The car is now out of its winter hibernation. I have fitted a US specification centre console which I find both better looking and more convenient to use than the European type. It still has the UHI/Bluetooth attachment built-in but does use a specific wiring loom to connect to the original Bluetooth module.
Dension Gateway 500S BT - GW52MO2
I decided to go for the new generation 500 mainly for the Bluetooth streaming functionality.
- The perfect solution for MOST™ fiber optics systems
- Menu based control and browsing – full integration
- Hands free calling with phonebook browsing, caller ID display, call lists – all shown on the display(s)
- Bluetooth audio streaming (A2DP) with text display
- Music playback from various sources with text display (ID3 tags)
- Control through steering wheel buttons (if available) or the head unit buttons
- Multilanguage menu support (EN, DE, FR, IT, NL, ES, PT, TR, HU, PL, CZ, SK, RO)
- Available in Single-FOT and Dual-FOT versions (for CD-changer retention)
- Android devices can be connected via USB if 'Mass Storage Mode' is available
I also bought an Audison Prima AP8.9 bit and a bit DMI to I replace the factory Harman/Kardon amp, but as of yet I haven't had chance to install them.
I bought the 'dual FOT' version of the 500S so that I could retain the functionality of the existing CD changer, rather than replace it in the MOST ring. The Dension mimics the function of the CD changer and features a switch to swap between the two. I found the best installation location was behind the HVAC control panel where, conveniently, there was a foam-lined space the size of the 500S.
I modified the cup holder within the US centre console to mount the 500S interface panel; I've left room for a USB stick and headphone jack connection with a closed console lid.
I'm really pleased with the unit; a single 128Gb USB stick holds pretty much all of my music and the best part (the reason I really wanted) is the increase in sound quality compared to using the aux port; using a USB stick means there is only one digital-to-analogue conversion at the amplifier compared to say, D2A on an iPod, A2D at the COMAND unit, then D2A at the factory amplifier.
New Springs
I'd taken a bit of an estimate with the springs ordering a set from a UK 5.5 v8 with the Sport pack (2007 onwards). When the parts turned up I realised that the rear springs were the same as fitted to my car - this prompted me to devote some time to research things properly. I created a spreadsheet with all CLK springs, their length, wire diameter, and calculated spring length.
The original CLK63 front springs are 4.5 coils, 14.5mm wire diameter, 170mm outside diameter, and 320mm free length. I calculated a spring rate of 143.91 lb/inch. The rear springs are 371.13 lb/inch which is the lowest of the seven CLK spring options available and they are also 3rd shortest at 322mm - this made me realise that on my car the low ride height is achieved by tuning the rear spring pads, of which several options are available: 5mm, 9mm, 13mm and 17mm. From the factory my car had 13mm.
The 5.5 Sport springs supplied have the same rear springs (blue, blue, blue) as the CLK63, however the fronts are are significantly lower rate: 4.5 coils, 13.35mm wire diameter, 170mm outside diameter, and 394mm free length, to give a spring rate of 103.46 lb/inch. That's a 28.10% decrease in rate from the CLK63.
My research uncovered a middle-ground front spring between the 5.5 Sport and CLK63: some US market cars were fitted with a 4.5 coil, 14mm wire diameter, 170mm outside diameter, and 392mm free length, to give a spring rate of 123.54 lb/inch - 16.48% less than the CLK63. I decided to try these together with increasing the rear spring pads from 13mm to 17mm.
Here is the resulting ride height. The car now clears speed bumps without scraping the left exhaust bank and I'm really, really pleased with the increased ride quality - in my opinion this is how the car should have come from the factory; it's still firm for a CLK but now has the ability to soak up smaller, sharper bumps rather than transferring an audible 'thud' into the chassis.
Distronic Retrofit - Interior
The interior aspect is straight-forward: a switch pack (within Mercedes documentation termed the LCP - 'lower control panel') with two screws, a four wire loom (CAN-, CAN+, and power) to join the new LCP to the existing UCP (hazard switch panel), and the convertible type gear lever surround in matching trim.
I performed the installation at the same time as fitting the Dension, so it was a trivial amount of extra work. I did find that I already had a multiplug in the UCP in the position used by the LCP connection, so it was a case of removing the existing pins and inserting them in the same place within the new LCP loom.
I'll cover the engine bay installation in a future update along with the STAR coding. I'm also piecing together the parts for a LINGUATRONIC (voice control) and adaptive headlamps (APS) retrofit.
(i don't actually know, but i also haven't seen the advert)
