Mazda CX-70 vs Mercedes-Benz CLA45

What's the difference?

For mine, the CX-70 is the pick of Mazda's premium SUV range, and if you can survive without a third row of seats, it's significantly cheaper than its CX-90 twin, too.

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

The new CLA 45 S has knockout performance to match its knockout looks, neither of which are much of a surprise given the ingredients involved.

That said, it is far from perfect, with questions raised over its value and practicality. And for those reasons, we’d be buying the A 45 S hatch instead.

Is the new CLA 45 S worth such a hefty premium over its non-S predecessor? Tell us what you think in the comments below.

Yes, the Mazda premium SUV range can look a little same-same, but Mazda insists there are critical differences.

That said, if you can immediately spot the difference between the CX-70 and CX-90 without taking a peek inside, you're doing better than me, given it is the same exact dimensions as Mazda's three-row flagship.

Sure, Mazda talks about things like this design being a “passion pursuer” that serves up "dignified performance” – all of which sounds utterly ridiculous – but the less marketing-speak version is that it looks like a shapely large SUV that ditches the boxy dimensions of a proper 4WD for a more sleek and swooping profile.

Inside, it's a plush and premium-feeling space, with lovely cabin materials, plenty of tech, and plenty of space.

There’s simply no mistaking the CLA 45 S from its CLA siblings. It’s angry and stylish, at the same time.

Up front, Mercedes-AMG’s signature 'Panamericana' grille insert is large and in charge, flanked by adaptive 'Multibeam' LED headlights that incorporate sinister-looking daytime running lights (DRLs).

The real action, however, is happening below, where the AMG body kit starts to come into frame. It’s delightfully chunky and highlighted by cavernous side air intakes, which hint at the sledgehammer residing beneath a bonnet featuring prominent power domes.

Around the side, the CLA 45 S does its best impersonation of a coupe, with a sloping roof line and a curvaceous glasshouse. It also brings the aggro with a particularly sporty set of 19-inch alloy wheels, which flank pointy side skirts.

At the rear, the CLA 45 S again hints at its performance level, this time with a bootlid lip spoiler, although look past its LED tail-lights and you’ll find the star of the show, a furious diffuser that houses the quad 90mm tailpipes of the AMG sports exhaust system.

Inside, the CLA 45 S is pretty special. While the CLA certainly provides the building blocks, it goes a step further with a number of unique touches.

Your eyes are immediately drawn to the wickedly cool 'Dinamica'-trimmed AMG Performance steering wheel, which not only has paddle-shifters, but also features two ‘display buttons’ that make adjusting vehicle settings on the fly super easy.

Then there are the front sports seats, which are covered in Lugano leather upholstery alongside the armrest door inserts, while artificial cow hide trims the upper dashboard and door shoulders.

Hard plastics? You’ll need to look lower than the soft-touch middle dashboard to find them, as they are primarily confined to the lower sections of the cabin. And yes, some of the switchgear is very cheap for a six-figure performance car.

One personal bugbear, though, is the liberal use of gloss-black trim for the centre stack and console. Not only is it a fingerprint magnet, but it scratches easily, too. The brushed stainless-steel and silver accents elsewhere are nice, though.

While stainless-steel sports pedals also help to make the CLA 45 S stand out from the CLA crowd, it is otherwise a carbon-copy of its siblings, which is no bad thing.

Of course, the headline act is the pair of 10.25-inch displays, with one a touchscreen that is partially concealed by the steering wheel, while the other is a digital instrument cluster.

The former delivers the now-familiar 'MBUX' multimedia system, which is still at the cutting edge when it comes to functionality, especially with its always-on natural voice recognition, which is as good as it gets, albeit not perfect.

There are, of course, more input methods, with two small touchpads located on the steering wheel, while a larger item sits on top of the centre console, supported by a palm rest. There are also shortcut buttons and physical climate controls.

The CX-70 measures a substantial 5120mm long, 1994mm wide, and 1745mm tall, and it rides on a 3120mm wheelbase.

It will tow 2.5 tonnes no matter which engine you choose, and the expansive boot will swallow between 589 litres and 2015 litres, depending on how you configure the backseat.

All of that space translates to a hugely airy backseat experience, with the second row able to be fixed in a position that either prioritises leg room or boot space.

With the former, you've got tons of space in the second row. I'm 175cm, and my knee and leg room was ample, with only the intrusive tunnel that runs down the middle-centre of the cabin eating into leg room for the middle passenger.

There are also air vents and temp controls, twin USB charge ports, seat heating in the window seats and swathes of very nice materials.

The boot is massive, too. I can't even reach the back of the rear seats when I lean into it, and Mazda says it will swallow smaller surfboard or SUPs without needing to resort to roof racks.

Under-floor storage adds a bit more security for precious items, too.

Measuring 4693mm long, 1857mm wide and 1413mm tall, the CLA45 S is actually similar in size to a C-Class but not quite as practical.

Cargo capacity is pretty good, at 460L, but can be increased via the 40/20/40 split-fold three-seat rear bench stowed – an action that can be performed via the boot’s manual release latches, although it doesn’t tumble forward by its lonesome.

Speaking of the boot, four tie-down points are on hand for to help loose loads alongside two side storage nets. Bulkier items will have to contend with a tall load lip. That said, the boot’s aperture is much wider than before, which is good news.

In-cabin storage options are okay, with the glove box decently sized and the map pockets of the net variety, while the central bin is fairly average, although it does house two USB-C ports.

There’s also a standard sunglasses holder and a cubby in front of the centre console’s two cupholders. It isn’t that useful, though, as the wireless smartphone charger takes up most of space alongside a USB-C port and a 12V power outlet.

The front door bins can accommodate two regular bottles each, while their counterparts in the rear take only one apiece. That said, the second row does have a fold-down armrest with another pair of (flimsy) cupholders.

Rear occupants don’t have a whole lot of room to play with, though. Legroom behind my 184cm driving position is pretty decent, at around four centmetres, but headroom is not. In fact, it’s non-existent sitting upright, with the panoramic sunroof not helping matters.

Toe-room is also at a premium alongside precious footwell space, which is reduced by the tall transmission tunnel. As such, the second row is best for up to two adults or three children at a time.

And if there are three occupants abreast, they’ll have to compete for the two USB-C ports, which are located in a fold-out cubby below the central air vents at the rear of the centre console.

For reference, child seats can be fitted in the second row thanks to top-tether and ISOFIX anchorage points, although both are only available for the outboard seats.

Priced from $111,200 plus on-road costs, the CLA 45 S is a staggering $20,530 dearer than its non-S predecessor. Yep, it’s a hard number to digest at first, but Mercedes-AMG says the premium is justified due to a significant step-up in specification.

Standard equipment not already mentioned includes dusk-sensing lights, rain-sensing wipers, a tyre repair kit, power-folding side mirrors with heating, rear privacy glass, satellite navigation, Apple CarPlay and Android Auto support, digital radio, a 590W Burmester sound system with 12 speakers, keyless entry and start, dual-zone climate control, power-adjustable front seats with heating, an auto-dimming rearview mirror and LED ambient lighting.

Key options include the $2490 'AMG Aerodynamics Package' (high-gloss black front splitter, aero flics and larger bootlid lip spoiler), $3290 'AMG High Performance Seat Package', $790 cooled front seats and $790 'Communications Package' (windshield-projected head-up display). Only the latter was fitted to our test vehicle alongside no-cost 'Polar White' paint.

The CLA 45 S only has one direct rival, the $86,500 Audi RS3 sedan, although the $106,900 BMW M2 Competition coupe is more or less in the same league. Either way, the CLA 45 S is in another league when it comes to price and performance.

But you could also opt for its A 45 S hatch sibling for ‘just’ $93,600…

You can have one of two engines in the CX-70, with the cheapest being a 3.3-litre, six-cylinder turbo-petrol, producing 254kW and 500Nm. There's also a 3.3-litre, six-cylinder turbo-diesel, making 187kW and 550Nm. Both are equipped with a 48-volt mild hybrid system to marginally reduce fuel use.

All models are AWD, and pair with an eight-speed automatic transmission.

The CLA45 S is motivated by the most potent series-production four-cylinder engine yet.

The 2.0-litre turbo-petrol unit punches out an astounding 310kW of power at 6750rpm and a significant 500Nm of torque from 5000-5250rpm – a marked 30kW/25Nm improvement over its non-S predecessor.

It’s also worth noting Mercedes-AMG performed “torque shaping” to make the new engine’s output delivery (or curve) akin to that of a naturally aspirated unit. This attitude also led to a screaming redline of 7200rpm.

An eight-speed dual-clutch automatic transmission is responsible for swapping gears, while Mercedes-AMG’s fully variable '4Matic+' system sends drive to all four wheels, although it does have a 'Drift Mode' that effectively disengages the front axle.

With the help of standard launch control the CLA 45 S sprints from a standstill to 100km/h in four seconds flat, while its top speed is electronically limited to 270km/h.

Petrol-powered cars will sip 8.1L/100km on the combined cycle, while the diesel drops that to 5.4 litres.

Both models get a 74-litre tank, meaning a theoretical driving range of around 900kms in the petrol, and almost 1400kms in the diesel.

Fuel consumption on the combined-cycle test (ADR 81/02) is 8.9 litres per 100 kilometres for the CLA 45 S, while its claimed carbon dioxide emissions are 202 grams per kilometre. Both are pretty keen given the level of performance on offer.

In our real-world testing, we averaged 12.0L/100km over 270km of driving evenly split between city traffic and highways. This result was somewhat inflated by some ‘spirited’ driving but is certainly something we can learn to accept.

For reference, the 51L fuel tank in the CLA 45 S takes 98 RON premium unleaded petrol at minimum.

Interestingly, the CX-70 has been tagged as the expected smallest seller of Mazda's premium SUV range, but I reckon it just might be the pick of the bunch.

Every one of the CX-0 models (60, 70, 80 and 90) all get slightly different suspension tunes, and while you can find harsh edges in the other models, the CX-70 feels utterly composed and refined, at least on the smooth-ish roads of our launch test route.

Perhaps most surprising, though, is the CX-70's ability to hold its own on a properly twisting road. We expected lots of weight transfer and the high-pitched sounds of tyres screaming out in pain, but instead found Mazda's massive SUV served up grip, composure, and very little in the way of sea-swell-style body roll.

The two big six-cylinder engines also feel perfectly suited to a vehicle in this space. There's tons of power whenever you need it, and solid levels of refinement in terms of engine noise or diesel rattles.

For mine, the petrol engine is the pick though, feeing just a little smoother than the diesel option. The latter can feel a bit jerky at slower speeds, whether that's the power delivery or the gearbox, and it doesn't seem to happen with the petrol engine.

The biggest caveat, though, is that we haven't driven the CX-70 in its natural environment, the city and suburbs, so while it largely shone on flowing country roads, how it performs on roads like the ones near your place remains a bit of a mystery.

When it comes to sheer driving pleasure, the CLA 45 S is a huge step-up over its non-S predecessor.

Of course, the 2.0-litre turbo-petrol four-cylinder engine will steal all the headlines, and rightfully so; it’s the most potent unit in its class by some margin.

In reality, it absolutely slaps. Simply put, acceleration is addictive, and not just because of the outputs, but also the way in which they’re delivered.

The CLA 45 S does its best impression of natural aspiration, and I can’t help but award it an automotive Oscar.

Don’t get me wrong, performance is still strong down low (despite a hint of turbo lag), with it progressively building into, and through, a hard-hitting mid-range before reaching a knockout top end that you’ll want to revisit time and time again.

That said, it does take two to tango, and what a dancing partner the eight-speed dual-clutch automatic transmission is.

It’s almost flawless, with its gear changes stereotypically super quick but uncharacteristically buttery smooth at the same time.

Responsiveness is another strong point, although it does sometimes have difficulty recognising when the fun is over, as it can hold onto the short lower gears for a little longer than necessary.

And despite our initial fears, the CLA 45 S is still very, very vocal, with its sports exhaust system serving up plenty of aural pleasure, albeit not quite as much as the original CLA 45.

The soundtrack is booming and is complemented by plenty of pops on downshifts and the overrun as well as frightening crackles when aggressively up-shifting . But these theatrics require the Sport Plus drive mode to be engaged, which opens up an all-important exhaust valve.

Given the level of performance on offer, you’d be right to assume the CLA 45 S has a firm ride, but it’s actually better balanced than most.

The 'AMG Ride Control' sports suspension on hand consists of MacPherson-strut front and multi-link rear axles with three-stage adaptive dampers, which progressively stiffen things up.

However, all is relatively comfortable, even in the stiffest setting. In fact, only sharper edges are felt. It’s more than liveable, especially considering the benefits of the trade-off.

Speaking of which, the CLA 45 S loves to eat up corners. Handling is more or less neutral when pushing hard, at which point its 1687kg kerb weight starts to be felt.

Nonetheless, body control is very strong, partially thanks to the reinforced chassis, with only a hint of roll encountered when cornering with intent.

A lot of the credit has to go the fully variable 4Matic+ all-wheel drive system with rear torque vectoring, which provides outstanding grip, even in the poorest of conditions.

In fact, it bestows such confidence you'll want to push harder to try and find the limits of adhesion. A staggering effort.

The CLA 45 S isn’t without its flaws, though, with the electric power steering on tap good but not great.

It’s speed-sensitive and has a variable ratio, which mean it’s pleasingly light in hand at low speed and noticeably heavier at high velocity, with the latter exacerbated when playing with the available drive modes.

Either way, it’s nice and direct and provides a good amount of feedback through the wheel, but we feel Mercedes-AMG could’ve taken it even further in these two departments to really mix it up with genuine sports cars.

What isn’t half-baked, though, is the 'AMG High Performance braking system', which consists of 360 x 36mm front and 330 x 22mm ventilated discs with six-piston fixed and single-piston floating red callipers respectively.

This set-up washes away speed with ease, instilling the driver with even more confidence when tackling a winding road, while pedal feel is good. Yep, the CLA 45 S decelerates nearly as well as it accelerates.

ANCAP awarded the CLA range (excluding CLA35 and CLA45 S) a maximum five-star rating in 2019.

Advanced driver-assist systems (impressively) extend to autonomous emergency braking, lane-keep assist, active blind-spot monitoring, cross-traffic alert, adaptive cruise control, traffic sign recognition, high-beam assist, driver-attention alert, hill-start assist, tyre pressure monitoring, park assist, surround-view cameras and front and rear parking sensors. Yep, you’re not left wanting here.

Other standard safety equipment includes nine airbags (dual front, front and rear side, and curtain plus driver’s knee), the usual electronic traction and stability control systems, anti-skid brakes (ABS) and brake assist (BA), among others.

Servicing is not particularly cheap in the CX-70, and the service intervals, at least in the diesel, feel a little short, too.

Buy that one, and you’ll be visiting the dealership every 12 months or 10,000kms, and the first five years of ownership will cost you $3298.

Petrol cars require servicing every 12 months or 15,000kms, and five years will set you back $3436.

The CX-70 is also covered by Mazda's five-year, unlimited-kilometre warranty.

Like all Mercedes models, the CLA 45 S comes with a five-year/unlimited-kilometre warranty, which sets the standard in the premium market. Better yet, five years of roadside assistance is also bundled in.

CLA 45 S service intervals are every 12 months or 20,000km, whichever comes first. A three-year/60,000km capped-price servicing plan is available for $3750, which is not cheap. That said, its pricing can be reduced by $750 if paid upfront alongside the vehicle.