2026 Mercedes-Benz CLA electric review

Where many auto manufacturers are walking back their electric vehicle (EV) plans, Mercedes-Benz is holding steady.

The 2026 Mercedes-Benz CLA is one of many new models from the three-pointed star brand, as the German luxury marque continues its massive product offensive both globally and locally.

Now in its third generation, Benz’s smallest sedan is the first model to emerge from the new Mercedes-Benz Modular Architecture (MMA), and arrives in Australia ahead of its new GLA and GLB SUV stablemates, which will also utilise this new platform and offer a mix of 48V ‘hybrid’ and ‘EQ Technology’ EV versions.

Mercedes-Benz Australia has also confirmed the CLA ‘Coupé’ will be joined by the CLA Shooting Brake wagon later this year, for the first time since 2019 as the second-gen CLA wagon never made it Down Under.

In further good news for wagon lovers, the new CLA Shooting Brake will be the brand’s first-ever electric estate, and the first wagon model offered Down Under since the previous-generation C-Class Estate was discontinued here in 2021.

But that’s not the focus here. Following the release of the new CLA ‘hybrid’ earlier this year, we headed to Queensland’s sunny Gold Coast for the launch of the new CLA electric – also known as the ‘CLA with EQ Technology’.

Does the brand’s all-new ‘four-door Coupé’ make more sense as an EV? Read on to find out.

How much does the Mercedes-Benz CLA cost?

The third-generation Mercedes-Benz CLA lineup is priced from $66,500 before on-road costs for the entry-level CLA180 with its 48V ‘hybrid’ system, though the CLA electric kicks off from $72,200 plus ORCs.

While many brands still command hefty premiums for all-electric versions of equivalent combustion-powered model variants, the $4100 step between the CLA200 and the CLA200 electric is refreshingly reasonable, made even better by the fact the CLA200 electric significantly undercuts the previous-generation CLA250 4Matic, which was priced at $87,527 plus ORCs when it was last on sale.

Despite previously being based on the A-Class small car, the latest CLA has grown a bit in its third generation and is currently classed as a premium mid-size passenger car by VFACTS, alongside the larger C-Class.

Still, you could logically cross-shop the CLA electric with battery-powered medium sedans like the BYD Seal Performance (from $61,990), Tesla Model 3 Premium Long Range (from $61,900), EV versions of the new Lexus ES (from $77,000) and, in the absence of an electric version of the BMW 2 Series Gran Coupe, the BMW i4 eDrive35 (from $88,900).

To see how the Mercedes-Benz CLA lines up against the competition, check out our comparison tool

What is the Mercedes-Benz CLA like on the inside?

As someone who hasn’t really had much exposure to Mercedes-Benz’s latest interior designs, it’s a little overstimulating at first with the optional MBUX Superscreen layout.

Of the fleet of CLA200 and CLA350 electrics on test, only one wasn’t equipped with the optional ($2800) Premium Package, which adds niceties like the 14.6-inch touchscreen passenger display, Burmester premium audio system and trick Multibeam LED adaptive headlights.

And I’d argue it’s a very important box to tick from an ambience perspective alone, because if you don’t get the available passenger-side touchscreen display with said Premium pack, you get a trim panel covered in illuminated star motifs that looks like an imitation designer monogram handbag bordered by chunky and cheap-looking seams.

I’m normally one to opt-out of passenger displays, but the fact the star-studded panel looks a bit tacky, and the fact the panel itself doesn’t match the finish of the central display bezels, has me thinking $2800 (or $2340 with the CLA350 4Matic due to LCT) is a small-ish price to pay for better design cohesion and cabin wow-factor.

That said, the passenger display is disappointingly lacking in overall functionality, even if the display itself matches the bright and crisp quality of the driver’s digital instrument cluster and central infotainment touchscreen it’s teamed with.

When the vehicle is stationary and in Park, you can use video streaming apps like Disney+ and YouTube to keep yourself entertained while you wait for the vehicle to charge, for example, or you can play video games. But once the vehicle is moving all of these video and gaming functions are disabled – it seems to lack a privacy screen filter like passenger displays from rival brands.

It’s a shame, because we couldn’t find a navigation map or anything else that gives the display any sort of functionality while the vehicle is in motion, which makes it feel a tad redundant.

The other two displays deserve more positive feedback, thanks to their fantastic picture quality, processing response, and general ease of use. It’s very much an evolution of the previous MBUX interface, which has been one of Benz’s strengths for years.

Mercedes-Benz hasn’t done anything drastic like bringing back physical climate controls, but they at least sit proudly as a permanent virtual toolbar, and the menu structure isn’t too layered like it is in an increasing number of infotainment systems these days, and there are a number of cool developments with this new-generation MB.OS software.

MB.OS – the fourth generation of the Mercedes-Benz User Experience (MBUX) – is described as a ‘Supercomputer’ infotainment interface powered by artificial intelligence (AI).

The MBUX Virtual Assistant now features integration with AI from Google and Microsoft, supporting conversational voice prompts and more in-depth functionality than before, while the embedded navigation system is based on Google Maps but with Benz’s skin over it.

What this all means is that the native infotainment interface is more connected and intelligent than ever, and the MB.OS architecture not only supports over-the-air (OTA) updates for the in-car software, but also for the overall vehicle software and various modules.

Intelligent routing will also plan the most efficient way to your destination using topography and speed limit data, as well as planning necessary charging stops along the way.

We’ll need more time with the CLA to get a better idea of the MBUX Assistant’s extended functionality, but generally the infotainment experience is pretty solid.

However, other than the lack of functionality for the passenger screen while the vehicle is in motion, I wasn’t a fan of the fact that Apple CarPlay looks like a pop-up window rather than filling up the entire 14.6-inch touchscreen.

Functionally it otherwise worked fine, but for a vehicle so focused on display tech it was a bit disappointing that smartphone mirroring – which will likely be the main interface of choice for most users – doesn’t feel as integrated as it should be.

Another mild usability annoyance is the location of the drive mode selector, which is on the far-side of the screen for right-hand drivers (perhaps a product of the CLA’s LHD roots).

Despite its premium, style-led pitch, the CLA offers decent storage and practicality solutions up front, no doubt a product of its close genetic ties to the new GLA and GLB.

A double-lidded centre console bin offers a pretty deep space for odds and ends, and the bridge-type centre console adds another stowage option. The two big cupholders atop the console are neat and a nice touch, as is the rubberised phone holder beneath the touchscreen with wireless phone charger.

You can fit decent-sized bottles in the doors as well, and the long bins can accommodate more loose items if required.

I’m not the biggest fan of Benz’s electric seat controls being on the doors, but they work fine here and don’t feel cheap like the ones in the current C-Class and GLC. Having physical scroller controls on the steering wheel is a welcome return, too.

The standard fixed panoramic roof lets more light into the cabin and raises the roofline somewhat, and the full-length glass panel features heat-insulating lamination as well as infrared film and a low-emissivity coating to protect against sunlight and heat in lieu of a conventional shade.

Hot off the press, you can now option the panoramic roof with the Sky Control e-shading function, which offers up to seven segments of switchable light transmission using electrochromic glass technology – similar to that utilised in some Audi and Porsche products – which also incorporates fibre-optic elements to extend the ambient lighting into a star constellation design.

While that all sounds like a bunch of engineering mumbo-jumbo, the result is a cabin that’s light and airy without making you feel like you’re getting a sunburnt scalp. While we drove the CLA in late July, the Gold Coast sun was out all day and it was low- to mid-20 degrees. It certainly felt better insulated inside than other fixed-glass systems, though a Melbourne summer test would be more telling.

Once you’re in the back, that four-door ‘coupe’ roofline starts to hit home, and if you’re over six feet tall like me you’ll find headroom a little… pinchy.

Legroom and kneeroom is generally fine thanks to the long 2790mm wheelbase, as well as the nicely flat floor, so unless you have a gargantuan, long-limbed driver and passenger up front this makes for a decent four-seater. One of my best friends has a previous-generation CLA which is noticeably tighter in the rear, despite a big battery sitting underneath the passenger cell of the new model.

Rear amenities are fine without screaming luxury. There’s no third zone of climate control like you’ll find in the rear of an increasing number of premium-leaning compact cars, but there are directional air vents and a pair of USB-C charging ports.

Other amenities include net-type map pockets and bottle holders in the doors with extra space for loose items. Parents can make use of the requisite ISOFIX and top-tether points for child seats, too.

Further back, the CLA’s signature slim tailgate opening reveals a decent 405-litre cargo area and, if you ever need to get larger or longer items in there, the rear seatbacks are 40:20:40-split/folding. If you need a taller cargo area, the CLA Shooting Brake is coming later this year with 455L of capacity with the rear seats in place, expanding to 1290L with the rear seatbacks down.

Like many EVs, the CLA goes without a spare wheel, instead coming with a tyre repair kit as standard.

To see how the Mercedes-Benz CLA lines up against the competition, check out our comparison tool

What’s under the bonnet?

There’s a 101L ‘frunk’ under the bonnet of electric variants, which are available with single-motor or dual-motor powertrains, and a couple of different battery options.

Mercedes-Benz has really been touting the efficiency of the new MMA platform and the models that are based on it, including the pretty impressive efficiency and range claims of the CLA electric.

We managed to better the manufacturer’s claimed figures in both the CLA200 and CLA350 4Matic, and I was perhaps most impressed by the fact the CLA350 dipped to 13-14kWh/100km at 110km/h on the Pacific Highway.

It’s worth noting that Mercedes-Benz has employed a two-speed transmission for the CLA electric’s rear axle motor, which will shift up at around the 110km/h mark to deliver “very high efficiency” at freeway speeds.

Further, unlike the CLA hybrid models, which are front-wheel drive, the EV versions are rear-wheel drive, with the CLA350 4Matic adding a second motor on the front axle to offer all-wheel drive without impacting efficiency and range too much.

Sadly, the CLA250+ electric, which was the headline act of the global reveal with its claimed 700km-plus of WLTP driving range, is not on the cards for Australia at this time.

“We do not comment on future product plans or potential model introductions. We will continue to assess customer demand and market requirements when determining our future product portfolio for Australia,” a Mercedes-Benz Australia spokesperson said in a statement to CarExpert.

You’ll also notice the difference in battery chemistries between the 200 and 350 electric models, which also translates to differing charge rates. The 200 electric’s lithium iron phosphate unit can only handle a maximum of 200kW DC charging, while the 350 4Matic electric’s 85kWh lithium-ion nickel manganese cobalt battery can handle 320kW.

Regardless, all models feature an 800V electrical architecture, and come equipped with a DC converter in Australia to utilise 400V charging stations as our charging network slowly catches up with the rest of the world. 22kW AC charging is standard.

To see how the Mercedes-Benz CLA lines up against the competition, check out our comparison tool

How does the Mercedes-Benz CLA drive?

I’ll admit I’ve been fairly critical of most Benzes I’ve driven of late, but the new CLA definitely left a more positive impression on me.

Starting in the CLA200 electric, we drove from Burleigh Heads up the winding roads of Mount Tamborine to Eagle Heights, then to Sanctuary Grove and back to Burleigh Heads.

This reasonably comprehensive route offered a good mix of driving scenarios, from beachside suburban roads to winding country B-roads, mixed in with open freeway. On day two we did almost the reverse in the CLA350 4Matic via Beechmont, before finishing up at the airport.

Anyway, the CLA200 electric’s outputs might seem a little uninspiring on paper, but keep in mind it packs equivalent outputs to the old CLA250 4Matic and more immediate torque, plus of course rear-drive handling.

Pretty quickly after setting off, that more traditional rear-wheel drive dynamic behaviour makes the CLA electric feel more C-Class than A-Class, backed by effortless and near-silent performance around town.

While effortless, it doesn’t feel particularly sporty, thanks in part to the base EV’s quoted 2065kg of heft and its softer chassis calibration, which is clearly geared more towards comfort and refinement.

The standard ‘comfort’ suspension with passive damping and a multi-link independent rear axle is tuned for comfort, which is not necessarily a complaint, because too many luxury brands in Australia have focused too much on ‘sportiness’ when their vehicles aren’t inherently sporty.

In the case of the CLA electric, look past the AMG Line exterior and interior design elements and you have a junior luxury car that is comfortable, refined, and yet still has the sort of chassis that can handle a twisty road – even if its light but quick steering feels a bit numb and lacking in feedback.

There’s really strong stability and grip both at freeway speeds and up a winding back road, and that rear-drive balance makes it more dynamically capable than front-driven Benzes, even with the softer tuning.

Suppression from road and wind noise is pretty good for what is still an entry-level premium sedan, helped somewhat by its very slippery 0.21Cd drag coefficient. However, a bit of tyre roar does permeate the cabin over rougher tarmac, perhaps exacerbated somewhat by the absence of a combustion engine humming away in the background.

That said, there are a number of sound profiles you can select that add some synthesised powertrain noise and other sound effects to augment the drive experience. They’re all pretty futuristic and/or robotic in nature, so if you’re cosplaying as The Jetsons or something similar, it’s a fun little gimmick – I was pretty happy leaving it off, personally.

Flicking into Sport mode improves throttle response and adds a bit of weight to the steering, but the difference is negligible really, and once again reinforces the fact the CLA is more a comfortable tourer than premium sports compact.

The CLA200 electric also feels like it’s the sweet spot in the range thanks to its blend of a lower price point, strong on-road performance and classic rear-drive balance, while offering a still-impressive range with the smaller battery.

That brings us to the CLA350 4Matic, which we enjoyed some time with on day two, though it was perhaps a little more rushed. Doing a slightly different reverse route of the CLA200’s program meant a starting stint on the M1 freeway at 110km/h. And, colour me very impressed with the CLA electric’s capability.

At 110km/h on the open freeway, the CLA350 briskly got up to speed and then nicely settled into a cruise. As you hit this speed threshold, you might notice a momentary blip in acceleration as the two-speed transmission shifts.

When it does this, you’ll be astonished at the efficiency. EVs generally aren’t at their most efficient at higher speeds, given most have single-speed transmissions and that constant speeds also mean little opportunity to recuperate energy, but the CLA350’s trip computer kept dropping as the power meter was showing around five per cent power output being used – and real-time consumption of around 12-13kWh/100km.

Beyond the transmission, the CLA350 4Matic electric can decouple its 80kW front e-motor under low loads, reducing front axle losses by a claimed 90 per cent to optimise efficiency and driving range.

Generally speaking, one thing I really like about European cars, particularly German ones, is their stability and surefootedness at high speeds, which is a product of Germans enjoying high-speed autobahns with no speed limits.

Both the CLA200 electric and CLA350 4Matic electric were rock-solid at 110km/h, to the point where they almost felt like they were going ‘slow’. The ride and refinement at those speeds remained pretty darn good, too.

After leaving the motorway, the increased power and added all-paw grip of the 350 started to shine through. It has noticeably more muscle at the upper end of the performance scale, with the electrified 4Matic all-wheel drive system inspiring more confidence over technical sections of road.

There was so much grip, despite some sections of road where we could almost pretend it was a targa tarmac rally stage. Mid-corner stability and body control were pretty well sorted, and the 350’s ability to blast out of corners stronger and earlier than its single-motor sibling was noticeable.

Braking performance and feel wasn’t quite as sharp. At times I felt there was inconsistent feel and response, likely as the CLA shifted from regen to friction braking. This was actually more of a problem around town than during spirited stints, where you’re likelier to prod with more intent.

Mercedes-Benz claims the CLA can recuperate energy at a rate of up to 200kW, while adjustable regen modes and intensities allow you to choose from normal coasting all the way to one-pedal driving, the latter offering a deceleration rate of -3m/second. It’s perhaps not as good as Tesla’s one-pedal braking system, but there’s plenty of configurability and it works fine.

Perhaps contradicting my earlier comments about solid body control, which comes despite the softer chassis tuning, the CLA has a tendency to sometimes wobble side to side at the rear, which seems to be a common trait among modern Mercs.

In my time with the current-generation (not electric) C-Class and GLC I’ve noticed the softer tuning at times elicits a side-to-side shimmy at the rear as the body settles after bumps, rather than just bouncing up and down. It’s hard to explain, but it’s there.

I noticed a similar sensation when driving air-sprung Porsche Macan Electrics with optional rear-wheel steering – niche, but I’m trying to paint the picture for you. It’s just not a nice feeling, but it’s not always there.

As for driver assistance systems, Mercedes-Benz is really touting the tech- and safety-heavy focus of the new-generation CLA, though there are a couple of interesting omissions.

Adaptive cruise control, lane-keep assist, blind-spot monitoring and rear cross-traffic alert are all standard and work as you’d expect, while the CLA’s surround parking camera system with 3D projection is a highlight.

We didn’t try the automated park assist function, though we were interested to hear that a lane-centring function, as well as an automatic lane-change assistant, are not available in Australia despite being offered in European markets with Level 2 autonomy-capable systems.

Otherwise, the driver attention monitor and overspeed warnings are well-calibrated, and don’t succumb to the trend of overbearing beeps and bongs like some other new vehicles on the market.

To see how the Mercedes-Benz CLA lines up against the competition, check out our comparison tool

What do you get?

The CLA200 electric and CLA350 4Matic effectively share the same base specification, with the key difference being the wheel and tyre combination.

2026 Mercedes-Benz CLA200 electric equipment highlights:

• Comfort suspension
• 18-inch AMG 5-spoke, aero alloy wheels in high-gloss black with high-sheen finish
• AMG Line exterior styling
• Tyre repair kit
• Automatic LED headlights
• Illuminated front grille
• LED tail-lights
• Full-width front and rear light bars
• Rain-sensing wipers
• Power-folding, heated side mirrors with position memory
• Panoramic glass roof
• Nappa leather-wrapped sports steering wheel
• Comfort seats
• ‘Artico’ synthetic leather and ‘Microcut’ synthetic suede upholstery
• Power front seats with lumbar and position memory
• Heated front seats
• 10.25-inch digital instrument display
• 14.0-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• DAB+ digital radio
• Bluetooth
• AI-powered voice assistant
• Wireless phone charger
• Facial recognition
• Single-zone climate control
• Interior ambient lighting
• Black headliner
• AMG floor mats
• Sports seats
• Light carbon-grain aluminium interior accents
• Dual-zone climate control

2026 Mercedes-Benz CLA350 4Matic electric adds:

• 19-inch AMG 5-twin spoke light-alloy aero wheels painted in high-gloss black with high-sheen finish

To see how the Mercedes-Benz CLA lines up against the competition, check out our comparison tool

Options

In a nice change from the premium car norm, the CLA electric range can be had with a slim and simplified options structure.

Premium package: $1800-$2340*

• 16-speaker Burmester premium audio incl. Dolby Atmos playback
• Multibeam LED adaptive headlights
• MBUX Superscreen incl. 14.0-inch Passenger Display
• Head-up display
• LED rear light strip
• Hands-free tailgate

*Premium package for CLA350 4Matic electric includes Luxury Car Tax (LCT)

Sport package: $1200 – CLA200 electric

• 19-inch AMG 5-twin spoke light-alloy aero wheels painted in high-gloss black with high-sheen finish
• Rear privacy glass

Sky Control panoramic glass roof with e-shade: $1600-$2080*

*Option for CLA350 4Matic electric includes Luxury Car Tax (LCT)

To see how the Mercedes-Benz CLA lines up against the competition, check out our comparison tool

Is the Mercedes-Benz CLA safe?

The new CLA hasn’t been given a safety rating by independent auto safety body ANCAP yet, though it received a five-star safety rating from sister organisation Euro NCAP in 2025.

*Euro NCAP scoring, ANCAP results to be announced

It’s worth noting the new CLA was recognised as the best-performing vehicle in Euro NCAP’s 2025 crash tests, achieving a “near-perfect performance in Adult Occupant protection and a class-leading score for Vulnerable Road User safety, thanks to its advanced active bonnet and refined AEB systems”.

Standard safety equipment highlights:

• 8 airbags incl. front-centre
• Adaptive cruise control
• Adaptive high-beam
• Blind-spot monitoring
• Driver attention monitoring
• Lane-keep assist
• Safe exit warning
• Surround-view cameras
• Tyre pressure monitoring

To see how the Mercedes-Benz CLA lines up against the competition, check out our comparison tool

How much does the Mercedes-Benz CLA cost to run?

As with the wider Benz lineup, the CLA electric is covered by a five year, unlimited-kilometre warranty, with roadside assistance thrown in for the same period.

While Mercedes-Benz has been making inroads in many areas, running costs continue to be a pain point. More than $800 a year for servicing an EV seems a bit rich, and that’s not even as pricey as scheduled maintenance for the mild-hybrid CLA (a whopping $6710 over five years).

To see how the Mercedes-Benz CLA lines up against the competition, check out our comparison tool

CarExpert’s Take on the Mercedes-Benz CLA electric

The little CLA has grown up, and that’s most evident in the EV versions of Mercedes-Benz’s slinky compact four-door.

While the hybrid versions seem plagued by the awkward handover between electric and petrol power, the CLA electric banishes all of that dual-powertrain nonsense and does a great job of offering effortless and refined premium transport, while completely cutting out local CO2 emissions.

There’s a newfound maturity and finesse that is more profound in the EV variants of this third-generation model. Team that with markedly improved interior quality and improved practicality, and you’re looking at a more fully fledged entry into the Mercedes-Benz brand.

More generous equipment levels than before are likewise appreciated, as is a starting price that undercuts the popular previous-generation petrol-powered CLA250 4Matic, while also sitting just $4000 above the equivalent CLA200 hybrid.

That’s not to say this is a perfect offering and a complete return to form for Mercedes-Benz. The star-studded exterior styling and overuse of LED technology could be seen as heavy-handed and almost tacky.

Same goes for the slab-sided, screen-infested dashboard. Crisp picture quality and smart AI integration aside, the optional passenger screen lacks functionality and the standard blank trim panel with illuminated Benz stars again comes off a little, er… gauche.

But credit where credit is due. The CLA is no longer some overpriced premium compact car with more style than substance, and particularly in CLA200 electric form it significantly undercuts the premium-branded competition.

It’s disappointing that Australia misses out on certain things like a long-range single-motor powertrain, as well as the proper Level 2 autonomous driving capability that we’ve come to expect from Benz. There’s also not a wide range of personalisation options bar exterior colours, as some may expect from a premium brand.

But as it stands, the CLA electric shapes as the pick of the new-generation range, particularly the CLA200 electric. It’s a strong indication that the incoming GLA and GLB, with their shared platform and powertrains, could be a very positive next step for the premium German brand, after a few years of appearing to be asleep at the wheel.

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