Mercedes-Benz CLA review – an electric car you can genuinely rely on available as a hybrid too

The splash of controversy – the fact that initial cars are not able to charge on 400-volt electric chargers at first, excluding much of the UK’s rapid charging network – that accompanied the reveal of the new Mercedes-Benz CLA has seemed to do little to dampen its sales success. 

We’ve driven both the CLA 250+ saloon and the 350 Shooting Brake and have been impressed by the CLA’s efficiency and range, as well as its pleasant road manners, reasonable practicality and competitive pricing – and we suspect these are the keys to its initial success. Its range of powertrain options only broaden its appeal, because as well as being an EV, the CLA is also available as a hybrid.

Engine, gearbox and technical highlights

16

• New MMA platform for electric and hybrid vehicles
• Also underpins the new GLB
• New battery 20 per cent more energy dense

The CLA really is a new breed, being the first to ride on an all new platform that now also underpins the new GLB and is expected to form the basis of the next-generation A-class. MMA is short for Mercedes Modular Architecture and the clue is in the name – this is a platform that has versatility baked in. The CLA is not beholden to electric power, with hybrid models also available. The platform is however ‘electric first’, which means the newly-revealed Mercedes-AMG CLA 45 is electric and not a hybrid model, replacing the outgoing M139 four-cylinder-powered car.

The CLA launched in CLA 250+ with EQ Technology form (catchy name, we know) with a 268bhp and 247lb ft e-motor on the rear axle. It’s claimed to be good for 0-62mph in 6.7sec and a 130mph top speed. The 350 joined the range with 349bhp and 380lb ft, the bump coming thanks to the fitment of an electric motor at the front. That drops the 0-62mph time down to 5sec. Both models are fed by a new 85kW nickel manganese cobalt lithium-ion battery, that offers a 20 per cent boost in energy density. There’s also an entry-level CLA 200 electric model, though this uses a smaller, less efficient battery.

The electric CLA that we will be the most interested in is the new AMG CLA 45 model, which features three axial-flux electric motors derived from those seen in the new electric AMG GT 4-door, with thinner electromagnets reducing output to a maximum of 671bhp and an AMG GT-beating 0-62mph time of 3.1sec. The CLA 45 features a version of the 94kWh battery found in the new Mercedes GLC. The CLA also uses its energy vastly more efficiently, thanks to its new 800-volt electrical architecture, standard heat pump, a new Porsche Taycan-style two-speed transmission and its slippery bodywork – a 0.21cD is really good going.

Also in the lineup is the option to go with hybridised combustion engines, with the CLA 180, 200 and 220 models all using a 1.5-litre four-cylinder engine in concert with a 30bhp electric motor. Their respective 134bhp, 161bhp and 187bhp outputs come from different states of engine tune rather than differing performance from the electric element. Their performance isn’t spectacular, with 0-62mph ranging from 8.8sec in the 180, to 8sec in the 200 and 7.1sec in the 4Matic AWD 220. The 180 and the 200 are the only front-wheel drive CLAs in the lineup.

Performance, ride and handling

16

• Brisk and controlled enough but not thrilling
• Ride and composure to best a Tesla Model 3
• Road and wind noise impressively minimal

So far we’ve driven both the 250 and 350 models, with drives in the hybrid versions and the CLA 45 to come. The CLA is worthy of commendation on its own merit. This is a perfectly pleasant, impressively refined and brisk-enough saloon. While 6.7sec to 62mph doesn’t sound like much for the 250, the ‘in-gear’ acceleration and instant response is exactly in-line with what you’d expect and plenty to be getting on with. The 350 is obviously much more brisk, but its performance feels surplus to requirements for the type of car the CLA is – and the range sacrifice it comes with, more on which later.

As you reach around 60mph, you feel the CLA electric almost nod, as it slips into its second gear. Representatives from Mercedes perhaps overenthusiastically referred to this as like ‘super cruise in a Concord’. You can sort of see what they mean. The car somehow feels calmer, yet more responsive, because the trail-off in performance you’d normally expect is abated by having a longer ratio to play with. It’s worth noting too, that road and wind noise are impressively minimal thanks to that slippery body.

Both the CLA 250 and 350 feature passive ‘comfort’ suspension but Comfort, Eco, Dynamic and Individual drive modes can be selected to vary throttle mapping, safety systems and so on. In truth the CLA is actually quite uncomplicated to drive, without that many variable personalities and confident in what it wants to be – a pleasant, accessible, capable saloon. Body control is fine most of the time, though is able to be upset at speed on more challenging roads. The AMG Line seats are nicely supportive but they are set too high – you feel like you sit on top of rather than in the CLA, a common issue of cars with ‘skateboard’ platforms featuring batteries under the floor and one the CLA 45 will need to solve.

The steering is intuitive in its ratio and weighting and predictably, bereft of any sense of feel. The balance is resolutely neutral and safe, so don’t go thinking this rear-driven Mercedes saloon with instantly available torque is a rolling burnout machine. As such the 4Matic all-wheel drive system of the 350 doesn’t really change the handling character of the CLA on the road. 

16

More importantly and relevant for most of the time, the ride is refined and sophisticated. The CLA would feel like an upgrade compared to say, a Tesla Model 3, both in terms of composure and comfort. Stick with 18-inch wheels over the 19s too, as the big sporty items make sudden jolts a bit more dramatic from the inside. 

There are three levels of brake energy regeneration. They are selectable by bobbing the gear stalk on the steering column forward or backward but the standard setting feels entirely intuitive, like combustion engine braking. That kind-of sets a tone for the rest of a car that’s just quite well judged. The last couple of yards still run away under braking mind, as regen hands over to friction – a vestigial EV quirk that jars more given how complete the rest of the car feels.

Driver’s note

‘Hurling the CLA down the B4437 doesn’t exactly reveal an M5 CS rival in terms of super saloon thrills but, of course, that’s not the point. It’s controlled enough, rides really nicely and the NVH is superb – it’s noticeably better than Tesla’s Model 3 in these regards and more.’ – Ethan Jupp, evo web editor.

Range and charging

16

• You’ll struggle to see less than 300 miles to a charge
• Clever 800-volt powertrain tech 
• 200 entry-level model not as strong on range

The CLA 250 saloon is claimed to be good for up to 483 miles of range on the 18-inch wheels (461 on AMG Line models with the larger wheels) – an impressively large figure for a battery with just 85kW of usable storage. The 350 Shooting Brake we tested by comparison is rated for 424 miles of range. The CLA  charges impressively quickly – at up to 320kW, or quickly enough to add 200 miles of range in just 10 minutes.

Charging is a sticky issue with the CLA. While the small number of 320kW monsters in the network as it stands isn’t an issue in itself, the fact the CLA won’t take charge from anything less than an 800-volt DC charger, really is. Fear not, you’ll still be able to charge at home with a wall box as you would any other EV but CLA buyers who don’t get the option of an in-built 400-volt DC converter will need to rely on the car’s navigation system to direct them to compatible ultra-rapid public chargers.

We tested the CLA 250+ initially in October in 12-degree celsius ambient temperatures. In those conditions, thanks to that second gear and the low drag, neutral throttle motorway cruising yielded an easy 3.5 to 4 miles/kWh, or around 300 miles of real range. That’s at motorway pace remember, where EVs traditionally struggle with efficiency.

Cruising around at urban and rural speeds, 4m/kWh (340 miles) and sometimes over 4.5m/kWh (382 miles) is possible. Giving the car a thorough kicking across some of the better roads the ‘Shires have to offer, it got no less than 2.9m/kWh, so if you dance across the pedals with lead feet, 240 miles of range should almost be the absolute floor in fair conditions. Either way, the CLA’s efficiency is enormously impressive and feels like the watershed moment the electric car market has needed.

Interior and tech

16

• ‘Superscreen’ is pixel overload but intuitive enough
• Quality and refinement are strong
• You do sit too high thanks to the battery beneath you

The idea of the CLA being Mercedes’ first ‘software-defined’ vehicle might send shivers up your spine but the reality is it’s an intuitive enough thing to operate from behind the wheel. Even the annoying assistance systems are easy to switch off with hot keys on the wheel.

The voice control system (which works well if you’re a ‘hey Siri’ person, but it’s not my thing) is a bit too keen to wake up but the infotainment’s UI itself works well. Mercedes’ new supercomputer is capable of carrying out 284 million instructions per second. The set-up is gaming ready too, thanks to the Nvidia chip within. The car can sense your moods - Mercedes claims - and will, for example, remember what music you listened to when you were last in a good mood and put it on to cheer you up if needed.

Ergonomically almost everything’s there to hand and not behind six different submenus, just as it ought to be given how huge the central screen is. It’s 14 inches if you’re wondering, as is the passenger display that comes on top-end AMG Line Premium Edition+ models with the ‘Superscreen’ thrown in. We say almost everything, because more detailed climate controls beyond what temperature you want are still a couple of clicks away, annoyingly.

The seats are nicely supportive if you get the AMG Line with the sport option, less so if not but they’re still comfortable. Both are set too high thanks to the battery in the floor. The massive slab-faced dash with the integrated screens is a little dystopian and some of the plastics aren’t the best but generally, there's a higher quality feel to everything here than in say, the creaking plastic special that is the cabin of a CLE coupe. It’s spacious too.

Price and rivals

16

The Mercedes CLA is priced very reasonably, starting from £39,150 for the EV and £38,715 for the hybrid. However, that’s for the less desirable CLA 200 electric and CLA 180 petrol models. 

The CLA 250 is the electric version of choice and aimed squarely at Tesla Model 3, priced from £43,250 in entry-level Sport trim. CLA 250+ prices rise to a very sturdy £52,450 for the AMG Line Premium Edition+. The CLA 350 starts from £51,800 but is only available in the AMG Line executive trim level. The Shooting Brake models cost around £1000 more than the equivalent saloon.

As well as the Tesla Model 3 there’s also the Polestar 2 to consider, though it’s getting on a bit (soon to be replaced) and more expensive than both the Mercedes and Tesla, at £44,210 (discounted from £49k!) for the long-range rear-driven car. There’s also Hyundai’s Ioniq 6 if you want a quirkier flavour of electric saloon though bizarrely, it’s more expensive at base (from £47k in the current configurator) as well as being worse on range. It will also have the new BMW i3 and from within, the coming C-class Electric to contend with.

Smaller more conventional options come from Audi and BMW in the form of the A3 saloon and 2-series Gran Coupe, though the CLA now feels like it’s punching above that class, almost into the traditional small exec space occupied by the 3 Series, Audi A5 and yes, the existing C-class. 

The CLA is a refreshingly well-resolved and competent EV from Mercedes-Benz – a welcome ‘overcorrection’ after the EQ-badged blunders of the last few years. As well it needs to be because this car will define all that’s to come from the more affordable end of Merc’s lineup for the rest of the decade.

Share this on TwitterShare this on FacebookEmailAdd as a preferred source on Google