Writing about the possibility of a 4-cylinder turbo Camaro in a previous post reminded me of the car I always thought was the “perfect ponycar” back in the 1990s – the first-generation Mercedes-Benz CLK (1997-2002). Benz owners, and maybe my friends at the brand, might shudder at those words all falling in the same sentence. But here’s what I mean:
About 12 years ago, working in the Mercedes-Benz USA PR department, I was preparing to write the press kit and other materials for the upcoming “small” Mercedes coupe, the CLK. I’d seen photos of the CLK, of course, and I was pretty excited about it. This seemed to be my kind of car – a low-slung sport coupe but with a nod to everyday practicality. Then one day the product manager called and asked if I wanted a close-up look at a pre-production car.
As soon as I saw the CLK, I was sure – this is what the modern ponycar should be. I don’t mean the luxury trappings. I’m talking about the size and proportions and modern underpinnings. Like the American ponycars, the CLK was based on a sedan structure, the C-Class. The CLK sat on a 106-inch wheelbase and was 180 inches long, not far off the original Mustang. So, it was the same formula, but with better hardware.
The Mustang of the time was still riding (hard) on a warmed-over, short-wheelbase Fairmont platform, which had served Ford in everything from family sedans to Lincolns. Ponycar fans that find that criticism unwarranted should look underneath the new Dodge Challenger – it’s basically a shortened LX platform (Dodge Charger / Chrysler 300), which borrowed its suspension technology from the last-gen Mercedes E-Class. And the new Camaro will be similarly modern.
But back to the CLK … Mercedes designers had loosened up to do the first CLK, complementing the car’s classic long-hood, short-deck ponycar proportions with an uncharacteristic (for the brand) fastback roof style. Yet, the back seat was fairly hospitable for two if the front occupants sacrificed some of their legroom. And the trunk was more sizeable than any Mustang or Camaro had ever provided.
Engine lineup for the first-gen CLK was ponycar-like, too – a V6 (215 hp, 3.2-liter for the CLK320) and a year later, a V8 (275-hp, 4.3-liter for the CLK430.) Convertible models arrived that year, too, and a 342-hp CLK55 AMG model came for 2001.
The first CLK was the ponycar grown up. When the second-gen CLK arrived for 2003, the direction was more luxury-focused, and I think the design was less distinctive. As you read road tests of the new Dodge Challenger (and next year, the Camaro), see how many times they mention things like “suspension compliance” and “seat comfort” among the performance stats. The ponycar buyer also has grown up.
I have fond memories of enjoying both the CLK320 and CLK430. I think the Mustang has redeemed itself, but I believe the Camaro will be the one to have.
