The new electric era at Mercedes begins — with exceptional efficiency, extremely high charging power, and incredible range. And on top of all that, the new Mercedes CLA is still a true Mercedes. We tested the Mercedes CLA 250+, featuring a 272 PS rear-mounted motor and a large 85 kWh battery.
Photo: Christian Bart
Before the electric era, the German dream was to build a house, have two children, and own a Mercedes. But in the new electric age, that dream has somewhat faded, as electric Mercedes models like the EQA, EQE, or EQS no longer hold the same appeal as the combustion-engine C-Class or E-Class — especially those legendary diesel versions known for easily surpassing a million kilometers.
Sales figures confirm this: in the first nine months of 2025, electric Mercedes models accounted for only 9% of total sales. That’s as low as it gets — and far from the goal set at the October 2020 conference, when Mercedes predicted that by 2030, half of its production would be electric vehicles.
The inventor of the automobile realized that a revolution was needed — just like in 1886, when Karl Benz presented the Benz Patent Motorwagen. That revolution is called MMA and MB.EA: two completely new platforms. The first, MMA, is a multi-powertrain platform designed as “electric first,” intended for the compact range (CLA / CLA Shooting Brake / GLA / GLB), while MB.EA is a dedicated electric platform for the new GLC EQ and the future electric C-Class and E-Class.
For now, though, our focus is on the new Mercedes CLA, in the CLA 250+ version — equipped with a 272 PS rear motor and a large 85 kWh net battery.
Tesla Killer?
All the technical data points directly toward the Tesla Model 3 — from size and range to charging speed. While the combustion-engine CLA was based on front-wheel drive, the new electric CLA was designed with rear-wheel drive, precisely to deliver Tesla Model 3–like dynamics.
At 4,723 mm long, 1,855 mm wide, and 1,468 mm high, the new CLA is only 3 mm longer, 5 mm wider, and 27 mm taller than the Model 3. However, its wheelbase of 2,790 mm is 85 mm shorter. So, the overall footprint is nearly identical, though the Model 3 has a slightly longer wheelbase.
This difference is noticeable inside: the Mercedes offers a bit less knee room in the rear, and access is trickier because of the sloping roofline. Still, the cabin feels airy thanks to the standard panoramic roof with thermal protection.
The rear bench is positioned rather low, so your knees sit in air, and the seat cushion is relatively short. Nevertheless, space is decent, and the backrest and cushion are both comfortable and well-shaped.
The trunk volume has decreased from 460 to 405 liters, but the electric version compensates with a spacious frunk (front trunk) offering 101 liters — enough for charging cables or a travel bag. By comparison, the Model 3 provides 425 liters in the rear and 88 liters in the front.
But enough with the measurements — it’s time to hit the road.
A True Mercedes
As I mentioned at the beginning of the article, the MMA platform marks a revolution — not a soft, velvet kind, but a radical one. You press the brake, shift the gear lever on the steering column into Drive, and set off, since there’s no start button anymore. The car moves off smoothly in Sport mode. Incredible! The default mode is Sport, not Eco — though Comfort and Individual are also available. However, Comfort, Eco, and Sport now only adjust the engine response, steering, and ESP system, because the new CLA no longer even has adaptive suspension. But it doesn’t need it, since the only suspension setup offered is perfectly tuned.
The CLA glides over bridge joints with a muted thump like an S-Class, absorbs short bumps excellently despite the 19-inch AMG wheels on the test car, and doesn’t sway excessively over longer undulations. It’s aided by excellent weight distribution and a low center of gravity. For an entry-level Mercedes, it rides majestically — like an S-Class — not only in terms of ride comfort but also acoustic comfort. The car slices through the air with minimal noise, and even at high speeds of 160–180 km/h, passengers can converse freely inside. Of course, this was to be expected given the sensational 0.21 drag coefficient achieved through an encapsulated underbody, suspension arm deflectors, but with the compromise of fairly small mirrors.
In terms of comfort and noise levels, the new CLA is a true Mercedes — exactly what you’d expect from one. But here’s the surprise: this CLA is as agile as a BMW, something you probably wouldn’t have expected. Especially in Sport mode — but not only — when the steering firms up, the steering becomes so precise and linear that it’s hard to believe it’s an electric system. Any small steering input around the neutral point produces an immediate, direct response from the front wheels. The steering reacts promptly, with no trace of nervousness, and the CLA devours corners with remarkable skill.
The spec-sheet enthusiasts will note that the CLA 250+ is 233 kg heavier than the Tesla Model 3 Long Range, a difference partly explained by Mercedes’ larger 10 kWh battery. Yet, this weight difference simply doesn’t make itself felt while driving. The CLA feels just as light as the Model 3 — but it’s clearly more refined, more precise, and more comfortable. In these respects, the CLA is a true Tesla killer, and the differences are obvious.
Then there’s the braking. Here too, Mercedes and ZF have done a sensational job. The new one-box braking system, which integrates the brake booster, master cylinder, and ESP control unit, provides a linear brake pedal feel — gone is that empty spot when transitioning from regenerative to mechanical braking, as a small pump now maintains additional pressure when that gap appears. As a result, the CLA brakes with perfectly smooth linearity, and pedal response is noticeably superior to that of the EQE or EQS.
Speaking of energy recuperation, the paddles behind the steering wheel are gone. The D+, D, D–, and D Auto recuperation levels are now activated by pulling or pushing the gear selector on the steering column. In D–, the recuperation is strong, like a one-pedal mode, and the car will even come to a complete stop if traffic requires it. But the most efficient mode is D Auto, where the car brakes according to the traffic ahead.
Are 272 PS enough? Absolutely. Although on paper the dual-motor version is 1.8 seconds quicker from 0 to 100 kph (0-62 mph) , in real life the single-motor version feels plenty fast. 0–100 km/h in 6.7 seconds and a top speed of 210 km/h are above-average figures. The dual-motor version uses the same 272 PS rear motor but adds a 109 PS front motor, which activates only when extra power or traction is needed. Thus, at steady cruising speeds, both models deliver virtually the same power. The difference shows only under hard acceleration or quick overtaking maneuvers when the second electric motor kicks in.
The rear electric motor is also aided by a two-speed transmission, with the first gear ratio at 11:1 and the second at 5:1. At 110 km/h, if you floor the accelerator, you can feel the car shift into second gear. And you can even hear it — a V8 AMG-like sound if you select the “Roaring Pulse” mode from the six available sound ambiences. The others aren’t as impressive, evoking electronic or more subdued tones, but “Roaring Pulse” almost makes you smell the gasoline.
Incredible Efficiency
Mercedes says its electric motor, derived from the EQ XX concept, achieves an efficiency of 93%—meaning 93% of the electrical energy is converted into kinetic energy. Mercedes promises an energy consumption of 12.2 kWh/100 km and a maximum range of 792 km. Tesla doesn’t specify its consumption but claims 720 km of range. In real-world driving, we averaged 14.5 kWh/100 km during normal driving, corresponding to an impressive 600 km range. When driving more sportily, consumption rises to around 17–18 kWh/100 km.
What’s even more interesting is that the Mercedes remains efficient at high speeds, unlike many other electric cars. At 160–170 kph, real consumption stays below 20 kWh/100 km, which is truly remarkable. It’s genuinely difficult to drain the battery quickly—which means you can drive at 160–170 kph on Germany’s unrestricted highways and still have over 400 km of range left.
It discharges slowly and charges quickly. Mercedes set a new record, charging from 13% to 84% in just 23 minutes (see box below). The 800V technology really pays off. If you program your route to a charging station, the car knows and preheats the battery in advance. However, take note: on the charging port cover it says 400V/800V, with the 400V marked out with an X. The car cannot charge at older 400V stations, and this is clearly stated in the car’s configurator.
Completely New Operation
Everything inside is new: dashboard, hardware, and software. The Mercedes CLA is the first Mercedes model to use Google Automotive services. The MB.OS operating system is developed in-house by Mercedes—being the fourth generation of MBUX—and combines AI technology from Google and Microsoft.
The car comes standard with a 10.25-inch display for the digital instrument cluster, a 14-inch multimedia screen, and a decorative panel with star patterns on the passenger side. If you want a passenger display, you’ll need the Premium package with Digital Extras (3,231 euro).
The multimedia system is simplified and easier to navigate. The main menus now run vertically on the left side, like BMW’s layout, keeping the central area free for content display. The climate control menu can be accessed directly at the base of the display, where you can also pin four custom menus for quick access.
The steering wheel has dropped the two small, much-criticized touchpads. It still uses touch controls, but they are larger and have fewer functions. There are no longer numerous display modes for the instrument panel—only two: map view or classic gauges. Driving modes are accessed from the base of the center console, just like in the S-Class. Unfortunately, that’s also where the audio volume is controlled via an impractical +/- button, although there are volume controls on the steering wheel as well.
Our test car was equipped with the AMG package (3,201 euro)—definitely worth it for the excellent Alcantara and synthetic leather sport seats. They’re firm but exceptionally comfortable, even on long drives.
Mercedes asks 55,859 euro for the CLA 250+, but with the AMG package, the Premium Plus package with Digital Extras (5,432 euro), and a few other options, the price reaches almost 66,000 euro. A Tesla Model 3 Long Range costs 44,990 euro. However, the CLA offers superior refinement and comfort, is at least as agile, and delivers more precise handling—and that’s why it’s worth it.
With the new CLA, Mercedes has managed to recreate the German dream. In the electric era, it might sound like this: to have a house, two kids, and an electric Mercedes.
Charging
Incredibly Fast
We arrived at the charging station with 13% battery after a 100 km drive. The destination was programmed into the navigation system, ensuring the battery was preheated. We charged at a 400 kW station. The car started charging at 267 kW, maintained 200 kW at 50%, and still delivered 100 kW at 80%. We charged from 13% to 84% in just 24 minutes, meaning a standard 20–80% session takes under 20 minutes.
In those 24 minutes, we added almost 68 kWh, with an excellent average power of 166.69 kW. At this moment, the Mercedes CLA boasts the fastest charging power—both peak and average—of any electric car tested, including the Volvo EX90, Kia EV9, and even the Porsche Taycan.
Verdict
VerdictWith the new CLA, Mercedes has created a revolution as if the end of the world were coming. The Stuttgart manufacturer has invested its very best and brought top-class electric technology to the table. The CLA is first-class in terms of handling, agility, and comfort, while on the electric side it sets new records for range and charging power — not just in this segment, but beyond. The price is accordingly high, but on the other hand, it’s a genuine Mercedes.
Pluses
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Very long range
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Extremely fast charging
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Remarkable agility
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High-class ride comfort
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Very safe handling
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Major progress in ergonomics
Minuses
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Narrow rear access
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Relatively limited rear space
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High price
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Some options available only in expensive packages
| Technical data | Mercedes CLA 250+ |
|---|---|
| Engine | 1, rear |
| Max output (PS) | 272 |
| Max torque (Nm) | 335 |
| Traction | rear |
| Gearbox | 2 gears rear |
| L x w x h (mm) | 4,723 x 1,855 x 1,468 |
| Wheelbase (mm) | 2,790 |
| Curb weight/payload (kg) | 2,055/455 |
| Boot volume (l) | 405/101 |
| Battery capacity net (kWh) | 85 |
| AC charging (kW) | 11 |
| AC charging time (h) | 9 |
| DC charging (kW) | up to 320 |
| DC charging time (range after 10 minutes) | 285-325 |
| DC charging time 10-100% (minutes) | 22 |
| Performances | |
| 0-100 kph (s) | 6.7 |
| Top speed (kph) | 210 |
| Energy cons. ( kWh/100 km) | 12.2 |
| CO2 emissions (g/km) | 0 |
| Range (km) | 694-792 |
| Price (euro) | 55,859 |
