Mercedes-Benz CLA Hybrid Needs More Go

Mercedes’ show-stopper CLA has already impressed us. The EV version of Merc’s smallest new saloon is smooth, quick and refined. Now, though, there’s a mild hybrid version to round out the powertrain offerings and provide a bit more flexibility.
 

Is that the one to go for, even if the electric model is so good? We travelled to Austria to drive the new Mercedes CLA hybrid. To find out how we test cars, find out more here.
 
Should you buy a Mercedes CLA hybrid? If your key focus is for your Mercedes not to be an EV, then the answer is an obvious yes. But we’d implore you to have a look at the one with the plug first…
 
At a glance
Pros: Smooth ride; fluid steering; interior quality; quiet
Cons: Not especially quick or that efficient; ‘box is indecisive at low speeds; cramped rear
 
What’s new?
This iteration of CLA has landed as Mercedes’ next-generation small car, introducing the Mercedes Modular Architecture (MMA) as the brand’s new platform for its smaller vehicles. As well as the CLA, a new GLA crossover and GLB are being span out of the same architecture – and there’s no A-Class hatchback anymore.
 
The MMA platform comes with a choice of battery-electric and mild hybrid powertrains, introduces a new generation of the brand’s MBUX infotainment and aims to up the quality. The EV version launched first, which we’ve driven separately here, launching with new battery technology and e-motors.
 
This, though, is what’s being nicknamed the CLA hybrid. The electrified combustion version of Mercedes’ small saloon uses a new engine developed in-house by Mercedes but manufactured by Geely.
 
What are the specs?
The UK market gets the choice of three CLA hybrid models all using the same powertrain configuration, albeit in different states of tune: CLA 180, 200 and 220 4Matic. They all use the newly developed 1.5-litre ‘M252’ engine that’s connected to an electric motor and battery pack, and all use an eight-speed dual-clutch transmission.
 
Adding in that electric motor allows for engine-off driving at any speed – so long as you’re not using more than around 30bhp – which is particularly designed to improve fuel economy in traffic or low-speed situations.
 
The 180 version develops 154bhp, sprints to 62mph in 8.8 seconds and claims between 52.3 and 57.6mpg. The mid-level 200 manages a 62mph sprint in 8.0 seconds but claims the same economy figure range. The all-wheel drive 220 4Matic clocks a 7.1sec 0-62mph time, with claimed economy hovering between 48.7 and 53.2. All rather middling figures, in reality, despite this being a mild hybrid that can do a bit of proper engine-off driving.
 

What’s it like to drive?
Let’s start with the likely reason you’re reading this: that new powertrain. We drove a 200 4Matic (a model we don’t strictly get in the UK, but represents a close test to the two-wheel drive version we do get) as well as the 220 4Matic in and around Innsbruck and the nearby mountains, getting a mix of urban streets, motorway stretches and hillside twisties. If we’re being honest – our drive wasn’t all that representative of your average commute, mainly given the huge amount of time we spent
 
climbing up mountain passes to then coast back down them later. Wouldn’t get that in the Fens – that’s for sure.
 
After a good amount of time behind the wheel, it feels a little like the weak spot. Let’s start with the good points first, though; the engine noise is quite subdued and, if you do rev it out, has a sporty note to it that isn’t thrashy or desperate.
 
Progress when in gear and at speed is very smooth and, despite the mix of e-motor and engine power, there’s some impressively refined modulation in the brakes. We experienced a good amount of engine-off driving, too, upping the potential for some real-world efficiency.
 
But it’s certainly what those in a hurry would politely call leisurely – to the point I don’t quite believe the rated acceleration figures. Despite the e-boost, there’s not all that much shove to play with when you’re accelerating up a slip road, even in the upper 220 version.
 
The transition between e-power and the engine could do with some refinement – it sometimes takes a little too long for the engine and transmission to figure out what it needs to do, making low-speed driving a little ponderous. When on a tasty road, we’re also yearning for some paddles to shift gears, again, because the transmission is a little indecisive. You can shift up and down via the column stalk drive shifter, but it’s like requesting a gear via telegram rather than fibre optics.
 
That said, though, the CLA in general has some impressively well calibrated handling characteristics. Even on larger wheels, the ride is supple and well balanced and the tyres are quiet – even at motorway speeds. Wind noise is also impressively minimised. The steering, too, is super fluid and adds a little of that Mercedes density and durability to the whole ambience of the car. There’s an assurance as to how the CLA drives that makes it feel like a solid product – much more than previous small Mercedes models have felt.
 

What’s the interior like?
This bit hasn’t changed at all compared to the electric one. What impresses most is the material quality in here – it really is a marked improvement over the older small Mercedes models (the A-Class, CLA, GLA and GLB) with a soft-touch durability that actually makes the new CLA feel like a quality product. There’s a much lower degree of tackiness or flimsy-feeling controls than before. This should be the standard for Mercedes models in general, really, but it’s a good thing the brand has finally pulled its finger out at the lower end.
 
It’s still technology overload in here, mind, which can be a little daunting. Like the electric CLA, the enormous dashboard panel that houses the central infotainment display dominates your view, but the pair of them have been simplified a little compared to older versions of Merc’s MBUX infotainment. There’s a fixed menu for many of the most common functions on the screen, for example, but we’d still prefer more physical buttons. There is a panel of settings just below the air vents, but they too are touch sensitive and angled weirdly so they’re a faff to use.
 
It’s also worth mentioning (for what feels like the 50th time) that passenger displays feel completely unnecessary. Using one for more than a few made me want to barf, and it doesn’t really do much the central screen can’t.
 
That said, Mercedes has listened and tweaked its touch-sensitive steering wheel buttons to include a physical roller and rocker switch for volume and cruise control settings. And, if we’re being honest, the Mercedes voice assistant is quite possibly one of the best we’ve ever used in terms of it being able to alter or turn off vehicle settings instead of you digging through menus.
 
As for space, it’s cosy in the back for adults. Legroom is acceptable, but headroom is tight – and only really helped by the standard application of a glass roof.
 
Before you buy
Trims for the new CLA start at Sport, then rise to Sport Executive, AMG Line Executive, AMG Line Premium and AMG Line Premium Plus with all engines available with all trim variants. If we’re being totally honest, the upper Premium and Premium Plus trims are probably a bit much given they have fripperies like the passenger display and the largest wheel sizes. Prices start at £38,700 for a base Sport – but can push well north of £50k for a top-end one.
 
What works in Mercedes’ favour is that the CLA’s closest competition – the Audi A3 saloon and BMW 2-series Gran Coupe – feel like a generation behind the Mercedes. Neither offer the technology the CLA does, nor can either offer a MHEV powertrain that can drive engine-off, let alone a full EV version.
 
Verdict: Mercedes CLA hybrid
This generation of Mercedes CLA has seen a huge improvement when it comes to material quality, fit and finish and the technology – while daunting at times – is something that can certainly rival the likes of an S-Class. But we’d argue the CLA is best as an EV – this new mild hybrid powertrain feels a little last century by comparison.