bit of a stretch, (and very often overlooked). If you want it to last, service the transmission every 50,000km simply makes more sense.
One thing all these engines and transmissions share is that they all very complex packages and the likely hood of something going wrong is quite high as is the cost of repairing them. However, you can mitigate the risk of failures by frequent and thorough servicing.
There are increasing reports of issues with CLS models fitted with air suspension. Problems ranging from Airmatic bag failures to compressor failures due to the motor burning out through to air strut failures, faulty lines, valve block leakage issues and relay or fuse failures are all becoming more common as the models age.
Finally, be warned, if history tells us anything, as used cars, by the time the second or third owner has them, they’re typically cared for much less and unlikely to have money spent on them to be fixed properly and will come preloaded with a bunch of issues.
Recalls:
- 10 March 2015 – The seal on the secondary bulkhead in the engine compartment may come loose. 2,849 vehicles were affected, across both the E212 & CLS218.
- 31 August 2015 – A damaged seal may have been fitted to the secondary bulkhead in the engine compartment. 7 cars were affected, across the E-Class and CLS-Class.
- 26 October 2017 – The electric power-assisted steering may disengage. This affected 23 units.
- 26 October 2017 – In isolated cases, the second stage of the front passenger airbag may not deploy as designed. 42 units were affected.
- 9 December 2018 – If a child seat is installed in the front passenger seat, it is possible that the front passenger airbag might not be switched off as intended. 16 units affected across the E-Class and CLS-Class.
Exterior:
It’s generally good news. there have been a few sporadic reports of electrical gremlins, these can range from issues with the automatic boot closing buttons not working to the rear window blinds not opening or shutting and the electric windows have also been known to become sticky and squeaky but again, the reports are so few and far between and not what we’d call common.
Interior:
There have been a few reports of rattling in the cabin, especially behind the dashboard and the odd sporadic report of certain buttons and functions not working but again, these aren’t common problems.
Mechanically:
You are best to avoid any models with the 2.1-litre OM651 four cylinder turbo diesel especially prior to 2012, as they received a major fuel injector redesign from 2012 which were much less problematic. Also, in poorly serviced and high mileage examples, timing chains & tensioners can fail and this can become eye-wateringly expensive to repair thanks to the timing chain being situated at the back of the engine and it is near impossible to access.
The 3.0-litre OM642 V6 turbo diesel again suffers from more timing chain complications but at least on these they are at the front of the engine and somewhat more accessible. The hot V design, (that’s where the turbo is located in the V of the engine), have a lot of inlet system issues and can suffer from boost leaks that can cause a multitude of sensor complications and ECU headaches.
Also, all of the diesels can have EGR and DPF complications.
The 3.0-litre and 3.5-litre M276 petrol V6, both in naturally aspirated and twin-turbo variants are all prone to clogged inlet and PCV systems thanks to direct injection only and thanks to there being no port injection to help clean carbon build up as seen in a range of other modern high-performance engines.
Both the twin-turbo petrol 4.7-litre M278 V8 and M157 5.5-litre V8 suffer from timing chains and tensioner issues, oil leaks, valve train wear, wiring & electrical gremlins.
You may have noticed a common theme with the timing chain issues, however typically, this occurs far more often on high mileage or poorly serviced examples. These problems do not happen to all engines however, these are not the only issues they can suffer from as all Mercedes engines can all have the same old problems all cars often experience like water pumps, ignition coils, alternators & power steering complications.
The transmissions suffer terribly if not serviced properly. The service interval is recommended at 125,000km which we feel is a bit of a stretch, (and very often overlooked). If you want it to last, service the transmission every 50,000km simply makes more sense.
One thing all these engines and transmissions share is that they all very complex packages and the likely hood of something going wrong is quite high as is the cost of repairing them. However, you can mitigate the risk of failures by frequent and thorough servicing.
There are increasing reports of issues with CLS models fitted with air suspension. Problems ranging from Airmatic bag failures to compressor failures due to the motor burning out through to air strut failures, faulty lines, valve block leakage issues and relay or fuse failures are all becoming more common as the models age.
Finally, be warned, if history tells us anything, as used cars, by the time the second or third owner has them, they’re typically cared for much less and unlikely to have money spent on them to be fixed properly and will come preloaded with a bunch of issues.
Recalls:
- 10 March 2015 – The seal on the secondary bulkhead in the engine compartment may come loose. 2,849 vehicles were affected, across both the E212 & CLS218.
- 31 August 2015 – A damaged seal may have been fitted to the secondary bulkhead in the engine compartment. 7 cars were affected, across the E-Class and CLS-Class.
- 26 October 2017 – The electric power-assisted steering may disengage. This affected 23 units.
- 26 October 2017 – In isolated cases, the second stage of the front passenger airbag may not deploy as designed. 42 units were affected.
- 9 December 2018 – If a child seat is installed in the front passenger seat, it is possible that the front passenger airbag might not be switched off as intended. 16 units affected across the E-Class and CLS-Class.
Should you buy it?
While there is no denying that the CLS is one hell of a car in nearly every way and thanks to the immense levels of depreciation, they do offer so much car for the money, the money is the issue.
If you are on a tight budget, meaning you’ll be searching through the more affordable end of the market and your financial position means that finding the extra cash to maintain and quite potentially fix a CLS could be a challenge then god no, do not buy a CLS.
Unfortunately unless you are highly mechanically literate, the potential financial heartache that can occur if something were to go wrong is just too high in our opinion.
However, if you are swimming in cash and can easily afford to buy a premium example and you have the finances to not only maintain the CLS in the way it deserves but couldn’t care less if a faulty component costs you thousands of dollars to repair, then absolutely you should buy a CLS.
For what these now cost on the used market, the CLS offers so much car for the money.
Just remember the old saying, the most expensive thing in the world is a cheap Mercedes.
While there is no denying that the CLS is one hell of a car in nearly every way and thanks to the immense levels of depreciation, they do offer so much car for the money, the money is the issue.
If you are on a tight budget, meaning you’ll be searching through the more affordable end of the market and your financial position means that finding the extra cash to maintain and quite potentially fix a CLS could be a challenge then god no, do not buy a CLS.
Unfortunately unless you are highly mechanically literate, the potential financial heartache that can occur if something were to go wrong is just too high in our opinion.
However, if you are swimming in cash and can easily afford to buy a premium example and you have the finances to not only maintain the CLS in the way it deserves but couldn’t care less if a faulty component costs you thousands of dollars to repair, then absolutely you should buy a CLS.
For what these now cost on the used market, the CLS offers so much car for the money.
Just remember the old saying, the most expensive thing in the world is a cheap Mercedes.
Should you buy it?
While there is no denying that the CLS is one hell of a car in nearly every way and thanks to the immense levels of depreciation, they do offer so much car for the money, the money is the issue.
If you are on a tight budget, meaning you’ll be searching through the more affordable end of the market and your financial position means that finding the extra cash to maintain and quite potentially fix a CLS could be a challenge then god no, do not buy a CLS.
Unfortunately unless you are highly mechanically literate, the potential financial heartache that can occur if something were to go wrong is just too high in our opinion.
However, if you are swimming in cash and can easily afford to buy a premium example and you have the finances to not only maintain the CLS in the way it deserves but couldn’t care less if a faulty component costs you thousands of dollars to repair, then absolutely you should buy a CLS.
For what these now cost on the used market, the CLS offers so much car for the money.
Just remember the old saying, the most expensive thing in the world is a cheap Mercedes.
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Models, pricing & features
Tech specs
Body style:
4-door sedan – coupé (CLS 250, CLS 350, CLS 350 CDI, CLS 400 – From 2014, CLS 500)
5-door wagon – estate/shooting brake (CLS 250 CDI BE, CLS 350 BE, CLS 500 – From 2014)
Engines:
2.1 litre 4-cylinder turbo diesel (CLS 250 CDI BE)
3.5 litre V6 petrol (CLS 350)
3.0 litre V6 turbo diesel (CLS 350 CDI)
3.0 litre bi-turbo V6 petrol (CLS 400) – from 2014
4.7 litre bi-turbo V8 petrol (CLS 500)
Power:
150kW – 2.1 litre 4-cylinder turbo diesel
225kW – 3.5 litre V6 petrol
195kW – 3.0 litre V6 turbo diesel
245kW – 3.0 litre bi-turbo V6 petrol
300kW – 4.7 litre bi-turbo V8 petrol
Torque:
500Nm – 2.1 litre 4-cylinder turbo diesel
370Nm – 3.5 litre V6 petrol
620Nm – 3.0 litre V6 turbo diesel
480Nm – 3.0 litre bi-turbo V6 petrol
600Nm – 4.7 litre bi-turbo V8 petrol
Transmission & drivetrains:
7-speed automatic, rear-wheel drive (RWD)
9-speed automatic, rear-wheel drive (RWD) – CLS 500 (from 2014)
Fuel consumption:
5.1 – 10.1L/100km
Length:
4940mm (sedan)
4956mm (wagon)
Width:
1881mm
Height:
1416mm
Kerb Weight:
1735 – 2005kg
Body style:
4-door sedan – coupé (CLS 250, CLS 350, CLS 350 CDI, CLS 400 – From 2014, CLS 500)
5-door wagon – estate/shooting brake (CLS 250 CDI BE, CLS 350 BE, CLS 500 – From 2014)
Engines:
2.1 litre 4-cylinder turbo diesel (CLS 250 CDI BE)
3.5 litre V6 petrol (CLS 350)
3.0 litre V6 turbo diesel (CLS 350 CDI)
3.0 litre bi-turbo V6 petrol (CLS 400) – from 2014
4.7 litre bi-turbo V8 petrol (CLS 500)
Power:
150kW – 2.1 litre 4-cylinder turbo diesel
225kW – 3.5 litre V6 petrol
195kW – 3.0 litre V6 turbo diesel
245kW – 3.0 litre bi-turbo V6 petrol
300kW – 4.7 litre bi-turbo V8 petrol
Torque:
500Nm – 2.1 litre 4-cylinder turbo diesel
370Nm – 3.5 litre V6 petrol
620Nm – 3.0 litre V6 turbo diesel
480Nm – 3.0 litre bi-turbo V6 petrol
600Nm – 4.7 litre bi-turbo V8 petrol
Transmission & drivetrains:
7-speed automatic, rear-wheel drive (RWD)
9-speed automatic, rear-wheel drive (RWD) – CLS 500 (from 2014)
Fuel consumption:
5.1 – 10.1L/100km
Length:
4940mm (sedan)
4956mm (wagon)
Width:
1881mm
Height:
1416mm
Kerb Weight:
1735 – 2005kg
Body style:
4-door sedan – coupé (CLS 250, CLS 350, CLS 350 CDI, CLS 400 – From 2014, CLS 500)
5-door wagon – estate/shooting brake (CLS 250 CDI BE, CLS 350 BE, CLS 500 – From 2014)
Engines:
2.1 litre 4-cylinder turbo diesel (CLS 250 CDI BE)
3.5 litre V6 petrol (CLS 350)
3.0 litre V6 turbo diesel (CLS 350 CDI)
3.0 litre bi-turbo V6 petrol (CLS 400) – from 2014
4.7 litre bi-turbo V8 petrol (CLS 500)
Power:
150kW – 2.1 litre 4-cylinder turbo diesel
225kW – 3.5 litre V6 petrol
195kW – 3.0 litre V6 turbo diesel
245kW – 3.0 litre bi-turbo V6 petrol
300kW – 4.7 litre bi-turbo V8 petrol
Torque:
500Nm – 2.1 litre 4-cylinder turbo diesel
370Nm – 3.5 litre V6 petrol
620Nm – 3.0 litre V6 turbo diesel
480Nm – 3.0 litre bi-turbo V6 petrol
600Nm – 4.7 litre bi-turbo V8 petrol
Transmission & drivetrains:
7-speed automatic, rear-wheel drive (RWD)
9-speed automatic, rear-wheel drive (RWD) – CLS 500 (from 2014)
Fuel consumption:
5.1 – 10.1L/100km
Length:
4940mm (sedan)
4956mm (wagon)
Width:
1881mm
Height:
1416mm
Kerb Weight:
1735 – 2005kg
Warranty & servicing
Warranty:
3 year/unlimited kms
Servicing:
12 months/25,000kms
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Disclaimer
Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of November 04, 2022.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
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