The third generation of the Mercedes CLA, built on the new MMA multi-powertrain platform, is now also available with mild-hybrid propulsion, following the electric version launched a few months ago. We tested the Mercedes CLA 200 with the new 1.5-liter engine and mild-hybrid technology.
Photo: Christian Bart
For the first time in the Mercedes lineup, models with electric and combustion propulsion share the same interior and exterior design, the same name, and the same platform—developed from the start for both types of powertrains. The difference is that electric models come with rear-wheel drive (optionally all-wheel drive), while combustion-engine models come with front-wheel drive (also optionally all-wheel drive).
After testing the electric Mercedes CLA 250+, we have now experienced the combustion-engine version, the CLA 200. Three combustion versions are available—CLA 180, CLA 200, and CLA 220. The latter two can optionally be equipped with all-wheel drive, and all are based on the new 1.5-liter turbo engine designed by Mercedes-Benz and produced at the new Geely plant in China.
We tested the mid-range CLA 200 version, delivering 163 hp and 250 Nm, with an additional 30 hp and 200 Nm provided by the electric motor integrated into the 8-speed 8F-eDCT automatic transmission, for a combined total of 184 hp.
New Ergonomics
The interior ambiance is similar to that of the electric version, but there are also a few differences. We get on board and sink into the driver’s seat, positioned very low, excellently configured, with manual longitudinal adjustment of the seat base and a horizontally adjustable headrest. It is upholstered in a combination of white Artico artificial leather with black microfiber and red stitching, featuring heating and, optionally, a massage function.
We also like the bright interior, as the panoramic glass roof—which automatically adjusts its opacity depending on sunlight—is standard, just like on the Tesla Model 3. It is included in the standard Advanced package with Digital Extras, which also brings LED High Performance headlights, Thermatic automatic climate control, and two displays: a 10.25-inch instrument cluster and a 12.3-inch multimedia screen that now runs on the new MB.OS operating system using Google services.
Compared to the electric version tested a few months ago, the test car also featured a 14-inch display for the front passenger. This screen is not visible to the driver and can only be used by the person in the front right seat, allowing them to watch movies, play games, or use various apps. Unfortunately, this display is only available as part of an expensive Premium package with Digital Extras, costing €4,159, which also adds Thermotronic climate control and memory seats in the front. Without this package, the passenger is left with a black plastic panel with star patterns that easily shows fingerprints.
Surprisingly, although this is a combustion engine car, there is no start button. Just like in the electric version, you press the brake, shift the steering-column gear selector into Drive, accelerate, and go. Gear changes are automatic, but manual shifting is also possible—although the very practical paddle shifters behind the steering wheel have disappeared. Mercedes has removed them, which is an uninspired decision, because now if you want to shift manually, you have to push the gear selector forward and backward, which is somewhat awkward. So it’s up-down to switch between Drive and Reverse, and forward-backward to change gears.
The steering wheel is carried over from the electric version. The two small touch surfaces on the upper spokes have been replaced by a switch on the left for adaptive cruise control and a rotary knob on the right for audio volume. There is still a touch surface on the lower right spoke, but it is not as precise as the previous generation’s mini touch controls. From here, you can change the instrument cluster graphics, but there are far fewer options than before: only a classic display, a full-screen map, or driver assistance systems showing the car and surrounding obstacles.
The touch bar at the base of the multimedia display is also quite far from the driver, requiring you to stretch to activate driving modes or automatic parking. Meanwhile, the passenger has an impractical “+” and “–” button for audio volume. Fortunately, there is still the rotary volume control on the steering wheel. On the plus side, there are plenty of storage spaces in the center tunnel, a well-protected wireless phone charging pad, and USB-C ports in the additional compartment beneath the central tunnel.
Despite the exterior length of 4,723 mm and a generous wheelbase of 2,790 mm, the interior space is not particularly impressive. There is plenty of room in the front, but in the rear, knee room is only average and headroom is limited—people taller than 1.80 meters will touch the ceiling with their heads, and the rear headrests are short. Still, the rear bench has an excellently shaped backrest and seat base, although the seat cushion is slightly too short.
Potent engine, lazy gearbox
When you lift the hood, you’ll see the inscription “Made in China” on the timing cover. There’s often some hesitation when seeing such a label, usually associated with something cheap or unreliable. But that’s absolutely not the case with the CLA’s engine, code M252. First of all, the engine is designed in Germany. It operates on the efficient Miller cycle, which closes the intake valves earlier, has a high compression ratio of 12:1, an aluminum block, and uses Nanoslide cylinder coating technology borrowed from larger engines. It also features a cylinder head with an integrated exhaust manifold, a twin-scroll turbocharger, and an exhaust system mounted close to the engine.
With a displacement of just 1.5 liters and 163 hp, it feels as strong as a 2-liter engine while driving, because it delivers convincing power in everyday rev ranges, responds quickly, and performs well even at low RPM, where the electric motor’s support is noticeable. This motor is powered by a battery with a gross capacity of 1.3 kWh—more typical of a full hybrid than a mild hybrid.
Although officially it’s only a mild hybrid, it behaves almost like a full hybrid. When more than 27 hp isn’t required, the electric motor alone can propel the car, and this can happen up to speeds of 100 km/h. In city driving, there are many situations where high power isn’t needed, and the same applies on national roads at speeds of 70–90 km/h, where excellent aerodynamics—similar to the electric version—require minimal power for cruising. Moreover, the battery charges very quickly, as energy recuperation is possible across all 8 gears, recovering up to 25 kW.
The driver can choose between four driving modes—Eco, Comfort, Sport, and Individual—but in Sport mode, the added liveliness isn’t particularly significant. However, in both Comfort and Sport, the engine feels lively, revs easily, and provides good dynamics for a car weighing over 1.7 tons empty. The engine sound under acceleration is also pleasantly impressive, with a sporty tone, while remaining refined and quiet even at 6000 rpm.
On the other hand, the gearbox doesn’t contribute much to the driving dynamics. It has delays when starting off, similar to VW’s DSG transmission, and can be relatively slow to shift in certain conditions, even in Sport mode. Despite the mild hybrid technology, fuel consumption isn’t particularly low, but not excessive either. A mixed consumption of 7.8 l/100 km can be considered decent, though not outstanding, especially compared to the official WLTP figure of 5.1 l/100 km.
Like the electric version, the CLA 200 impresses with exceptional agility, and this feeling is enhanced by the fact that the internal combustion version is 300 kg lighter. The excellent agility is also supported by a very well-tuned steering system—smooth, responsive to direction changes, and offering very good feedback, as you always feel the steering angle of the wheels. As a result, the CLA is very enjoyable to drive, being one of the best premium front-wheel-drive models.
There’s no adaptive suspension, not even as an option, but the firmer chassis allows for dynamic driving while still offering very good ride comfort over long distances and when crossing bridge joints. Only on rough roads does the stiffness become noticeable, though without unsettling passengers. For a sport-oriented suspension, the CLA’s setup offers an excellent compromise.
Finally, regarding pricing: those opting for the CLA 200 pay almost the same as for the cheapest electric version, the CLA 200 EQ, equipped with the small 58 kWh LFP battery powering a 224 hp rear motor. And it loses almost nothing in terms of performance: the CLA 200 accelerates from 0 to 100 km/h in 8 seconds (7.5 seconds for the CLA 200 EQ) and reaches a top speed of 232 km/h (210 km/h for the CLA 200 EQ).
Verdict
Designed by Mercedes-Benz and made in China, the new turbo engine performs very well and is unexpectedly dynamic and flexible; however, the gearbox is too slow for the engine’s potential. The new MB.OS software based on Google services is a big step forward, and the new ergonomics come with both advantages and disadvantages. Rear interior space is quite tight relative to the size of the car.
Pros
Powerful engine
Dynamic road handling
Excellent steering
Modern multimedia system
Cons
Slow gearbox
Limited headroom in the rear
Some ergonomic details
| Model | Mercedes CLA 200 |
|---|---|
| Engine type | L4, turbo |
| Displacement (cc) | 1,499 |
| Max.power/revs (PS/rpm) | 163/5,500 |
| Max. torque/revs (Nm/rpm) | 250/1,750-4,000 |
| Electric engine | |
| Max. power (PS) | 30 |
| Max. torque (Nm) | 200 |
| Traction | 2wd |
| Transmission | 8F-eDCT |
| Boot capacity (l) | 405 |
| Kerb weight/payload (kg) | 1,705/430 |
| Top speed (km/h) | 232 |
| Acceleration 0-100 km/h (s) | 8 |
| Combined fuel consumption (l/100 km) | 4.9 |
| Emission CO2 (g/km) | 111 |
| Price (euro with VAT) | 48,956 |
