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Mercedes-Benz CLA EV Review: The Software-Defined Electric Sedan That Still Feels Like a Car
The Mercedes-Benz CLA is one of my favorite new electric vehicles. It does something unusual, so it's defined by its technology, but it doesn't feel like it was designed by someone who hates driving. It's also the first electric Mercedes since the EQC that I would actually spend my own money on, as it's one of the best commuter cars at any price. Yes, it's a software definited, but the miracle is that it still feels like a car, not an iPad with a crumpled zone. Driving the CLA is refreshingly traditional and pleasant, right-handed until you reach for the fan speed knob and realize the control is buried on the touch screen.
(Very) Good
My first taste of the CLA was a press drive around Copenhagen, which quickly proved three things: it's quiet, it's comfortable, and it's more than comfortable on a winding road. Driving it back to the Romanian house for a week, in town, one-pedal driving took the burden out of driving in a queue of slowly moving cars, and really well this is a pretty unimaginable flat dashboard design, time to look around the interior that looks better and feels better than even the nameplates of the older generation. If comparing the TV, it looks like a display wall in an electronics store.Read More: From ZDX Flop to RSX Dream: Acura’s Canceled Electric Crossover
Chat virtual assistant with AI that is part of the new MB. The OS system software felt surprisingly natural. It doesn't sound like you're talking to a dysfunctional call center, and I feel noticeably better than I did when I tried it in Copenhagen. At the time, it was a bit confusing in some ways and I didn't know what to say. It has been clearly updated since then, showing the gradual improvements expected for software-defined vehicles, and can have a surprisingly elaborate conversation.
I also charged the CLA EV for the first time. I haven't been able to find a charger powerful enough to maximize it, but on the way there's a 300kW unit pre-tuned for about 10 minutes at 41°F (5°C) that's great and the CLA should work even better with a 350kW or 400kW plug. When I got the car, it displayed a theoretical maximum range of exactly 400 miles (645km), so it took a few days to run it from fully charged to 24%. At 24%, I could still do 94 miles (152km), which suggests the initial estimate was accurate and not overestimated.
Chat virtual assistant with AI that is part of the new MB. The OS system software felt surprisingly natural. It doesn't sound like you're talking to a dysfunctional call center, and I feel noticeably better than I did when I tried it in Copenhagen. At the time, it was a bit confusing in some ways and I didn't know what to say. It has been clearly updated since then, showing the gradual improvements expected for software-defined vehicles, and can have a surprisingly elaborate conversation.
I also charged the CLA EV for the first time. I haven't been able to find a charger powerful enough to maximize it, but on the way there's a 300kW unit pre-tuned for about 10 minutes at 41°F (5°C) that's great and the CLA should work even better with a 350kW or 400kW plug. When I got the car, it displayed a theoretical maximum range of exactly 400 miles (645km), so it took a few days to run it from fully charged to 24%. At 24%, I could still do 94 miles (152km), which suggests the initial estimate was accurate and not overestimated.
Read More: Honda 0 Series SUV Cancelled: Why the Tesla Model Y Rival Never Launched
Even though the range displayed was lower than the WLTP estimate of 484 miles (779km), it was actually more than the EPA range of 374 miles (601km), and the outside temperature was close to freezing, making it not ideal for any EV. Edmunds even managed to squeeze 434 miles (698km) of mixed driving out of an 85-kilowatt-hour battery in a real-world range test. What has always impressed me about the CLA EV is how great it is to drive. The calibration of the powertrain is on, and there is enough power even in the 250+ variant that gets a single motor with 268 horsepower and 247 lb-ft of torque. The acceleration from the stop to 62 mph takes 6.7 seconds, and the EV's top speed is quite high, reaching the electronically limited 130mph (210km/h).
Even though the range displayed was lower than the WLTP estimate of 484 miles (779km), it was actually more than the EPA range of 374 miles (601km), and the outside temperature was close to freezing, making it not ideal for any EV. Edmunds even managed to squeeze 434 miles (698km) of mixed driving out of an 85-kilowatt-hour battery in a real-world range test. What has always impressed me about the CLA EV is how great it is to drive. The calibration of the powertrain is on, and there is enough power even in the 250+ variant that gets a single motor with 268 horsepower and 247 lb-ft of torque. The acceleration from the stop to 62 mph takes 6.7 seconds, and the EV's top speed is quite high, reaching the electronically limited 130mph (210km/h).
Read More: 2026 Toyota C-HR EV Review: A Reborn Electric Crossover That’s Fun to Drive, but Held Back by Outdated Tech
What makes the CLA EV unique is the rear motor's 2-speed gearbox, which maximizes both acceleration at low speeds and efficiency at high speeds. Very few other EVs have a two-speed transmission and if you're accelerating hard, with a short pause in acceleration, under less energetic driving that grabs a second at about 60mph, the shift is usually imperceptible. The acceleration sound flowing from the speakers is also worth noting. It's subtle, slightly engine-ish, slightly sci-fi. When you step on the right pedal, you'll see a fire animation on the power gauge of the digital cluster, which makes you feel like some kind of cartoon villain.
The combination of sound and animation conveys a sense of speed and acceleration that something like Tesla Model3, which has no acceleration noise or special animation, can't get. It's great because important things are right, it charges quickly, it is efficient and Mercedes should eliminate charging worries, grow unexpectedly for entry-level models in Mercedes alignment and feel special.
Also, I can't understand why there are only 2 buttons to operate all 4 electric windows. Volkswagen started this with the introduction of ID.3 and ID.4, perhaps as a cost-saving measure. But if I got on my nerves at Volkswagen, it would be very annoying to see one wearing one of the most prestigious badges in the industry. It happens that you always open the rear window when you don't want to, and vice versa. That's not all. The infotainment operating system is visually inconsistent. Some screens and menus have a specific style, while others look completely different. This makes switching between screens visually jarring. Also, both when I tried CLA in Copenhagen and when I came home to Bucharest, I noticed improvements, as I mentioned earlier, but the screen showed occasional delays and awkwardness.
The fact that there is no physical climate control on the center stack is also not the best solution. Carmakers like Volkswagen and Polestar have already announced they are regaining physical control, and we hope Mercedes will follow their lead. Inside the new VW ID. Polo showcases it, and it makes the CLA look like an outdated Chinese car with its screen-only approach. My last complaint has to do with perceived quality. While there is little to no fault about the solidity of the interior or the build quality and the various trim materials you can choose between are all really nice and surprisingly diverse, the plastic feels cheap to touch in many places around the cabin in a way that BYD Seal just doesn't. The surreal part is that the Seal feels a more convincing reward than the Mercedes. That sentence should not exist, but here it is.
The pick of the range is the single motor long range CLA250+ and is sold from 52,640 euros. It really needs a €3,254 AMG line pack to see its best both inside and outside, though. If I were in the market for EVs for my daily commute, the CLA would be at the top of my list. But with tight rear seats and the limited cargo area of the sedan, I would probably have my eyes on the wagon.
What makes the CLA EV unique is the rear motor's 2-speed gearbox, which maximizes both acceleration at low speeds and efficiency at high speeds. Very few other EVs have a two-speed transmission and if you're accelerating hard, with a short pause in acceleration, under less energetic driving that grabs a second at about 60mph, the shift is usually imperceptible. The acceleration sound flowing from the speakers is also worth noting. It's subtle, slightly engine-ish, slightly sci-fi. When you step on the right pedal, you'll see a fire animation on the power gauge of the digital cluster, which makes you feel like some kind of cartoon villain.
The combination of sound and animation conveys a sense of speed and acceleration that something like Tesla Model3, which has no acceleration noise or special animation, can't get. It's great because important things are right, it charges quickly, it is efficient and Mercedes should eliminate charging worries, grow unexpectedly for entry-level models in Mercedes alignment and feel special.
Not very good
There are few things that Mercedes want to do differently. Two six-footers fit in back seat and the upper floors put their knees in the air and the headroom is tight, so the glass roof is doing most of the psychological heavy lifting. It doesn't fix foot room issues, but maybe the wagon I haven't tried yet will feel good on the back. The hybrid version of the CLA has a separate floor pan with more room for the rear occupant's feet, so the problem with the pure electric version is caused by its battery being on the floor. This is not a dealbreaker for most, but I wouldn't recommend it if you frequently carry an adult on your back. You're probably not going to see a lot of Uber drivers rocking CLAs.Also, I can't understand why there are only 2 buttons to operate all 4 electric windows. Volkswagen started this with the introduction of ID.3 and ID.4, perhaps as a cost-saving measure. But if I got on my nerves at Volkswagen, it would be very annoying to see one wearing one of the most prestigious badges in the industry. It happens that you always open the rear window when you don't want to, and vice versa. That's not all. The infotainment operating system is visually inconsistent. Some screens and menus have a specific style, while others look completely different. This makes switching between screens visually jarring. Also, both when I tried CLA in Copenhagen and when I came home to Bucharest, I noticed improvements, as I mentioned earlier, but the screen showed occasional delays and awkwardness.
The fact that there is no physical climate control on the center stack is also not the best solution. Carmakers like Volkswagen and Polestar have already announced they are regaining physical control, and we hope Mercedes will follow their lead. Inside the new VW ID. Polo showcases it, and it makes the CLA look like an outdated Chinese car with its screen-only approach. My last complaint has to do with perceived quality. While there is little to no fault about the solidity of the interior or the build quality and the various trim materials you can choose between are all really nice and surprisingly diverse, the plastic feels cheap to touch in many places around the cabin in a way that BYD Seal just doesn't. The surreal part is that the Seal feels a more convincing reward than the Mercedes. That sentence should not exist, but here it is.
Still very good overall
The CLA EV is easy to like because it nails the basics and only annoys you in the way modern cars like to annoy you: the screen, the menu, about it's the first software-defined car from Mercedes and you'll think it's going to feel less connected to driving. But that is not the case. You quickly form a bond with this car, and it is a very comfortable long-distance companion. Also, some cars are not as overpriced as you feel these days. You may not be able to beat the Tesla Model3 as a pure value proposition, or as a space or standard equipment, but it's a fair price. The base CLA200 and a 221 hp motor and a 58-kWh small LFP battery start here at € 47,870. It may sound like a lot, but it's comparable to something like a Kia EV4 with similar specifications.The pick of the range is the single motor long range CLA250+ and is sold from 52,640 euros. It really needs a €3,254 AMG line pack to see its best both inside and outside, though. If I were in the market for EVs for my daily commute, the CLA would be at the top of my list. But with tight rear seats and the limited cargo area of the sedan, I would probably have my eyes on the wagon.
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