Mercedes-Benz CLA review: if you don’t like this electric car, simply buy the hybrid version

The CLA isn’t the most handsome Mercedes but it takes the hi-tech ground over rivals such as Tesla - André Tillman for Mercedes-Benz

As Mercedes-Benz promised, its new CLA is pretty much state-of-the-art as far as electric cars are concerned: high-nickel-content lithium-ion battery, advanced heat pump, 800-volt operation with a silicon-carbide inverter, recharging updates on screen and a whole new cloud-based operating system.

For all the jargon, however, it’s almost as if Mercedes simply hoovered up the latest and best in EV technology, for there’s not much that hasn’t been seen before.

“That’s £45,000 sir,” they will tell you, “for this entry-level Mercedes EV.” The EV CLA might not be the cheapest Mercedes-Benz though, as there is a petrol-electric hybrid version due at the end of the year. Don’t expect it to be much cheaper, though; in fact there have even been mutterings from Stuttgart of a pricing parity between the hybrid and EV.

The question is, would you want one? Is this car’s range of up to 484 miles enough, especially if you add in 800-volt charging at up to 320kW DC, which means (assuming you can find the right charger) you could add 200 miles of range in 10 minutes. Even I, the most high-mileage, no-home-charger EV sceptic, will have to admit that it’s a rare day when I cover almost 500 miles without a decent break.

Efficiency versus complexity

But there’s a catch (of course there is) and it’s complicated. An 800-volt battery system is more efficient and quicker to charge, which is why it’s used by (among others) Porsche for its Taycan and Hyundai for its Ioniq. But such chargers are not so common in the UK – Tesla’s Supercharger network, for example, charges at 400 volts. Porsche and Hyundai get around this issue by effectively splitting the battery in half to give two 400-volt units, which can be charged separately.

The CLA’s 192 cells can’t do that. To do so will require an optional inverter, which won’t be available in the UK until next spring. Until then, you’ll have to trust the Mercedes satnav to plan your journey and find the correct, less-common 800-volt chargers because third-party charging sites such as Zapmap don’t list the voltage of a charger.

Andrew found that the Mercedes’s 800-volt charger necessitated some careful route planning during his test drive - André Tillman for Mercedes-Benz

One engineer likened this to the switch from USB to USB-C charging plugs: “We are trying to encourage charge companies and companies to adopt this technology,” he said. That’s all very well, but for those of us who tire of carrying a special set of USB-C cables with us, being forced to the forefront of technology whatever the hassle is a pain. For CLA owners facing a fading battery with no hope of finding an 800-volt charger, it will be a disaster.

What’s the big deal?

Two-speed gearboxes in electric vehicles are nothing new (the Porsche Taycan of 2019 is the most notable application), but this must be the lowest price at which they have appeared so far. The idea is that the drivetrain can maintain the motor speed and torque at its most efficient, while also permitting a higher top speed.

Mercedes claims an efficiency of 4.97 miles per kWh; on a very gentle route I managed 4.5m/kWh, which gives a range of 382 miles.

In addition there’s the provision to access control electronics from underneath, to aid servicing and repair; the efficient silicon-carbide inverter is in unit with the permanent magnet synchronous motor in the rear axle, as is the planetary-geared two-speed gearbox. The top speed is 130mph with 0-62mph in 6.7sec. It weighs 2.2 tonnes and will tow up to 1.5 tonnes.

And in addition to adding a hybrid to this EV version of the CLA, there will be other models including a handsome estate and two SUVs, as well as other drivetrains and batteries. By the end of the year we’ll see a 4x4 350+ with a smaller but still impressive range and, at the same time, a cheaper model with a 58kWh lithium-iron-phosphate LFP battery giving a range of about 335 miles.

Star crazy

The CLA isn’t the most handsome Mercedes, not by a long chalk, with looks in part derived from the EQXX record-breaking experimental car. The large, Fifties-style grille and dog-bone headlights are difficult to live with and the continual repetition of hundreds of three-pointed stars in the grille, the lights and inside on the facia becomes tiresome. From the front to back, the looks improve and the heavily sloping roofline gives a decent profile view.

The Mercedes CLA’s looks may not be to everyone’s taste but the body is fantastically smooth and aerodynamically efficient - André Tillman for Mercedes-Benz

It’s a fantastically smooth body, with a coefficient of drag of only 0.21, even though the base model doesn’t have the flush motorised door handles of more expensive versions. It’s 4,723mm long, 1,855mm wide (2,021mm with mirrors unfurled) and 1,468mm high.

Inside there’s an all-glass dashboard, which fits where it touches; in a world where designers sweat the details, the huge glass panel seems crude and ill-fitted. The graphics are good (if far too detailed in the satnav) and the Mercedes voice control is less intrusive and more useful than in previous incarnations. There’s a distinct absence of buttons and the steering wheel is too large in diameter but, overall, it is a pretty lovely place to travel.

Design idiosyncrasies aside, the interior is perfectly pleasant and comfortable - André Tillman for Mercedes-Benz

The seats are comfortable and, while small, the interior isn’t cramped. I managed to fold my 6ft frame into the rear without touching the seat backs or roof.

The boot swallows 405 litres with the rear seats up, 1,290 litres with them folded, while there’s also a sizeable storage space under the bonnet.

It’s all nicely put together, with lovely materials (even nicer if you spend on the options list), so that slightly naff glass dashboard is an anomaly.

On the road

Very much generation two, the CLA’s dynamics and performance eschew the fast and frantic attitude that typified the first premium EVs. Instead the CLA, even on the largest 19-inch wheels and tyres and standard passive steel suspension, rides beautifully, with brilliant body control. This allows the car to breathe over undulations, while maintaining a positive ride and confidence-inspiring handling. It’s more like a proper car than a stereotypical EV, then.

The CLA offers an impressive driving experience, more akin to a ‘proper car’ than an EV - André Tillman for Mercedes-Benz

True, the steering lacks a bit of the positivity of the 4x4 350 version I was able to drive briefly, but it’s really very good. What’s so nice is the expert calibration of the major controls so foot-to-the-boards acceleration is fast, but not nauseous. The progression in the action of the accelerator and braking, which mixes regeneration and friction linings in four levels, is terrific. You intuitively know precisely how much to turn or push to get the corner speed or performance you require.

And the interior is well insulated, which means even at 80mph the noise level is low.

The Telegraph verdict

This is the future for Mercedes-Benz, at least at the lower levels of the range. The advanced motor/battery two-gear drivetrain is going to be seen in a lot of cars and also sets a benchmark for BMW’s next generation of models expected next year.

Not so good, however, is the forcing of 800-volt charging on customers between now and next spring. The CLA might be more than a match for the Tesla Model 3, but the latter’s Supercharger network captures a lot of hearts and wallets, even if Mercedes takes the technical high ground.

As for the style, make up your own mind. But for my money, while Mercedes’s future seems star-crossed, I wish it would dial back the myriad stars on its cars.

The facts

On test: Mercedes-Benz CLA 250+

Body style: four-door C/D segment premium saloon

How much? from £45,615

How fast? 130mph, 0-62mph 6.7sec

How efficient? 4.97m/kWh (WLTP Combined); 4.5m/kWh on test

Range: 484 miles (WLTP Combined); 382 miles on test

Electric drivetrain: 85kWh useable lithium-ion NMC battery driving permanent magnet synchronous electric motor with silicon-carbide inverter and two-speed planetary gearbox, rear-wheel drive

Charging: up to 320kW at 800 volts (see above). At 320kW on DC fast charger 10-80 per cent in 22 minutes; AC up to 11kW 0-100 per cent, nine hours

Maximum power/torque: 272bhp/247lb ft

CO2 emissions: zero at tailpipe, 20g/km well-to-wheels

VED: £10 first year, £620 next five years, then £195

Warranty: three years/unlimited mileage (eight years/100,000 miles on battery)

The rivals

Tesla Model 3 long range RWD

From £44,990

The Tesla is still hard to beat thanks to its range and dedicated Supercharger network

Revamped continually, but looking rather dated. Although not everyone loves the idiosyncratic dashboard and indicator buttons, it’s still the car to beat, with a 436-mile range in this form, while Tesla’s Supercharger network nullifies range anxiety.

BMW i4 eDrive35 Sport

From £51,370

The BMW performs well, thanks to its powerful rear-drive motor, but has issues with range - Fabian Kirchbauer

The enthusiast driver’s choice, with fine chassis feedback and balance, although larger wheel options destroy the ride. The 286bhp rear-drive motor gives excellent performance, but the range (319 miles) is mean and it’s expensive.

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