Mercedes-Benz CLA vs Lexus Es350E

What's the difference?

Is the Mercedes-AMG CLA 35 the perfect choice in the sleek sedan’s line-up?

Well, if you are after outright performance, then the answer still clearly lies with the CLA 45. But for those that just want a little more pep compared to the standard CLA range, the 35 is undoubtedly the one to get.

It’s not without its flaws, though, commanding a $15,000 price premium over the CLA 250 and a tougher-than-we’d-like ride, but if you value a more engaging drive and a brisk 0-100km/h time, the CLA 35 should definitely be on your shopping list.

Since launching in Australia in 1992, the ES has always felt like what it clearly was: an overpriced and overblown Camry that never quite drove well enough to justify its premium positioning.

It felt sub-Lexus in most of the ways that mattered.

The ES350e, however, builds on the Camry basics with unique styling, packaging, steering, suspension and powertrain, while evolving the technology and luxury with the times.

A few ergonomic missteps aside, this is by far the best version ever, and an exceptional value proposition to boot.

In EV guise at least, four decades and eight generations in, the ES has finally come of age.

From the front, the CLA 35 exterior oozes style and luxury.

Up front, the sleek and slender headlights emphasise the width of the fascia, while the large Mercedes logo sits proudly front and centre of the CLA’s nose.

There are subtle hints to the CLA 35’s sportiness too, with a slightly bulging bonnet and chiselled lower chin.

The grille is also unique on the 35, with a dual-horizontal slat design instead of the non-AMG CLA’s diamond pattern or the CLA 45’s Panamericana grille.

To my eye, the front of the CLA 35 is actually a bit too tame in styling for an AMG model. I prefer the in-your-face aggression of the CLA 45’s widened track and front grille, while the CLA 35 opts for more subtle styling cues. To each their own, though.

The silver paintwork of our test car probably doesn’t help, and if it was my choice I'd pick 'Sun Yellow' or 'Denim Blue' to stand out a bit more from the sea of black, grey and white German cars out there.

Move to the rear of the car though, and a large rear diffuser, big dual-exhaust outlets and a bootlid spoiler are much more befitting an AMG model.

Step inside the CLA and you will see it adopts the same dashboard design as all new-generation Mercedes vehicles built on the MFA2 platform, with the 'MBUX' dual-screen layout, large air-vents and central touchpad.

Our car was specced out with red-leather interior, which is a bit too loud for my tastes, but a two-tone black leather/titanium grey combo can also be had at no extra cost.

Sitting inside the CLA 35, you can tell it’s a modern car thanks to the clean layout of all the controls, while the screen-heavy dashboard definitely makes it feel tech-focused.

The Lexus is considerably taller now. That’s because it rides a little higher, like a crossover sedan. Which the traditional Lexus demographic ought to love.

The dimensions tell the story, being 5145mm long (+170mm over the previous ES), 1920mm wide (+55mm), 1555mm tall (+115mm) and with a 2950mm (+80mm) wheelbase.

The fastback styling, aiding aerodynamics, fits in with the current, rakish Toyota Crown sadly not seen in Australia that the ES shares much of its TNGA-K architecture with.

Its low bonnet line, fresh LED lighting signatures, blanked-out grille and edgy details like the heavy side crease lines, unique recessed door handles, frameless mirror casings and 21-inch turbine alloys, give the Lexus EV a boldness that finally banishes the old blobbiness.

Against the sparkling metallic silver, even the hockey-stick side motif has a place, though it may not be to everybody’s taste.

If the ES’ architectural exterior seems fussy, the interior is far calmer, with an inviting warmth and elegant layout that, while still minimalist, avoids the cold, bare, buttonless and oversized screen sameness of many premium EVs nowadays.

Oh, and it’s also massive inside.

Measuring 4695mm long, 1834mm wide, 1399mm tall and with a 2729mm wheelbase, the CLA 35 is definitely a sizeable sedan in the metal.

This actually makes the CLA 35 slightly longer and wider than a non-AMG C-Class sedan that measures 4686 and 1810mm respectively, but don’t expect the same level of practical interior space.

With a heavily sloped roofline, rear-seat comfort takes a hit. My 183cm (6.0ft) frame could not sit upright behind my driving position without tilting my head, while legroom was also slightly lacking.

With such large C-pillars and a small rear window, the second-row can actually feel a little claustrophobic for full-sized adults, but will seat children quite comfortably.

Second-row amenities include air-vents, two USB-C ports, back-of-seat storage nets, bottle holders in the doors, and two cupholders in the fold-down arm rest.

Just like at a music concert though, the best seats in the CLA 35 are up front, with plenty of room for heads, shoulders and legs.

The cabin is also much more light-filled up front, making for a more pleasant experience.

The front seats are electronically adjustable, as is the steering column, but the headrests are fixed.

Storage options include sizeable door bins, a centre console cubby, glove box, two cupholders and a wireless smartphone charger.

Boot space is 460 litres, but can expand with the rear split-fold 40/20/40 rear seats stowed.

Though the boot looks small and shallow on the outside, the aperture is actually quite large, and can easily accommodate a large suitcase with plenty of room to spare.

Fun fact time. The latest ES is also larger than the original Lexus LS400 created to challenge the Mercedes-Benz S-Class in 1990. And the second-gen version from 1995. And the third released in 2001.

Wide doors and a higher-set cabin than in most sedans allow for effortless entry to, and egress from, a comprehensively modernised and impressively roomy interior that progresses in some areas and regresses in others.

Let’s begin with the positives by championing the shapely front seats that cosset and support beautifully the moment you sink yourself in them. Even after hours at the wheel. And heating elements add to their cosy feel on a frosty morning.

In fact, with its subtle diffusion, the highly effective heat-pump-aided climate control system feels lush, radiating within a cocooning, quiet environment that helps isolate its occupants from the outside world.

It isn’t difficult to find a commanding driving position either, assisted by exceptionally large mirrors and a crystal-clear surround-view camera display that help overcome poor side and rear vision that comes with the ES’ inherent shape.

Employing Toyota’s new operating system, as also found in the latest RAV4, results in improved multimedia connectivity, speed and functionality, with localised voice control tech that now understands Australianisms like ‘take me to Woollies’. The audio quality is also great.

Access to most controls is fine, with a special shout out to a redesigned gear lever that feels reassuringly intuitive (not a given in the electrified age), while there is a decent level of storage within the centre console, under it, in the door pockets (though they are too narrow for one-litre bottles) and in the glovebox if you remove the encyclopaedic handbook.

Banishing the Camry-esque mess of the old dashboard design, the new ES brings a far simpler look and cleaner layout, and is better for it.

But perhaps Lexus has gone too far the other way.

If it weren’t for the soft rubber fascia top, lovely bamboo panel inserts, head-up display and sumptuous seating material, it would seem more Chinese generic than Japanese luxury.

Plus, the freshly designed steering wheel’s powdery sheen also feels sub-brand. Like a flimsy handshake, it lacks… substance. Owners of previous models will immediately notice.

Worse still, while the infuriating capacitive switches that render operating the cruise control a guessing game on other contemporary Lexuses like the latest NX and RX have thankfully disappeared here, so have illuminated buttons.

Lexus crows on about the ES’ “hidden switches” on the steering wheel spokes and lower centre console area, with symbols that remain invisible until a hand hovers over them. A stupid guessing game you play at, say, 80km/h, only then can you see where to land a digit, demanding the driver’s attention and consequently taking eyes off the road for a moment. How did this unnecessary distraction and complexity get into production? Are legacy carmakers this bereft of sensibility?

So is eliminating climate controls buttons for touchscreen access only, because Elon Musk decided it was cool a decade ago. And remember how Lexuses used to have a large knob protruding out the side of the binnacle for driving mode settings? Look at last year’s ES to remind yourself. Now, you’ll again need to dive into the central display, rather than intuitively twist or push something probably while travelling at speed. First Mazda CX-5. Now Lexus. Japan, you’re better than this.

Enough whining.

Used examples of the ES enjoy a stellar career as high-end taxis and the reason has always been because of the rear seat.

This time around, with a longer wheelbase than before, there’s even more space for heads, shoulders, legs and knees. And the Lexus goes the extra mile again with perfectly comfortable outboard cushions and (fixed) backrests, a wide centre armrest, face-level vents, USB-C ports, overhead lighting, door sunshades and even longer doors to enter and exit from.

As with the front, the rear’s premium ambience is enhanced by the trim and textures that feel a cut above.

Further back, the ES’ cargo capacity is a handy 517 litres (VDA), and the floor is wide and flat, though the backrests are fixed so the only extra versatility is a ski port into the cabin, while the provided charge cables are not secured anywhere, rolling around inside the boot.

Underneath the floor is a wheel well, but no spare tyre; instead there is a repair kit that cannot fix blowouts, always destroys the tyre after use (even after a minor puncture) and is hundreds of dollars to replenish. No thanks. These are totally inadequate for Australian roads.

Now, the biggest news is that going electric costs just $2000 more than the established 300h hybrid redesign that is right behind the EVs.

Starting from $77,000 before on-road costs, the electric ES range is basically an all-in-one package with no options bar the powertrain.

The 350e Sport luxury grade is loaded, with adaptive LED headlights, leather upholstery, radiant heating climate control, a head-up display, a 14-inch touchscreen with panoramic-view monitor, wireless Apple CarPlay and Android Auto, twin wireless phone chargers, five USB-C ports, 17-speaker premium audio, a panoramic roof with sunshade, powered/vented/heated front seats and steering wheel with driver’s side memory settings, acoustic side glass, rear door sunshade, a powered boot lid, easy-close doors, automatic parking, adaptive dampers and 21-inch alloys shod with Michelin tyres. Classy.

It also brings paddle shifters for five levels of regenerative braking and an artificial sporty exhaust mode, as well as a plethora of advanced driver-assistance systems (ADAS) including autonomous emergency braking (AEB). More on safety later on.

There’s also a five-year free subscription to Lexus’ Connected+ services, allowing for a range of benefits including remote vehicle functionality and location if stolen, among other features, as well as six years of a Connected Media subscription.

Another $7000 buys the 500e Sport Luxury, adding a second electric motor that’s located on the rear axle for all-wheel drive and significantly extra performance, as well as an artificial manual mode that holds each fake gear ratio to the point it seems like it’s bouncing off a rev limiter. Weirdly entertaining.

Given this is now essentially a full-sized sedan, $77,000 buys a lot of EV metal compared to the properly mid-sized Polestar 2, Model 3 and Mercedes CLA alternatives.

Only the MG IM5 range, which is a big and bulbous liftback from China, substantially undercuts the ES.

That the Lexus now looks like a Lexus tops off an undeniably compelling value proposition.

Powered by a 2.0-litre, turbo-petrol four-cylinder engine, the CLA 35 punches out 225kW/400Nm.

Drive is sent through a seven-speed dual-clutch automatic transmissions to the road via Mercedes’ '4Matic' all-wheel-drive system, enabling a 0-100km/h sprint in the 1603kg sedan in just 4.7 seconds. Top speed is electronically limited to 250km/h.

Though I didn’t get a chance to test the latter, the former certainly feels accurate when taking off from a freeway on ramp, however, there is some hesitation from the turbo in getting on boost.

Peak power comes in at 5800rpm, while maximum torque is available from 3000-4000rpm.

Under the ES350e’s bonnet is a permanent-magnet synchronous electric motor, that sends 167kW of power and 269Nm of torque to the front wheels via a single-speed transmission. It is capable of going from zero to 100km/h in 8.0 seconds flat, on the way to a top speed of 160km/h.

Choosing the ES500e adds an 88kW/170Nm electric motor located on the rear axle, for a total of 252kW of power (Lexus does not quote a combined torque figure) and AWD. This slashes 2.5 seconds off the 0-100km/h time, to just 5.5 seconds, while boosting top speed to 180km/h.

The AWD system can distribute up to 100 per cent of the available torque to whichever axle needs it for optimum traction, though in normal conditions the front/rear split when cornering is between 80/20 and 25/75.

Four driving modes are offered: Eco, Normal, Sport and Range (to maximise distance efficiency), while a Custom setting allows personalisation by altering the various powertrain, steering and suspension settings.

Officially, the CLA 35 sips 7.5 litres per 100km on the combined cycle, but we managed a 9.9L/100km figure in our week with the car.

The majority of our driving was done in inner-city environments, with the two trips down the freeway to seek out twisty country rounds.

Minimum fuel grade in the CLA 35 is 98 RON.

Integrated into the TNGA-K architecture low down between the axles, the ES350e's 74.7kWh lithium-ion battery offers a WLTP range of 510km, which is 45km more than the 500e AWD’s 465km WLTP rating.

Driven at sustained highway speeds of up to 110km/h, via some fast corners as well as through inner urban streets, we were on track to achieve about 380km between charges.

Lexus says the ES350e's WLTP energy consumption is 16.4kWh/100km, or 1.5kWh better than the 500e AWD.

Of the four driving modes – Eco, Normal, Sport and Range – Range locks in front/rear torque distribution to 70/30 whilst restricting outputs to maximise efficiency.

The ES offers 22kW three-phase AC charging, and a maximum of 150kW DC charging.

The CLA 35 might not offer the outright thrills or breadth of capability of the CLA 45, but don’t think the cut-price AMG offers up a cut-rate driving experience.

From the driver’s seat, one of the cool things about the CLA 35 is that it doesn’t actually look any different from its more expensive sibling.

The drive-mode selector that is now embedded on the steering wheel is fantastic, a feature first seen on the Mercedes-AMG GT 4-door, and makes changing the driving dynamics on the fly an absolute breeze.

In fact, we think all cars where you can select drive modes should have a selector on the steering wheel like this, which lets you quickly and easily dial it up or down while keeping your hands on the wheel.

'Comfort', 'Sport', 'Sport+' and 'Individual' modes are available, while the transmission can also be put into manual mode independently for those that prefer to use the flappy paddles.

Suspension settings can also be tweaked regardless of which drive mode you are in, and it’s this level of customisability that we appreciate.

You want loud exhaust pops and the engine in full attack with manual shifting and the softest suspension? Sure, that’s doable here in the CLA 35. And toning it down to its most comfortable settings is just a flick of the wrist away.

The steering feels a little numb on centre and at slower speeds, though feedback picks right up with speed and is communicative enough when the road starts to get twisty.

Fitted with wide and sticky Michelin rubber, as well as the aforementioned all-wheel drive system, the CLA 35 is certainly not lacking in grip.

The suspension does an okay job of absorbing bumps, but uneven surfaces, like Melbourne’s tram tracks, can send uncomfortable jolts into the cabin if travelling quickly.

In fact, we think the ride comfort of the CLA 35 is probably its weakest aspect, offering not enough variability in its Comfort and Sport settings, and instead settling somewhere in between, regardless of drive mode.

The CLA 35 is ultimately still a fun and engaging sports sedan, though there are some sacrifices made to get it there.

Arguably the biggest difference from behind the wheel in the latest ES is not its larger body or the 350e’s single-motor EV powertrain, but the deeper changes made to the TNGA-K architecture that complement it.

While obviously still very related underneath to the previous model’s platform that’s also shared across most mid-sized Toyota and Lexus models, the extended wheelbase, stronger body, heavily revised steering and suspension geometry up front and a multi-link rear end in place of the old trailing arm-type set-up really switch things up.

In the 350e, they transform the ES from a bloated Camry to a proper, athletic-ish Lexus.

Like in most EVs, that starts with instant, rich acceleration and super-smooth power delivery, that translates to immediate throttle response and strong performance. Even in Eco. Select Sport, and you’ll enjoy a feisty, fast point-to-point luxury sedan. Rapid refinement.

That would be a waste if the chassis wasn’t up for some cornering hijinks, which – thanks mainly to the slicker steering and new independent rear suspension – the ES executes with confidence and poise.

Along our ragged hilly road test route festooned with potholes, broken bitumen edges and off-kilter camber, where the old one would sometimes struggle to maintain the driver’s chosen line, this one zips straight through, without being bumped out of shape.

Now, the steering isn’t especially sharp or tactile to the point where the driver feels connected to or as-one with the road, but then it’s not nervous or slavishly following each contour to the nth degree, either, so hits a handling happy medium.

The new adaptive dampers no doubt help keep everything in control here, but their bigger talent is soaking up the bumps and keeping everything cushy, comfortable and quiet – words we would never have collectively described any previous ES, especially ones wearing 21-inch wheels like today’s car. Quality Michelin tyres help.

Apart from a trigger-happy bleating driver monitor, the ADAS tech is sufficiently tuned for Australian road conditions, and that also helps maintain dynamic decorum.

Overall, then, at least in this initial launch driving phase, the new 350e feels safe and planted like a modern Camry to drive, but with a newfound polish and sophistication to finally leap-frog its proletarian Toyota fraternal twin and justify the hefty price difference.

The ES is now a relaxing pleasure to drive, with just enough talent to engage a keener driver. Yes, there are more fun and exciting luxury sedans out there, but this Lexus finally earns its stripes from behind the wheel.

And for that we’re pleasantly surprised and definitely somewhat astounded.

There is currently no ANCAP crash-test rating for the Lexus ES. But it does come with a long list of safety features.

Along with the AEB system that detects bikes, motorcycles and pedestrians, you’ll find front and rear cross-traffic alerts, intersection collision avoidance support, front and rear parking support braking and Emergency Driving Stop System that, if the driver becomes unresponsive, automatically slows the vehicle to a gradual stop, activates the hazard flashers, unlocks all doors and places an SOS call to emergency services.

Other ADAS tech includes a blind-spot monitor, emergency steering assist, lane trace assist, adaptive cruise control, road sign assist and automatic high beam.

Additionally, an electronic door latch system features safe exit assist, that delays a door from opening onto oncoming traffic until the danger has passed.

Nine airbags are fitted, including a centre airbag up front, while three child-seat top tether latches and a pair of ISOFIX anchorage points are integrated into the ES’ rear seat.

As with all new Mercedes-Benz models, the CLA 35 comes with a five-year/unlimited kilometre warranty, which is one of the best assurance periods offered by a premium carmaker.

It also comes with five years of roadside assist.

Scheduled service intervals are every 25,000km or 12 months, whichever comes first.

A three-year service plan is available for $2150 for new CLA 35 buyers, saving $500 when priced individually.

Four- and five-year plans are also available, and are priced at $4200 and $4950 respectively.

Lexus offers a five-year/unlimited kilometre warranty and roadside assistance, which is no more than average nowadays.

Service intervals are every 12 months or 15,000km, with capped-price servicing available at $625 annually for five years.

Starting from July 1, 2026, new ES owners can join the Encore Signature membership program. Free for five years, it is designed to keep them in the Lexus dealer network, providing access to free service loan vehicles, airport lounge access, hotel/restaurant offers and discounted fuel from Ampol, among other benefits.

There is also a five-year free subscription to Lexus Connected services with SOS and vehicle tracking features, as well as enhanced multimedia functionality.

At the time of publishing, there were 33 Lexus dealers across Australia.