Mercedes CLA Electric test: Does it really do 740 km?

Mercedes’ marketing teams are used to cars that glide smoothly and sell easily, but that wasn’t the experience they faced when entering the electric era. It took Mercedes time to join the race; the first generation of EQ electric models failed to stand out compared to combustion models, and by the time the Germans understood what was happening, global enthusiasm for EVs had already cooled. Major manufacturers took losses due to declining EV appeal, while combustion engines - mostly hybrids - have been making a comeback.

These shifts hurt manufacturers financially, but they also allowed Mercedes to bring a thoroughly improved new generation to market. The result is the new CLA, which is intended to set the direction for future Mercedes electric models. The CLA is based on the new 800-volt MMA platform, reflected in a WLTP range of up to 740 km for the test model, with a 320 kW charging rate. These are leading figures in the segment, which we wanted to test in real-world conditions.

Another important question is value for money - lots of money. No one expects Mercedes to be cheap or mass-market, but at NIS 430,000, it is expected to deliver the full quality and luxury associated with the German premium brand. Does the CLA manage to fit these ambitions into a compact family body? How much of it feels like a true Mercedes, and how much is entry-level? We unplugged the car and set off.

The CLA’s body is very attractive - a sleek sedan-coupe with flowing, aerodynamic lines. The new model is larger than its predecessor in every dimension, and at 4.72 meters long, it is no longer a small car. The elongated body allowed for a smooth, arched roofline that blends harmoniously into a long hood and muscular rear.

An elegant chrome frame highlights the gently curved window line, and the designers avoided excessive chrome or plastic add-ons typical of the SUV world. In the “Signature” trim tested, the car rode on low-profile tires that enhanced the sporty look, although at a cost in comfort and efficiency. The rear sits relatively high and is defined by a full-width light strip.

At the front, the iconic Mercedes star dominates, surrounded by a grille embedded with 142 illuminated stars that glow at night. It looks impressive, although something about the sloping black grille and the two side recesses in the bumper felt slightly off. Still, the new CLA is striking and highly distinctive, especially in the burgundy shade of the test car. It does not claim to be a sports car, yet its aerodynamic body strongly suggests one - and we liked that.

The premium feel is immediately noticeable upon opening the doors. Light leather upholstery is combined with high-quality aluminum trim, turbine-style air vents, and most notably - two massive 14-inch screens plus a 10.25-inch driver display (and an optional head-up display). The screens stretch across the entire cabin width as a single display wall. It is impressive by day and even more so at night. Entry-level trims feature a single OLED screen.

The dominance of screens leaves less room for traditional trims, which is why it was surprising to find fairly hard plastic under the windshield. However, this is not an area you usually touch, and everything else is high quality, carefully designed, and precisely executed.

The steering wheel is well-sized and well-positioned, the air vents are finely crafted with Swiss-like precision, and the 14-inch displays are crisp and responsive. Mercedes retained excellent physical controls on the steering wheel and below the central vents. Climate control is operated via the central screen and requires a few unnecessary taps.

The front seats are excellent, supportive, heated, and offer several massage modes. Even as a larger driver, I easily found a good driving position, but there was no real sense of spaciousness - my knees constantly touched the center console and the door. Above is a panoramic glass roof, but without a sunshade. Even in mild weather, heat was noticeable through the glass.

There is also a price to pay for the design: The roof is low (due to styling) and the floor is high (due to the battery). This requires bending when entering and some effort when exiting, making it less suitable for older passengers. The raised floor also forces a lower seating position than usual, leaving thighs partially unsupported.

The rear seats are adequate for two passengers, but again the seating position is low and there is no space to tuck feet under the front seats. Rear windows open only halfway.

The trunk offers 405 liters and is not particularly practical - the loading lip is high and access is limited. Under the floor is a tire repair kit; forget about a spare wheel. A front trunk adds another 100 liters.

In summary, the CLA’s cabin is luxurious and high quality, but it pays a price for its coupe design and underfloor battery layout. On the other hand, its premium feel is clearly above most Chinese and American competitors (as for European rivals, we’ll wait for a first encounter with the new BMW i3).

The 800-volt architecture and 85 kWh battery deliver 272 hp and 33.5 kgm to the rear wheels. This is not an extreme power unit, but it is enough to accelerate the CLA from 0 to 100 km/h in 6.7 seconds, with a top speed of 210 km/h. These are not mind-blowing numbers, but they are sufficient for a family car - though some Chinese and American competitors do better in this area.

After years of being told that EVs don’t need gearboxes, here we get a two-speed transmission. The first gear pulls up to around 100–110 km/h, offering immediate throttle response. The second gear is intended for efficient cruising and works seamlessly with nearly imperceptible shifts. Under hard acceleration, I would have preferred the first gear to stretch to 120–125 km/h to ease overtaking.

The Signature 250+ test version was very pleasant to drive, both on highways and winding mountain roads. Standing starts and mid-range acceleration are brisk, even if not as aggressive as more explosive EVs. Overall, the CLA is a calm, comfortable, and refined cruiser across all speeds. It is also offered in a weaker 200 version (224 hp, 7.5 seconds to 100 km/h) and a dual-motor 350 version (354 hp, 4.9 seconds).

One challenge the engineers probably didn’t anticipate is the dilemma I faced during the test: When a siren interrupts charging, is it better to run to a protected shelter at a gas station sitting above thousands of liters of fuel, or escape to the surrounding dunes? Fortunately, this dilemma remained theoretical.

One of the CLA’s key promises is long electric range - up to 740 km according to the manufacturer. This is a breakthrough figure in the compact family segment, enabled primarily by the advanced platform and the highly aerodynamic body with a drag coefficient of just 0.21. Real-world highway range during the test was about 530 km - respectable, but far from the official figure. At steady intercity speeds (110–120 km/h), range improved to about 595 km.

Peak fast charging reached 145 kW on 180 kW ultra-fast chargers - solid, but well below the maximum theoretical 320 kW. In this case, the weak link is the charging station, not the car.

A glance at the tires revealed this would not be a “magic carpet” ride: 225/40R19 at the front and 255/35R19 at the rear - very sporty for broken roads. Surprisingly, ride comfort turned out better than expected. On good highways and at cruising speeds, the CLA was excellent, and it handled urban bumps reasonably well.

Suspension tuning is impressive, though the lack of higher-profile tires is noticeable; even a 50-profile would have significantly improved comfort. There are no adaptive dampers, yet the engineers still managed to absorb road imperfections well. Tire noise, however, becomes significant on rough asphalt.

Handling is very good, thanks to the low, long body, sporty tires, and Mercedes’ long experience in chassis tuning. Steering is precise and obedient, typical of rear-wheel-drive cars. Body control is excellent in fast cornering, with minimal roll. Regenerative braking is well calibrated and adjustable via a steering wheel lever, which is convenient. Driving modes - from “Eco” to “Sport” - are also easy to control.

Safety systems include lane keeping, speed alerts, emergency braking, adaptive cruise control, and more. Stability control can be easily disabled, and in Sport mode, controlled rear slips are possible - though not recommended on wet roads.

It is easy to look at the spec sheet and conclude that the CLA costs nearly twice as much as a Tesla Model 3 while offering inferior performance. That view is simple - but also shallow. A quick look at a dealership reveals the CLA’s clear superiority in build quality, refinement, ergonomics, and overall premium feel.

A short test drive reinforces the impression that driving is not only about 0–100 times, and that Mercedes’ engineering reputation is fully intact - even if this is not necessarily the best deal on the market.

Not everyone will be willing to spend this kind of money on a compact family car, but there is a significant premium audience willing to pay for a mature, polished product that reflects decades of automotive heritage. The CLA is unlikely to become a mass-market hit - and that is part of its appeal. People do pay a premium for desirable brands, whether it is a car, clothing, or even a luxury grill in the backyard.