Audi 90 vs Mercedes-Benz Cle200

What's the difference?

If anyone was worried that it would be too late to get a decent bit of value out of an entry-level iX, there's reassuring news.

With more power, range and features added to the model and the cost remaining close to its former sticker price, the iX has held up well despite now existing in a more competitive environment.

The CLE Coupe really feels like a car of the times. As the electric vehicle market continues to suck in resources, the days of endless variants and body styles is going to wane. But the truth is the CLE does a nice job of filling the demands that both previous C-Class Coupe and E-Class Coupe buyers are looking for.

It’s a stylish model with plenty of technology on the inside, so it should appeal to those who want something refined and elegant for their lifestyle. It has a hint of sportiness on road, without being overtly dynamic or uncomfortable; although Mercedes-AMG will cater to those buyers soon enough. And it offers the kind of space inside that buyers of both models will find acceptable (as long as they don’t have to climb into the back regularly).

The biggest challenge will be convincing C-Class customers to take the big jump up in price over the model it replaces, while at the same time convincing E-Class buyers that this is still something special and different given its similarities to the old model.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The iX was a bit divisive upon its original launch, because it was one of the early adopters of BMW’s current ‘big grille’ era.

The good news for the iX is that many have adjusted their expectations on that front and it now feels pretty well at home in the brand’s line-up.

The addition of the 'Iconic Glow' grille surround might be a step too far for some, but overall the iX has aged well and its exterior design hasn’t changed much because of that.

The adaptive LED headlights have new DRL elements, and the M Sport pack is now standard, but if you were only casually familiar with the iX you’d have to be looking closely to spot the update.

The new colour palette for the iX also includes the pictured 'Arctic Race Blue metallic', though I’m personally a fan of the iX in all black, giving it a more monolithic look.

Inside, it’s a similar story - what was once perhaps ahead of its time is now the expectation in an electric SUV. Minimalism in terms of physical controls, but plenty of space.

Helping the feeling of spaciousness is the now-standard panoramic sunroof, though a lack of physical shade is one of the iX’s few interior let-downs. Instead, it can electrochromatically ‘shade’, which still lets in plenty of light.

At night, ambient lighting joins the glow of the iX’s rather large 14.9-inch multimedia touchscreen and 12.3-inch driver display.

Thankfully for the German brand its family look across its range means the CLE seamlessly integrates into both the C-Class and E-Class line-ups.

Mercedes does use some colourful language to describe the looks, with terms like 'sharknose' for the front end, and these ‘powerdomes’ on the bonnet, and there’s a swooping design that wraps around the tail to create a dynamic-looking vehicle.

The biggest question about design, though, is the size of the CLE, specifically how it compares to the two coupes it replaces. While based on the same basic underpinnings as the C-Class sedan, Mercedes has stretched and pulled the body to try and fill the space between it and the old E-Class Coupe.

The result is a car that is 164mm longer than the C-Class Coupe and +15mm longer than the E-Class overall, with the wheelbase stretched 25mm over the C-Class but actually 8mm shorter than the old E-Class two-door. It’s also 50mm wider than the previous C-Class but exactly the same width as the E-Class. So it’s definitely on the bigger size without actually matching up with either model it supersedes. 

The space on offer in both rows of the iX is a huge plus, and it might even be enough to make you look past some of the small downsides to the electric Bimmer’s interior.

The iX’s clever two-level central console has the phone charger pad and drinks holders down out of the way and means you can put distractions (phone) and your tall bottles out of the way. There's a slot above for your phone to sit upright with a gap under for charging, too.

The storage bin under the armrest also has plenty of space as well as a little shelf for smaller items you don't want to go hunting for, but the iX’s control panel and dial are still reflective and, at certain times of the day, this means distracting light getting in your eyes. 

Speaking of distracting, I have found BMW’s multimedia software to be less intuitive and more complicated with each major update, and ‘OS 8.5’ is no different. At this point, using the brand’s touchscreen feels like operating an iPad on the move, with dozens of menu tiles to sort through.

But back to the physical space that is the iX’s interior - the big EV makes a lot of sense as a family car, especially if your kids are old enough to appreciate (and keep clean) the fit and finish.

Not only does the drive have a nicely adjustable and comfortable sports seat thanks to the M Sport pack, there's also heating and a massage function.

The front passenger gets the same, and the second row is borderline palatial. There's heaps of kneeroom, headroom, and even space under the front seats at their lowest setting to slot your feet.

The four-zone climate controls mean arguments are avoided, there is of course a central armrest, though even with it folded up and a person in the centre there's enough room in the back to be comfortable. 

Behind that, the iX’s 500 litres of boot space could probably be expanded but at the expense of rear legroom, so it's acceptable. There is space under the floor for cables, but no space saver spare, just a repair kit.

There's a switch that allows you to fold the seats down from the tailgate, but you can also manually fold the middle seat for a 40/20/40 split rather than the more expected 60/40.

Not surprisingly given the exterior growth over the old C-Class Coupe, Mercedes is talking up the increased interior room and practicality. Which is crucial to the success of the CLE because in replacing both the smaller C-Class and larger E-Class coupes, it now needs to appeal to both audiences.

Front seat room is generous, with plenty of shoulder room and the seats offer good comfort and support. In the back Mercedes’ designers have managed to create 95mm more legroom than the old C-Class Coupe, but fractionally less than the E-Class Coupe (just 1mm less). The rear seats are wider than both outgoing models, both across the shoulders and the mid-section. Headroom has been increased by 10mm over the C-Class but decreased by the same amount compared to the E-Class.

Putting the measuring tape aside, while the rear seats are fine for short trips, the back of the CLE is clearly not the place to be and if you plan on using the rear seats regularly then you should be looking at one of the brand’s sedans.

As for the boot, at 420 litres it’s 60 litres bigger than the old C-Class but five litres smaller when compared to the E-Class Coupe; so once again there’s a trade-off between the two.

The initial range consists of just two models - the CLE200 and CLE300 4Matic, but an AMG variant, the CLE53 is due to follow soon (as is the expected-but-not-confirmed V8-powered CLE63), but not before the Cabriolet arrives. While the CLE300 Cabriolet was on hand for us to look at, we weren’t allowed to drive, so we’ll focus this review on the hard-top models.

The CLE200 is priced from $103,900 and the CLE300 is $124,900 (neither price includes on-road costs). While it’s hard to do a like-for-like comparison between the old models and this new one, the CLE is more than $20k more expensive than the old C-Class but around $9-12k cheaper than the equivalent E-Class Coupe.

For future reference, the CLE300 4Matic Cabriolet will be priced from $135,900.

Standard features on both models includes 19-inch alloy wheels, AMG Line exterior and interior packages, a panoramic sunroof, 64-colour ambient cabin lighting, heated front seats with memory function, a head-up display, a 12.3-inch digital instrument display, plus the latest MBUX infotainment system which runs through an 11.9-inch touchscreen as well as Burmester surround sound system. One of the key specification differences between the CLE200 and CLE300, aside from the powertrain, is the interior trim, with the cheaper model using synthetic leather while the more expensive one gets the genuine article.

The iX has, as the xDrive part of its name would suggest, a dual-motor electric set-up with all-wheel drive. 

Power and torque now total 300kW and 700Nm for the system in the xDrive45 M Sport, up from the 240kW and 630Nm on offer in the outgoing xDrive40.

BMW says the iX is now good to hit 100km/h from a standstill in 5.1 seconds, with its claimed top speed a nice, rounded 200km/h.

The CLE200 and CLE300 are both powered by four-cylinder turbocharged petrol engines, albeit in different states of tune, and each assisted by a mild-hybrid integrated starter generator.

The CLE200 Coupé makes 150kW and 320Nm and sends it to the rear wheels via a nine-speed auto transmission. While the CLE300 4Matic Coupé gets 190kW and 400Nm but also gets (as the name gives away) Mercedes’ 4Matic all-wheel-drive system.

While not really a hybrid in the conventional sense, the integrated starter generator adds an extra 17kW/205Nm boost when required while also helping to save fuel.

The iX’s 94.8kWh battery allows a range up to 522km, but relatively low efficiency because of the size and weight.

Its 20kWh/100km is on the higher side of power use for cars around this size and this is part of the reason its huge battery capacity results in a fairly average driving range.

Maximum power input for DC fast charging is, however, up from 150kW to 175kW with the update, which is good news for those long drives.

Make no mistake, the integrated starter generator is a mild-hybrid system, so don’t expect to see miserly returns from the CLE. Instead, the official figures for the pair are quite close, despite the different drivetrains.

The CLE200 has a claimed fuel rating of 7.2L/100km, while the CLE300 uses 7.4L/100km.

The BMW iX was a relatively early entry into the catalogue of electric cars I’ve driven and because of that it had a couple of (in hindsight) unfair criticisms levelled at it.

For a start, it felt heavier than expected and its ride quality didn’t feel up to BMW’s standards - both things that plenty of electric SUVs have struggled with since.

But its drivetrain, design, and interior all impressed, aside from perhaps some of the aforementioned interior reflections.

Now years on, and the iX has aged well.

Some of the mechanicals and suspension also copped a tweak along with the entry iX now being a more powerful ‘45’. The result is a big electric SUV that holds up better than I remember.

‘Smooth’ is the key word that comes to mind in regards to a lot of the iX’s characteristics. While it’s still not perfect and feels heavy, the iX rides well in comparison to many SUVs on the market, including some of its close rivals.

Perhaps key to this is the fact its standard 21-inch wheels leave plenty of tyre to help the suspension soak up sharp edges on bumps, while we’re sure BMW’s handling engineers have learned more about getting the best out of a big, heavy electric vehicle in the last couple of years.

Road noise is well-muted as a result, and the shape of the iX doesn’t seem to lend itself to excessive wind noise. Even when you’re getting rather quick.

Despite being a 2525kg beast, its 5.1-second sprint to 100km/h is in the muscle car realm - the last of Holden’s V8 Commodores would do about that, for reference.

Its acceleration is also nicely progressive, rather than giving you an almighty but unnecessary jolt of torque right as you put your foot down. But once there’s traction and you’re rolling, the xDrive45 is impressive.

Meanwhile, its cornering and braking still reveal the heft behind the iX, it’s not something you can chuck around like a go-kart, but that’s also not really its area.

Anyone familiar with BMW’s steering characteristics will find the slightly higher force required for its weight (and thickness of the steering wheel rim) standard, though it’s still unnecessarily on the heavier side.

To judge the CLE on its driving merits you first need to understand where it fits within the broader Mercedes-Benz line-up. Put simply, while coupes are seen as sporty cars, the German brand has other models that are designed to appeal to driving enthusiasts; such as the upcoming AMG versions of this car and the AMG GT Coupe.

So within that context, the CLE200 and CLE300 do an admirable job of being stylish cruisers that feel at home in the city but not out of place on a winding country road. 

Sports suspension is standard on Australian delivered models, making it 15mm lower than overseas versions and fitted with firmer passive damping too. But still, it doesn’t translate to a dynamically agile and engaging sports coupe suddenly, instead it just gives the CLE a bit more sharpness when turning, at the expense of some comfort on pockmarked roads.

The engines perform nicely, the CLE200 feels adequately endowed with its 150kW/320Nm, so naturally the 190kW/400Nm CLE300 just feels like it has a bit more pep in its step. But I’d question the value of the all-wheel-drive system in a car like this, especially in Australia where the roads are rarely very slippery.

Both CLE models come with all the usual passive and active safety features you’d expect on a modern luxury car, including autonomous emergency braking, ‘Active Lane Keeping Assist’, ‘Active Brake Assist’, blind spot monitoring, traffic sign assist, active cruise control and Mercedes’ ‘Pre-Safe’ accident anticipation system. There’s also a ‘Parking Package’ with 360-degree camera view to keep you and those around you safe at low speeds.

There’s no ANCAP rating for this new model announced yet, but previously both the C-Class Coupe and E-Class Coupe were tested.

BMW offers a five-year/unlimited kilometre warranty with an eight-year/160,000km warranty on the battery.

BMW servicing takes place as needed rather than on a schedule, meaning you’ll be alerted via the car or app when a service is required in the near future.

For the iX a six-year all-inclusive service pack costs $3475, regardless of how many km you drive.

BMW has 54 servicing dealers listed in Australia, with each capital city covered and many more locations in the eastern states.

The CLE is covered by Mercedes Australia’s usual five-year/unlimited kilometre warranty.

The brand offers pre-purchased service plans for maintenance covering three, four or five years, starting at $3325 then $4535 and then $6800.