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And here we have yet another utterly terrific 63 AMG with the bodacious 6.2-liter V-8, here good for 507 horsepower peaking at 6800 rpm and 465 pound-feet of torque maxing out at 5200 rpm, the same tune as the E63 AMG with which it shares a chassis. This is 63 AMG model number twelve, and the CLS is one of the key cars in the Mercedes lineup that really sits best with this engine’s credentials—only the CLK coupe and C-class edging it out for topmost honors, in our judgment.

Stuttgart is calling this a mid-life update of the CLS, but there is decidedly little that needs improvement on this sketch on wheels. Sitting at lunch with CLS lifecycle program manager Stefan Winkler, we got the feeling of what it’s like to be in charge of a product that is beyond reproach in every sense. What prying questions to ask? Is it worth inquiring, “On the list of damned near perfect automobiles, where would you place the CLS63 AMG?” Or, “When you leave your post sometime in the future, who will be the lucky chump to take your place?”

What little there is left to say on any 63 AMG comes out in the drive experience. We took this silver beauty through its paces in the wine-producing hills near Aggsbach along the Danube River, and by the end we were drunk with power. The E/CLS dimensions are the point at which some dynamic aspects of driving over technical roads show Mercedes softness, even if only a little. The drive strategy for wringing the most out of one’s closed-circuit time changes from sheer flicking and rigidity you can count on to a style that is more reliant on a driver’s natural feel for the weight-shift moments, throttle surge between curves, and precisely timed late braking. A driver in these larger cars leans more on the door panels, dead pedal, and seat bolsters.

No complaints on these laws of heft-and-momentum physics. On the contrary, we love barreling along in the 4210-pound CLS63 on these forested side roads. Were we using the 4665-pound S63 or 4600-pound CL63, however, things could get really wacky fairly quickly.

With a lightly airbrushed look, the CLS takes on the new angrier family face we’ve seen on all recent Mercs, while the tail end gets full-LED brake lights, show-car trapezoidal tailpipes, and a lower hanging rear apron to prevent people from taking you for a sissy. Contour-happy Mercedes adds yet another body-length line to the side panels as well, creating a more eye-catching package.

Inside, this is easily the sportiest-feeling CLS to date, particularly with the new three-spoke multi-function steering wheel that feels outstanding in our mitts. For some reason, Mercedes-AMG has put chestnut veneer all over the dash, a heritage touch that makes us feel like a kid in the passenger seat again.

We’ve spoken of Mercedes’ new Direct Steer system before now, and we really like it insofar as it harmonizes with the dynamics of the car and keeps our hands from shuffling too often over the steering wheel during second-gear switchbacks. AMG models do not get this technology, retaining the 2.8 turns lock-to-lock of old (versus the 2.2 turns with Direct Steer) with the explanation that the company didn’t want the AMG experience to be futzed with too much. That’s basically hogwash to throw us off the scent, since we have heard from our contacts that AMG really wants this technology but development was too far along on current models to incorporate it. Next iterations of all AMG models will have an AMG-specific Direct Steer setup. So, okay, we have two very slight wee tiny critical notes: the CLS63 AMG is a few pounds heavy and could benefit from Direct Steer. We still wouldn’t kick it out of bed for eating crackers.

The snippier form of the 7G-Tronic tranny, called AMG Speedshift Plus, is as solid as the first time we ever felt it improve our lives in the CLK DTM AMG four years ago. There is barely a flick of the left or right fingers at the paddles, and the gear is quickly changed. The best setting for the transmission timings is always manual, since it holds revs high near 7200 rpm and response times are shortened to the AMG max. This CLS also gets the most recent form of the gearbox software that blips the throttle on downshifts for perfect meshing of spinning things under the hood.

At last, we can also declare that the Mercedes COMAND system is outstanding, certainly when compared to any of the awful previous generations. The navigating lady stuffed inside our tester briskly instructed us whenever needed, but never raised her voice if we disobeyed.

Coming with our tester’s performance package, along with the aforementioned smaller-diameter steering wheel, were larger front compound brake discs, a 40 percent limited-slip differential in back, sexy nineteen-inch AMG wheels and Bridgestone Potenza tires, a three-mode performance suspension with subtle differences between the settings, and a delimited top speed of 186 miles per hour. All of this is appreciated as we discover our hidden boy racer on lap after lap of this wine-country safari.

Deliveries of this looker are expected to begin in early June, and pricing is set to start at an eyebrow-raising $94,375. All right, there’s a third niggling critique....

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Magazine Issue: Winding Road Issue 34