Mercedes-Benz C350 E vs Mercedes-Benz CLA250

What's the difference?

Plug-in hybrids will probably not appeal to all buyers, but in the premium space they make sense.

Smooth electric driving paired with the potential for weekend trips outside the 100km-or-so range make the C350e a decent thing, let alone its price parity with the C300.

It still doesn’t top the charts for value or practicality, but even aside from the PHEV tech, the C350e remains a fun-to-drive sedan that holds its own in the executive space.

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

The Mercedes-AMG CLA 45 S is more glorious madness from the hot-rodders in Affalterbach. A design and engineering master-class putting a slightly more mature spin on the fast and furious small AMG formula. But only slightly. It's brilliantly outrageous.

The C350e doesn’t depart massively from the familiar visual formula that is the current ‘206’ generation C-Class and that’s no bad thing.

Call it conservative if you like, but having seen what’s possible when Mercedes takes risks (hello EQ models), the traditional Mercedes design language is put into healthy perspective. 

Handsome proportions and lines without any fuss - there are no unnecessary creases or panels or materials.

The plug-in C350e comes, as mentioned, with the AMG Line pack, adding 18-inch five-spoke AMG wheels, an AMG front apron, grille insert, and of course EQ Hybrid badging.

The pack also includes AMG Line styling inside, where you’d have to be a Mercedes regular to spot the specifics. The AMG-style steering wheel and seats are the biggest giveaways.

Claimed to blaze from 0-100km/h in 4.0 seconds the second-generation CLA 45 has the performance credentials of a mid-engine supercar, wrapped in a relatively unassuming three-box body. And while it might look mild-mannered from a distance, this devil's differences are in the detail.

Like it's A 45 sibling the CLA 45 S features AMG's now signature Panamericana grille with 12 vertical louvres, a winged front spoiler treatment, extra aero bits around the front air intakes and 'Power Dome' bumps in the bonnet.

The side skirts are wider, and the 19-inch twin five-spoke rims are standard. While at the back the diffuser treatment is more pronounced than the hatch, but the fat 90mm exhaust pipes are the same, and the lip spoiler is on the boot lid rather than the roof.

The interior is virtually identical to the hatch, the biggest difference being the four-door coupe's frameless doors.

A combination of Merc's 'Artico' faux leather and 'Dinamica'  microfibre trim is accented with racy yellow highlights, with a nappa leather and Dinamica AMG Performance wheel and sports pedals completing the picture.

And the twin widescreen MBUX instrument and media display boasts AMG-specific read-outs on everything from gear selection, warm-up menu, car set-up, a G-metre, race timer and engine data. The standard 'Track Pack' even includes specific circuit layouts and data.

The space inside the C-Class remains straight-forward as ever. The layout and features don’t stray from convention, meaning there’s a sizable central screen, digital driver display, central cupholders, and places to put things like a phone, with wireless charging included.

The electrically adjustable seat and steering column make getting into a comfortable position easy, and the memory settings keep it that way.

While physical buttons are scarce, the key controls are easy to access via the central multimedia touchscreen and there’s a lack of complicated sub-menus. It's a refreshingly straightforward system compared to some from rivals, especially that of former category benchmark BMW.

There are fewer than a dozen main tile buttons on the menu, and they’re clear and easy to work out. The main screen also defaults to the navigation, and the climate controls are always visible on the touchscreen.

The central storage area is laid out so a phone sitting in the charging pad is slightly hidden, meaning it’s not a distraction, plus the cover means the cupholders and storage can be hidden away. Tidy!

The AMG-style steering wheel’s haptic controls can be used as regular buttons, but more than once on the test drive I nudged the volume and turned my music back on, just a minor annoyance.

In the second row, there’s generous space for a mid-size sedan, and the seats are comfortable for an adult to ride along for a lengthy trip.

There’s a centre armrest, hidden cupholders, and a generally light and open feeling thanks to the panoramic sunroof.

The battery for the hybrid system sits under the second row seats, which means there’s no uneven flooring in the 315L boot.

At just under 4.7m long (248mm longer than the A 45 S hatch), a bit under 1.9m wide, and fraction over 1.4m tall the A 45 S in the dimensional bullseye for a compact four-door.

The CLA A 45 S driver is presented with the same sleek 'MBUX' widescreen display found in the Mercedes-Benz A-Class, and storage runs to two cupholders in the centre console, a lidded bin/armrest between the seats (including twin USB ports), decent door pockets with room for bottles and a medium-size glove box.

In a swap to the rear, sitting behind the driver's seat set to my (183cm) position, I enjoyed adequate knee and foot room, although headroom isn't as generous.

A centre fold-down armrest incorporates two cupholders, again there are generous pockets in the doors with room for bottles, and adjustable ventilation outlets are set into the back of the front centre console is a welcome inclusion. No map pockets on the racy, hard shell sports front seats, though.

There are three belted positions across the rear, but the adults using them for anything other than short journeys will have to be good friends and flexible. Best for two grown-ups, and three kids will be fine.

Boot volume is a healthy 460 litres (VDA), expanding further with the 40/20/40 split-folding rear seat down. There are tie-down hooks, a 12-volt outlet and elasticised storage pockets either side of the load space to further enhance useability. But beware, the Merc-AMG CLA 45 S is a no-tow zone.

The new CLA 45 is launching in the premium S variant only (a 'base' non-S version is offered in other markets). The outgoing model was tagged at $93,800, before on-road costs, prior to its discontinuation in January this year, and Mercedes-Benz Australia has hinted strongly that a price increase is likely. So, expect a list price in the mid-$90k range.

We'll cover active and passive safety tech in the safety section, and although final Australian specification is yet to be confirmed you can expect the stand ard features list to include the 19-inch alloys, 'Artico' faux leather and 'Dinamica' microfibre trim upholstery, the 'MBUX' widescreen cockpit display (two 10.25-inch digital screens) and 'MercedesMe' voice recognition, heated and electrically-adjustable sports front seats, auto adaptive LED headlights, LED tail-lights and DRLs, keyless entry and start, auto-dimming rear-view mirror, dual-zone climate-control, sat-nav, multi-function sports steering wheel, active cruise control, rain-sensing wipers, Active Parking Assist' (with ultrasonic proximity sensors front and rear), rear privacy glass, plus premium audio with digital radio, as well as Apple CarPlay and Android Auto.

The C350e’s plug-in hybrid drivetrain consists of a 2.0-litre turbo-petrol four-cylinder engine and an electric motor that drives the rear wheels via a nine-speed automatic transmission.

The combustion engine’s peak outputs are 150kW and 320Nm, while the 95kW/440Nm electric motor works with it to land on a total system output of 230kW and 550Nm.

While it’s not lightning quick, the C350e has a decent claimed 0-100km/h sprint of 6.1 seconds, and from the driver’s seat it certainly feels brisk enough to get out of its own way.

The A 45 S's all-new 2.0-litre (M139) engine is claimed to be the most powerful series production turbo four ever made, pumping out 310kW at 6750rpm and a monumental 500Nm, peaking between 5000-5250rpm. . That's up from an already impressive 280kW/470Nm on the out-going model.

It's an all-alloy, closed deck design fed by a combined direct and port fuel-injection system, with a single, twin-scroll turbo featuring low-friction roller bearings for quick spool up.

It's transversely mounted, but compared to the previous model has been spun 1 80-degrees on its vertical axis so the turbo's near the firewall and the intake system sits at the front to simplify and shorten ducting on the intake and exhaust sides.

The cylinder linings are treated with Merc's patented 'Nanoslide' coating, which delivers an ultra-hard, mirror-like surface for less friction and greater durability. And 'Camtronic' variable valve control sits on the exhaust side.

Drive goes to all four wheels via an eight-speed 'AMG Speedshift DCT 8G' dual-clutch auto, with manual shift paddles attached to the steering wheel.

Mercedes officially claims the C350e has a driving range of 104km under NEDC testing, with a 25.4kWh battery supplying the juice.

Official fuel use is just 1.5L/100km, but Mercedes says that becomes 7.6L without any battery charge to help it out.

Under standard 11kW AC charging, it’s about two hours from flat to full, but with the optional 55kW DC fast-charging, it takes about 20 minutes from flat to 80 per cent.

Claimed fuel economy to the combined cycle NEDC (New European Driving Cycle) standard is 8.1L/100km, the engine emitting 186g/km of CO2 in the process. Figures for the Australian (ADR 81/02) standard will be issued at the time of the car's local launch in early 2020.

Stop-start is standard, minimum fuel requirement is 98 RON premium unleaded, and you'll need 51 litres of it to fill the tank.

Our combination of furious hot-lapping on the circuit and relatively enthusiastic open road driving on the launch program means we'll wait until we test the car on home soil to log a real world average.

The C350e has a few drive modes that are mostly self-explanatory, those being Battery Hold, Electric, Hybrid, Sport and Individual.

You’ll likely find yourself using Electric and Hybrid most of the time, so we’ll focus on those. Sport is fine but somewhat defeats the purpose of the plug-in system for day-to-day driving.

In electric mode, the C350e doesn’t feel like it’s lacking any power without the engine helping it along. Acceleration is smooth, brisk enough, and a 130km/h top speed means you won’t need the engine on your commute.

Realistically, its 104km range is probably somewhere closer to 80km, but covers you for a decent daily distance.

Let the car use the engine to help out via Hybrid mode and, if you’ve got music playing, you might not notice the engine starting and cutting. The system is smooth and it means a much longer life out of the battery before needing to charge. That, and there’s the benefit of more brisk acceleration thanks to the hefty 230kW/550Nm total outputs.

Everything else about the C350e is classic C-Class - the ride is controlled and the suspension does a decent job of soaking up bumps and rough roads, the comfort and self-levelling suspension makes cornering smooth and inspires confidence.

The most noticeable shortcoming for the car is its transmission hesitation if you put your foot down quickly, though the ability to use the paddles to choose your own gears in Sport mode avoids this.

In Electric or Hybrid, the paddles decide how much braking regen to apply, a useful feature that lets you recuperate some power for the battery if your drive includes a lot of downhill slopes or if you’re avoiding relying on the brake pedal.

The C530e’s extra weight doesn’t dull its driving characteristics as you might expect from a car laden with PHEV tech, so it’s a welcome surprise that you could pick up a plush plug-in for the same price as a combustion C300.

Mercedes-AMG invited us to the Jarama race circuit just outside Madrid in Central Spain, and the twisting B-roads nearby, to sample its latest pride and joy.

In the AMG tradition the engine is assembled by hand, by one technician. And hats off to the spanner twirlers, they do a great job. It's a spectacular unit. Torque delivery is shaped to mimic a naturally aspirated engine, with the maximum figure arriving between 5000-5250rpm.

But that's not to say it's hollow in the mid-range. Around 90 per cent of that peak number is available from below 3000rpm and low-end throttle response is brilliantly crisp and linear, helped in no small part by roller bearings on the turbo for a quicker spool up.

Merc-AMG claims 4.0 seconds for the sprint from 0-100km/h, which is supercar fast and with drive going to all four wheels entertainment is the name of the game.

The eight-speed dual-clutch auto is positive and sharp, especially in manual mode where shifts flick through in much less than the blink of an eye.

And as the A 45 S beefs up the A-Class on the outside, it's the same underneath the skin with body reinforcement including an alloy sheering plate under the engine, a front strut tower brace, extra reinforcement between side members and A-pillars, and diagonal struts on the front and rear of the underbody.

So, the strut front, four-link rear suspension has an extra stiff platform to hang from, and the three-mode 'Ride Control' active damping can transform the ride from soft and compliant to tightly buttoned down.

The speed-sensitive, electromechanical steering is specifically tuned for this car, and it points accurately with good road feel and pleasantly firm weight in Sport and Sport+ modes.

Rubber is Michelin Pilot Sport 4 S, and it grips hard. On the fast and technical Jarama circuit they performed flawlessly, helping the A 45 S transform its prodigious power into maximum forward velocity without fuss.

The icing on the dynamic cake is 'AMG Dynamic Select' with six modes from 'Comfort' to 'Race' adjusting the engine, transmission, steering, suspension, and exhaust.

On top of that 'AMG Dynamics' uses the ESP and torque vectoring (by braking) to vary the level of stability and slip through four levels from 'Basic' up to 'Master'.

We played with all the toys including 'Race Start' and a 'Drift Mode' made possible by a new rear axle featuring two multi-disc clutches - one for each rear wheel.

Torque is split variably between front and rear axles with a default setting of 50/50 rising to around 70 per cent to the rear when pushing hard. Drive is also continuously managed across the rear axle, and like a swan gliding across the lake all the action happens seamlessly out of sight, turning you into a track hero in the process.

The first-gen A45's exhaust was a mass of pops, bangs and crackles, while this car's more rasping and rorty exhaust note is controlled by a flap in the system adjusted by engine speed and load. It's also amplified by the 'AMG Real Performance Sound' system, which puts some actual engine and exhaust noise (nothing is synthesised) through the speakers.

Open road ride comfort in the softest setting is surprisingly good, with rough surfaces unsettling the car only slightly despite the big 19s and high-performance rubber. Body control is S and S+ settings is spot-on, the car feeling planted, predictable and ultra-responsive on tight, twisting backroads.

Braking power is professional grade with six-piston calipers at the front and single piston rear, on vented and perforated rotors all around. Even following session after session on the track there wasn't a hint of fade.

Although final Australian spec is yet to be finalised, you can expect a host of active safety tech including ABS, BA, EBD, stability and traction controls, a reversing camera (with dynamic guidelines), 'Active Brake Assist' (Merc-speak fo AEB), 'Adaptive Brake', 'Attention Assist', 'Blind Spot Assist', 'Cross-wind Assist', 'Lane Keep Assist', a tyre pressure warning system, the 'Pre-Safe' accident anticipatory system, 'Traffic Sign Assist' and 'Adaptive Highbeam Assist'.

If all that fails to prevent an impact you'll be protected by nine airbags (front, pelvis and window for driver and front passenger, side airbags for rear seat occupants and a driver's knee bag), and the 'Active Bonnet' automatically tilts to minimise pedestrian injuries. A first-aid kit and hi-vis vests in the boot are thoughtful additions.

The A-Class was awarded a maximum five ANCAP stars in 2018, and for smaller occupants there are three child restraint/baby capsule top tether points across the back seat, with isofix anchors on the two outer positions.

Mercedes has a five-year, unlimited kilometre warranty which is decent for a premium brand.

Servicing is pricey, though. 

A three-year pack covering a service every 12 months (or 25,000km, whichever comes first) costs $3355, that being just three services.

Four years costs $4630, or five includes a more expensive service and brings the total to $6890. That’s an average of $1378 per service.

Finding somewhere to spend that money shouldn’t be hard as there are 100 dealers listed in Australia.

The Mercedes-AMG range is covered by a three year/unlimited km warranty, which, like Audi and BMW lags behind the mainstream market where the majority of players are now at five years/unlimited km, with some at seven years.

On the upside, Mercedes-Benz Road Care assistance is included in the deal for three years.

Service is likely to be scheduled (as per the out-going CLA 45) for 12 months/20,000km (whichever comes first) with pricing available on an 'Up-front' or 'Pay-as-you-go' basis.

For the first-gen CLA 45 pre-payment delivers a $500 saving with the first three services set at a total of $2950, compared to $3650 PAYG. Fourth and fifth services are also available for pre-purchase.