Wondering how a coupe costing nearly $13,000 more than its nearest challenger didn't wipe the floor with its plebian competitors?

How a V8-powered monster with the vaunted three-pointed star on the hood didn't blind us with tradition and muscle its way to the top with sheer horsepower and heritage?

Well, we'll begin by saying that the CLK430 wasn't our first choice for the test. With its huge 4.3-liter V8, it's not a natural rival to the other five- and six-cylinder-powered coupes on the card. The CLK320 was the obvious first pick, with its 215-horsepower V6 and price tag right around $40K. Unfortunately, none of these more suitable models were available at the time of the test and the thought of leaving Mercedes out of a comparison with the word luxury in the title just didn't seem right.

So we were left with no other choice than to welcome the pricier V8 into the fray, knowing full well that our value category would shave the $52,260 coupe's final score down to size. Of course, it would make up for it in the performance department, right?

For the most part, yes. Finishing within a few ticks of the BMW in the acceleration categories (6.1 seconds to 60, 14.6 in the quarter-mile) and coming in a close second to the Volvo in the braking department (113 ft.), the CLK was the decathlete of the test, performing well enough in all categories to edge out its quicker German rival for the all-around top spot in the performance category.

That's not really a surprise considering the thunderous V8 under the hood. With 275 horsepower and 295 ft-lbs. of torque on tap, the CLK430 leaps to its feet with the slightest nudge of the gas pedal, emitting such smooth, intoxicating power that it came within a single point of scoring perfect "10s" all around.

The lack of a manual shifter might seem like a serious drawback when it involves a serious performance machine, but the CLK's automanual five-speed was well up to the task. Although it featured touch shift control that allowed for manual operation, we found that its other high-tech feature, adaptive shift logic, was equally as helpful at maintaining the correct gear when the road turned curvy. Blasting our way through an endless set of switchbacks, the intricately programmed transmission mysteriously sensed the need for just the right gear and held it until we either laid off or asked for more. Its level of sophistication left one editor remarking that he never even missed the absent manual gearbox.

Keeping all this high-strung machinery stuck to the ground was no small task, but with huge 17-inch wheels and tires, the CLK surprised more than one editor with its remarkable agility. Steering that felt abnormally heavy around town suddenly felt perfectly weighted during aggressive maneuvers, and the ESP (Electronic Stability Program) system rarely reined in the fun at an inappropriate time, allowing you to push the car with confidence.

To no one's surprise the brakes worked flawlessly, registering not only a remarkably short stopping distance from 60 mph, but also the ability to repeat the task over and over again within a foot of the original distance -- amazing. Pedal feel was said to be a little numb at times, but no one ever questioned the brakes' ability to haul the speedy coupe down to a stop at a moment's notice.

There's no doubt that the CLK is a finely tuned piece of machinery that makes any trip off the beaten path a rewarding experience, but there are chinks in this knight's armor. For one, the same suspension that provides such phenomenal grip in the canyons will make you miserable on the way home from work with a throbbing headache. It's not exactly racecar stiff, but compared to the Volvo, it rides likes a dump truck. Of course, much of this has to do with the 430's sport-tuned suspension that is meant to reward those who anted up for the big V8 with a chassis of equal ability. The lesser-engined CLK320 makes do with a much more forgiving setup that more closely matches the kind of driving that its owners are more likely to encounter on a day-to-day basis.

Another more minor drawback was the CLK's heavy recirculating-ball steering. Although great raging through canyons, spinning the wheel around town was a real workout. Freeway cruising calls for very little steering input due to the heavy dead-on-center weighting, but any deviation from that required a little too much effort for our tastes.

In typical German style, the CLK's interior is somewhat stark, but tastefully appointed. The quality of the materials is exceptional and the seats were deemed first-rate despite their lack of adjustable lumbar support. Gauges were clear with few markings and idiot lights to clutter things up. We're still disappointed with the complexity of the climate control system that fails to provide any measure of intuitive operation. Yes, there are beautifully illustrated manuals in the glove box that outline the system's less-than-calculus-like operation, but should we really have to take the time?

Other shortcomings in the interior included the lack of a tilt-steering wheel, although one editor said he really didn't find one necessary to find a good seating position, and the somewhat plastic feel of the dashboard switchgear and door-mounted window switches. Then there was the issue of the lack of a CD player that practically had some of us giving away the keys for the weekend. We'll admit that the engine was music to our ears, but get a hold of yourself Mercedes -- there are $15,000 Daewoos that come with CD changers in the trunk, this shouldn't be an option on a $50K+ luxury coupe.

Like the Volvo, the CLK's rear quarters made no concessions to actually attempting to carry a fifth passenger. The deeply contoured seats were reasonably comfortable although the lack of rear vent windows only contributes to the claustrophobic effect. Entry was facilitated by a trick electric seat entry system that automatically tilts and slides the front buckets forward when the release lever is raised. Editors who braved the backseats for a short trip lauded the Mercedes for its easy entry and exit and noticeably smoother ride for rear passengers than the BMW.

Trunk space was more than adequate with a low liftover and wide opening making loading fairly easy. The trunk hinge design showed some forethought by incorporating molded covers that swallowed the swinging arms to prevent anything from being placed in their way and getting unceremoniously crushed when the lid was closed.

So how did the Mercedes, with all that tradition and horsepower, barely beat out the upstart Volvo? For one, the Mercedes obviously lost a lot of points due to its inflated price point. Throw in a standard CLK320 and you would likely see a similar finish, but for different reasons. Our CLK test car excelled because of its never-ending power, taut suspension (remember we love that around here) and understated, but tough-looking exterior style we thought was befitting of its high-dollar luxury coupe status. A V6-equipped CLK would retain the big points for style and panache, but suffer when it came to the fun factor. It most likely would have had more options and a more compliant around town ride as well, adding points where the 430 lost them.

We can only say that our Black Opal (that's navy blue to us common folk) test car definitely endeared itself to our typically jaded staff despite its unusual shortcomings. The car we had was sort of a V8 stripper in our minds, giving us the power and wicked handling of the 430 upgrade sans all the bells and whistles that might detract from full enjoyment of the spectacular V8 under the hood.

For those who seek performance at all costs, the CLK430 is a coupe that delivers on all counts. If you can afford the entry fee, and don't mind paying a little extra for the name alone, the CLK430 would rarely fail to impress-on the road or at the valet. What's your prerogative?

Second Opinions

Editor-in-Chief Chris Wardlaw says: Though interior materials are rich and impart quality, though the sleek design exudes traditional Mercedes-Benz character, though there's a three-pointed star hood ornament serving as constant reminder to the driver that he does, indeed, have the means to own the best, the CLK430 is more of an upscale hot rod than a luxury coupe. Our Benz rode stiffly, provided occupants seating seemingly filled with concrete, contained clickety-clack controls, and, with its thumping V8 and phat AMG alloy wheels, generally behaved like a caged tiger around town. Performance coupe? Yep. Luxury coupe? Um, well, only because it has that fancy hood ornament.

Associate Editor Erin Mahoney says: Allow me to begin by saying that the fact that this exorbitantly priced vehicle came without a CD player is reprehensible. Furthermore, I noticed more interior creaking and wind noise than I deemed acceptable. That said, this was a pretty impressive car, by far the most luxurious and sophisticated of the gaggle. Overall, I was less impressed with the CLK than I expected to be. First of all, it's just a little too mature for my tastes and second, it costs too much -- I felt like such a sucker, driving around in a $52K car without a CD player.

Associate Editor Liz Kim says: Yeah, yeah, so this car costs nearly twice that of the cheapest vehicle in the test. You still can't deny the pleasure of motivating the CLK430. From the guttural growl emitted from deep within its intake manifolds, to the vast repository of power from the eight cylinders, this car stands apart from the whippersnappers. As well it should; its specs are different than the other vehicles in the test. And while the interior feature content is disappointing, to say the least, a buyer seeking the prestige and cachet of the three-pointed star won't be disappointed by this vehicle.