Mercedes-Benz CLA hybrid 2026 review

The all-new third-generation CLA sedan is something of a landmark for Mercedes-Benz and marks a change of direction for the German marque moving forward. And this has little to do with its triple-display ‘Superscreen’ or the slick all-glass panorama – as neat as its two signature tricks are.

The now arguably medium-sized (over 4.7-metre long) sedan debuts a brand-spanking Mercedes-Benz Modular Architecture, or MMA, allowing newfound opportunity to fit either fully electric or internal combustion powertrain architecture in a model with a singular design, inside and out, with common specifications.  

This isn’t simply adapting an ICE platform for fully electric drive, as seen in Audi (Q8 e-tron), BMW (i4), Genesis (GV70 Electrified) and even Benz’s own (G-Class). Nor is it like the upcoming C-Class Electric, an entirely different animal to the existing (W206) ICE-based showroom mate.

The one-model, multiple-powertrain-type strategy not only allows the buyer ‘power of choice’, a horse that rival BMW has successfully backed for some time now, but it allows some quite radical engineering freedoms that this CLA demonstrates handsomely indeed.

The electric CLA is the change torchbearer. It arrives in July in a rear-driven guise for the first time since the nameplate lobbed in 2013. It’s 800 volt, allows 320kW rapid DC charging, fits a two-speed transmission, has two entirely different battery chemistries and, in dual-motor guise, brings claims of 4.9-second 0-100km/h performance and 663km of range. 

Three petrol-electric variants have already hit showrooms, making for a choice of hybrid or EV across five versions, scaling up from the base hybrid CLA 180 ($66,500 list) through to flagship CLA 350 4Matic electric ($91,300 list). Currently, one trim level, the CLA 200, offers both powertrain types, the electric RWD commanding a $4100 premium over the hybrid FWD.  

So far, so straightforward. But CLA can (and does) get murky in the hybrid’s technical minutiae. 

Mercedes-Benz Australia calls its powertrain type a ‘mild hybrid’ (MHEV). This undersells the fact that it’s actually a full series-parallel system – aka, a proper hybrid – that can propel the CLA up to 100km/h on electrons alone. 

Then there’s advertised outputs, which increase by 20kW and 50Nm through the grade walk: 100kW/200Nm for the 180, 120kW/350Nm for the 200, and 140kW/300Nm for the all-paw 220 4Matic. Again, underplayed, because this engine output doesn’t factor in the additional 22kW and 200Nm of electric drive.

Instead, the 1.5-litre turbo-petrol system, mated with 1.3kWh of lithium-ion-fed propulsion via eight-speed dual-clutch transmissions, is statistically much rosier. According to German spec data, combined outputs are actually 115kW/280Nm (180), 135kW/330Nm (200) and, for the subject of our review, 155kW/380Nm (220 4Matic). 

What are the CLA 220 4Matic’s features and options for the price?

At $84,300 list, the 220 4Matic takes a host of new CLA tricks and layers on a swag of flagship features.

Its super slippery form (0.21Cd) is a C-Class-challenging 4.73-metre length, featuring new star motif lighting, frameless doors, electro-retractable door handles, and 15mm lower Comfort suspension for the three-link front, multi-link rear passive suspension, sat on 19-inch wheels.

The single-piece panoramic roof, which stretches an expanse of glass from the bonnet to the bootlid, is dual-layered with reflective film and is UV, heat and glare resistant. It’s standard fitment on all CLA variants. 

Inside, the (+12mm) wider and (+16 front, +28mm rear) taller cabin space fits the so-called MBUX Superscreen: a 10.25-inch driver’s screen, 14-inch media and 14-inch front passenger displays stitched together into a single housing. It’s underpinned by Benz’s inhouse developed Supercomputer MB.OS operating system, featuring Google and Microsoft-sourced AI.  

Standard AMG-Line styling inside and out includes electric sport seats with faux leather and suede trim, while 220 4Matic exclusives include a head-up display and Burmester 3D surround sound. 

CLA also features Sound World sonic themes for piping powertrain and environmental “soundscapes”: four for the hybrids, six for the electrics.  

Don’t like the sedan body style? Mercedes-Benz Australia has confirmed that the Shooting Brake, aka wagon bodystyle, will be launched locally in Q4 this year, though it’s unsure what variants will be available and whether specification will mirror those of the four-door.

How does the CLA 220 4Matic drive?

Around town, the CLA drives…fine. The hardest-boosted 1.5 of the three available hybrid trims piles on meaningful power, and the electric motor fills in and smooths over any shortcomings in low-rpm torque quite nicely.

It feels brisk enough, toey even, though without the inherent muscle you’d expect from a larger-capacity engine. But the 1.5-litre turbo is quiet and, for the most part, the hybrid marriage is suitably refined, only occasionally prone to small nips and niggles with the interplay of the dual-clutch transmission at low speed. 

That said, in its more leisurely drive mode around town, this is vastly more polished and premium hybrid powertrain behaviour than your average Toyota, say. On the move, the switchover point between power sources is (mostly) seamless and at times imperceptible.

There’s a real quality vibe to the underpinnings, too. The ride quality is nicely judged and wholly compliant, even when the low-profile 19s drop into the occasional pothole. There’s a dignified solidity to the CLA, too, with very little of that vertical fizz that some Benzes at times suffer when fitted with lowered suspension.  

Activate Sport mode, point the CLA at a twisty back road, and the sedan transforms from a fine if largely unremarkable around-town four-door to a real corner carving thoroughbred. Yes, this is a first drive of one (all-paw) spec of a new platform, but early signs are that these underpinnings are thoroughly well sorted.

The three-link front/multi-link rear suspension anchors an exceptionally well-judged handling package. In 220 4Matic trim, the CLA is impressively fluid and wonderfully balanced. And the level of grip and measure of precision it milks from modest 225mm Bridgestone Turanza rubber does raise an eyebrow.

Pushing on between corner apices, that light and aloof feel of the steering around town piles on an impressive amount of feel and feedback. The CLA really does feel like it’s been honed for the driver from a clean sheet, not merely through measure of over stiffness and tonnes of mechanical grip. 

It’s still an inherent front-bias drive, in that the tail end isn’t playful when you bury the throttle exiting a corner. But point to point, it can be a very rapid machine: partly due to the stable pace of the chassis, partly because the hybrid powertrain taps its sweetest spot when strung out hard.

Those low-speed nips completely disappear when chasing the redline, and on the march the engine, motor and dual-clutch gearbox feel to be in precise harmony. It’s here that it demonstrates muscle that is otherwise lacking from the commuting experience.

If there’s a key shortcoming, it’s that there are no paddle-shifters – a ‘shift’ motif on the transmission stalk suggests gearchange control on the fly, but your reviewer wasn’t brave enough to meddle with the drive-park-reverse selector in the heat of the twisty backroad battle. 

Other shortcomings? Not many. The A-pillars are incredibly thick and obscure visibility through right-hand curves. And the braking power from the slide-type calipers lack a little in underfoot confidence for the sort of pace the dual-motor CLA can drum up.

On paper, that pace isn’t terribly brag-worthy: 7.1 seconds for the march to 100km/h. More impressive, though, is that without sympathy on the loud pedal, our 220 4Matic’s consumption dwelled in the low- to mid-sixes off a 5.8L/100km claim. Impressive stuff. 

With at least 800km of useable touring range, its combined talents do make the 220 4Matic a compelling grand tourer, though the rear-drive nature of the (slower, 7.5sec) single-motor electric version might make for a more enticing driver’s car, let alone the quantum leap in performance the (4.9sec capable) dual-motor 350 4Matic EV.

That said, the 220 4Matic’s circa 1750kg kerb weight, around 400kg lighter than the EV, surely contributes in no small measure to its fluid and engaging backroad nature.    

What is the CLA 220 4Matic’s interior and tech like?

For those after a good dose of audio-visual electro-fanfare to enhance the overall sense(s) of occasion, the CLA doesn’t disappoint. 

Even before you climb in, the nifty electric door handles do their party trick and external speakers pump out a ‘soundscape’ tune as you unlock it for entry. It’ll impress the neighbours in the wee hours, a handful of times…

That Superscreen is certainly a sight to behold. Thankfully, and wisely, Benz decided to tone down the default ‘wallpaper’ – a moody twilight scene of what looks like Loch Ness – so that the expansive display work doesn’t blind occupants like so many big-screen Chinese-sourced choices do. Extravagant, if still somewhat tasteful. 

The thing is, it will be shortly one-upped by the new C-Class electric, which offers a similar design that is entirely one super-panoramic display, rather than the clearly stitched-together trio of high-def window dressing seen here in the CLA. 

From the frameless windows to the lovely ‘floating arm rest’ door cards, the CLA flaunts design cachet and largely gets away with it, the general ambience more of upmarket class than My First Mercedes. Material choice is a little mixed, with some hard plastic in areas (such as the side of the centre console), but there’s a general richness and quality to the execution. 

The screen housing is bookmarked with massive silver turbine air vents, and the new-school, chunky, multi-spoke wheel works a charm (to taste). Benz claims that, due to customer feedback, they’ve moved away from the terrible, flimsy rocker-gear controls, ala C-Class, to roller gear on the wheel, but the change feels a little like a Band-Aid fix here. 

With such an expanse of digital display work, it’s no surprise that the HVAC controls are via the touchscreen, with no logical way to anchor your hand. That said, the rest of the so-called Supercomputer MB.OS tech is slicker than greased linoleum though, at times, a little distracting to use.

Somewhat questionable is the Start button now craftily hidden at the end of the transmission selector stalk, where one expects P for park to be located. If there’s a way to activate an idling park without switching the car off and on again, it demands investigation deeper than a local launch program to reveal itself…

Seating is okay. The front Sport pews – different to the 180’s Comfort design – are well shaped and supportive, if stiff-backed and lacking adjustment. The rears, with their strong ‘plus-two’ shapeliness, are quite short in the base and lack under-thigh support. 

Row two seems airy, but despite an added 28mm in height over the previous generation, headroom remains limited. If four- or five-adult practicality is mandatory, best hold off for the Shooting Brake come Q4.

The bonnet-to-boot glass roof, though, is excellent – at least when sampled on a cloudy winter’s day. It’s a shame there’s a bulkhead over the front occupants (undoubtedly for necessary rollover protection) to spoil the overhead view. There’s no fabric scrim, so we’re keen to see if it blocks heat and glare as confidently as its maker claims.

The boot is 405 litres – it grows by 50 litres in the wagon – and, understandably, the hybrid misses out on the 101-litre frunk that’s under the electric versions’ front hatch. The CLA fits an inflator kit under the floor.

Is the CLA 220 4Matic a safe car?

All CLAs fit a common suite of safety features that includes:

• Eight airbags
• Forward AEB
• Blind Spot Monitoring and collision avoidance
• Speed sign recognition
• Lane keeping and following
• Evasive steering function
• Emergency stop function
• Parking assist
• 360-degree camera
• Eight airbags

The third-generation CLA is not currently rated by ANCAP.

During assessment, the 220 4Matic’s systems functioned transparently and as expected, without any false activation and without the need to switch off any system caused by annoyances.  

What are the CLA 220 4Matic’s ownership costs?

All CLAs, hybrid or electric, have long 25,000km intervals (or 12 months) between servicing visits. And at $6710 over five years – $2415 pricier than the electric – the hybrid isn’t exactly light on the hip pocket for scheduled maintenance.  

As mentioned, the high-power 220 4Matic is acceptably frugal for the performance on tap and doesn’t become significantly thirstier when you dig in during a spirited drive. It’s 5.8L/100km combined claim ought to be comfortably achievable as a daily driver.   

The honest verdict

Our first drive of the third-gen CLA strongly suggests that the hybrid version is more than simply a lazy combustion-based carryover of the old generation to sit alongside the new, whiz-bang electric versions.  

Mercedes-Benz has built a more mature, more accomplished coupe-like four-door atop what certainly seems to be a significantly evolved architecture paired with a nicely honed chassis. 

And what shouldn’t be lost is that the CLA sedan – plus forthcoming new GLB and potentially A- and GLA-Classes – is serving a real self-charging series-parallel hybrid powertrain, not simply a soft ‘mild’ or a complex and pricey ‘plug-in’ option. Plus an electric choice for an upcharge.

It does whet our appetites for the rear-drive electric version, let alone a 4.9sec-capable dual-motor version nudging 670km of range. And for those gearheads among us, the same technical pitch in Shooting Brake wagon form appears, on paper at least, very enticing indeed. 

And those fully electric versions debuting in sedan form, which revolutionise the CLA formula, are right around the Aussie corner, launching in July.