Mercedes-Benz CLA200 vs BMW I4

What's the difference?

The Mercedes-Benz CLA 200 is sleek, well-equipped, and beautifully engineered. That said, it’s pricey. You can get a car that’s 80 percent as good for 50 per cent of the price. But getting that extra 20 percent in terms of refinement, dynamic ability and design sophistication is what you’re paying for. If you’ve got the extra dough, top dollar buys you a spot on the top shelf.

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

The BMW i4 balances a solid, old-school feel with the beauty and stunning looks of high-end technology. It feels like the end of an era for the German brand before it leaps into the screen-heavy age of software-defined vehicles.

While BMW hasn’t publicly announced an end-date for i4 production just yet, the new i3 is bound to overshadow it once it arrives. It offers more than double the claimed range and will likely address a number of this car’s flaws.

In the meantime however, the i4 is definitely worth considering if you value driving dynamics and a quality feel in a car that you can drive daily.

While the way a car looks is a subjective call, and as always, your thoughts are welcome in the comments below, I’m putting it out there… this is a beautiful machine. And Gordon Wagener’s not pulling any punches, either. He thinks it has the potential to become, “a modern design icon.”

The long bonnet, cab-rear, wide-track proportions sit within a slightly larger footprint. The new CLA is marginally longer, wider, lower overall, and has a lengthier wheelbase than the model it replaces. And the car’s intricate mix of gently curved surfaces and hard lines is expertly managed, with a standard AMG body kit, complete with 18-inch rims, adding just a hint of macho intent.

The angle of the shoulder runs from this character line, virtually unchanged up to the roof, and the inward slope of the side glass (car designers call it tumblehome) is quite pronounced. And the sweeping curve at the top of the front guards is defined by hard strakes on the outer edges of the bonnet.

The rear view is arguably the CLA’s most appealing angle with the intersection of the sloping turret, boot, and rear guards neatly resolved.

It’s super slick aerodynamically, as well, boasting a Cd of 0.23, running a close second to it’s A-Class sedan sibling (0.22) which Merc claims as the world’s most aero-efficient series production four-door.

But what about the inside? Well, the biggest visual feature is the customisable MBUX media and data interface, expressed dramatically through a pair of 10.25-inch widescreens.

The info available and number of configurations offered is mind-blowing. It’s very 2019 and spot-on target for the digital generation.

Piano black surfaces around the dash and console lift the tone (but pick up the fingerprints) while the signature turbine-style vents add another flash of visual interest without compromising function.

Other highlights include front seats with racy one-piece backs (reflected on the top of the outer rear seats, as well), frameless doors enhancing the coupe feel, and neatly detailed stitching around the dash and doors.

The BMW i4 is firmly at the end of its lifecycle, however its exterior design is ageing like fine wine. This is apt given our tester was finished in delicious-looking 'Fire Red' metallic paint.

The overall proportions of this car are gorgeous, especially towards the rear where the roofline is drawn out, accentuating the liftback look.

This latest update only brought minor tweaks to the design, including refreshed headlight and tail-light signatures. As mentioned above, the M Sport package is now also standard which does give this car a subtly sporty look.

Inside the design marries together the best of the old and new worlds. A major highlight is the curved display housing not only the 12.3-inch digital instrument cluster, but also a 14.9-inch touchscreen multimedia display. It’s a stunning setup that looks ultra modern.

On the flipside however, there is still a lot of physical switchgear on the centre console, including a rotary iDrive controller that allows you to control the content on the screen. It’s a great setup if you like to avoid getting fingerprints on the touchscreen.

While there are a few applications of glossy piano black around the cabin, it’s balanced nicely with other metallic and matt finishes. You’re able to choose from a few different trim inlays, including aluminium and open-pore wood, for no extra cost.

Lastly, the new M Sport steering wheel looks great in this car and adds a lovely sporty touch to the interior.

Despite a two mm drop in overall height, the CLA’s front headroom has been extended by 17mm, and there’s lots of room up front, with storage running to two cupholders in the centre console, a lidded bin/armrest between the seats (including twin USB ports), an overhead sunglass holder, decent door pockets with room for bottles and a medium-size glove box.

There’s also a mat for wireless device charging at the front of the centre console, complete with another USB input (just in case).

But what does that sexy, sloping roofline do for space in the rear?

Sitting behind the driver's seat set to my (183cm) position, there’s adequate legroom, but despite Merc claiming an extra 3.0mm of headroom, my noggin made firm contact with the headliner.

It’s worth remembering this is a coupe-style four-door, with the packaging compromises a swoopy roof brings. You could call it a ‘2+3’, with a couple of doors added to make access to the back seats easier.

A centre fold-down armrest incorporates two cupholders, again there are generous pockets in the doors with room for bottles, map pockets on the front seatbacks, and adjustable ventilation outlets set into the back of the front centre console are a welcome inclusion.

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. Kids will be fine.

Boot volume is a healthy 460 litres (VDA), which is down 10 litres on the first-gen car, but the aperture has been widened by no less than 262mm, and a 40/20/40 split-folding rear seat opens up extra space. There are tie-down hooks, a 12-volt outlet and elasticised storage pockets either side of the load space to further enhance useability, plus a cargo net is included.

No news on towing capacity at this stage, and don’t bother looking for a spare, the tyres are run flats.

Hopping into the i4, it’s clear you’re getting into a low-slung vehicle. If you’ve got poor mobility, it may be worth looking elsewhere.

Once you’re in though, the cockpit is a lovely space to spend time. The driver’s seat is beautifully comfortable and offers plenty of adjustment, including extendable thigh support.

Ahead of the driver the steering wheel is rather thick in classic BMW fashion. I appreciate the physical buttons and scroll wheels as they’re easy to understand and use on the fly.

The curved display not only looks stunning, but is functional and easy to use. The digital instrument cluster has a number of layouts you can choose from and it can be paired with the head-up display, which is great to refer to at a glance.

Moving across, there is a lot going on with the central multimedia system. It can feel overwhelming with the amount of content and information to begin with, but once you start poking around, things are logically sorted.

Thankfully there are also a series of shortcut buttons always at the bottom of the screen to take you to key menus.

Adding to this, there is the flexibility of having the iDrive controller. Reaching the far side of the screen from the driver’s seat can be a bit of a stretch and being able to use the rotary dial on the move is much easier.

There is wireless Apple CarPlay and Android Auto as standard. It takes up the full touchscreen display, which looks great.

Looking around the cabin, storage space is fine but not amazing. There are two cupholders plus a wireless charger tucked behind them on the centre console, plus a shallow centre storage area under the central armrest.

Hopping into the second row, it’s clear the focus for this car is on the occupants up front. The door aperture is rather narrow, making it tricky to get in and out gracefully.

In the second row space is nothing more than adequate. At a leggy 182cm tall, my legs almost touch the seat in front when it’s set to my driving position and my head almost brushes the roofliner. I’d struggle to spend a lot of time back here.

This is compounded by the massive hump in the centre that’s a carryover from the combustion platform this car is based on.

Second-row amenities include climate control with air vents mounted on the back of the centre console, two USB-C ports, as well as a fold-down armrest with cupholders.

At the back there is a large liftback that opens and closes electronically. With the rear seats upright there is 470L of boot space, which expands to 1290L when folded.

While this is not massive in terms of outright capacity over a similarly sized sedan, the envelope is much more open and usable.

There’s also a section under the boot floor that’s generously sized for power cables, among other odds and ends.

BMW now only offers one version of the i4 in Australia, the eDrive35. It dropped the M Performance grade when the facelift was introduced last year.

The 2026 BMW i4 eDrive35 is priced from $88,900 before on-road costs, which is $1100 more than it was in pre-update guise.

It’s worth noting that it now picks up the M Sport package as standard which gains sporty exterior and interior highlights. This was previously offered on defunct eDrive40 trim.

Critically the i4 remains under the LCT threshold which means that if you put it on a novated lease it’s exempt from Fringe Benefits Tax.

Standard features include 18-inch alloy wheels, LED headlights, power tailgate, 12.3-inch digital instrument cluster, 14.9-inch touchscreen multimedia system, wireless Apple CarPlay and Android Auto, synthetic leather upholstery and heated front seats.

It’s fairly standard on this front, though a heated steering wheel and ventilated front seats would make for a nice touch. However, this would likely tip it over the LCT threshold.

The CLA 200 is powered by Merc’s 1.3-litre (M 282), direct-injection four-cylinder turbo-petrol engine driving the front wheels through a seven-speed dual-clutch auto transmission (with paddle shifters on the wheel).

It’s the product of a joint development with Renault, and outputs are 120kW at 5500rpm and 250Nm at 1620rpm, which is pretty impressive for such a small capacity unit.

The single turbo features an electronically controlled wastegate and flexible charge pressure control to optimise boost across the entire rev range (rev ceiling is 6300rpm), with an equal focus on power, step-off throttle response and fuel efficiency.

The i4 eDrive35 continues to be powered by a single, rear-mounted electric motor that produces an unchanged 210kW and 400Nm.

This is nothing revolutionary in terms of the powertrain, though it’s nice it retains a rear-wheel drive-layout like the discontinued 4 Series Gran Coupe this car is based on.

BMW claims the i4 eDrive35 can do the 0-100km/h sprint in 6.0 seconds and the top speed is 190km/h.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 5.7L/100km, the CLA emitting 130g/km of CO2 in the process.

At just over 1.4 tonnes it’s fairly hefty for its size, but at partial load between 1250-3800rpm two of the engine’s four cylinders shut down to improve economy. ‘ECO’ mode dampens performance in the name of improved economy, plus stop-start is standard.

And over roughly 200km of freeway, city and suburban running we saw an average of 7.5L/100km courtesy of the on-board read-out.

Minimum fuel requirement is 95 RON premium unleaded, and you’ll need 43 litres of it to fill the tank, which at our real-world average delivers a range of approximately 575km.

The electric motor is fed by a 70kWh lithium-ion battery pack that allows for up to 448km of claimed range, according to ADR 81/02 testing.

This is 18km more than the pre-update car thanks to silicon carbide semiconductor components which are claimed to reduce energy consumption and increase range.

However, the Tesla Model 3 and Polestar 2 both still offer more range for less money.

BMW claims the i4 eDrive35 consumes an average of 16.3kWh/100km, according to ADR 81/02 testing. Over my 200km of urban testing I saw an average of 17.5kWh/100km, which isn’t fantastic as EVs are predominantly more efficient in the city.

Using my as-tested consumption, this means you have a theoretical range of 379km. That’s not great, though this range issue will be addressed with the forthcoming i3 electric sedan.

AC charging is available at rates up to 11kW, whereas DC fast-charging is offered at rates up to 180kW, allowing for a 10 to 80 per cent charge in 32 minutes.

So, despite the engine’s small capacity the addition of a turbo means peak torque (250Nm) arrives at just 1620rpm. Power delivery is linear and mid-range acceleration is healthy. Claimed 0-100km/h acceleration is 8.2sec, which is neither sluggish nor particularly fast, but performance is more than adequate around town and on the highway.

The seven-speed dual-clutch auto shifts smoothly, but not particularly rapidly, although a switch to manual mode and use of the wheel-mounted paddles means you can be more selective about which ratio you’re in and for how long.

Standard suspension set-up is strut front, multi-link rear, with many of the components made from aluminium to reduce unsprung weight, and the CLA feels nimble through twisting backroad bends.

Our test car was optioned with the AMG Exclusive Package, which includes adaptive dampers. And no surprise ‘Sport’ mode is severe, and the fillings in your teeth (unless you’re one of those strange people that don’t have any) will be in danger of rattling loose over anything other than a billiard table smooth surface.

By contrast, ‘Comfort’ lives up to its name with a supremely compliant ride without any sacrifice in terms of balance and (taut) body control. The standard 18-inch rims, shod with 225/45 rubber, don’t put a disenable dent in proceedings, either.

The electro-mechanical steering points accurately and delivers a good connection with what’s happening at the front wheels. Assistance is subtle.

Brakes are vented discs up front, with solid rotors at the rear. Purely in the interests of a full and well-rounded review we enthusiastically pushed through some lengthy B-road sections, and the pedal remained firm and consistent.

In short the CLA is a refined city coupe that doubles as a comfortable touring car.

BMW has positioned itself as creating vehicles that are the ‘ultimate driving machine’ for decades now and this i4 is no exception.

While it’s not an outright performance powerhouse, it doesn’t need to be in order to feel engaging to drive.

The rear-mounted electric motor produces a decent 210kW/400Nm and it’s enough to get moving in frenetic urban traffic with ease. You’ll rarely want any more out on the open road either as rolling acceleration is decent.

The regenerative braking system in this car feels natural and transitions to the friction brakes with no awkward lurching or inconsistencies.

I like how you can drive this car like a regular combustion car using both the accelerator and brake pedals, or with an extra flick of the gear selector you can activate one-pedal driving. During my loan I played around with both and didn’t have a favourite as both feel well tuned and easy to adapt to.

The steering is direct and on the lighter side, making the car feel agile and nimble on the move. However, in low-speed situations you realise the turning circle isn’t fantastic…

I appreciate that BMW opted for standard 18-inch alloy wheels that are paired with tyres that have chubby sidewalls as this keeps the ride from being harsh and jittery, especially over firmer bumps.

Don’t worry if 18 inches aren’t enough though, BMW offers alloy wheel options that go all the way up to 22 inches.

This is the type of car that suits a long-distance road trip as it’s such an easy and fun car to cruise around in. That's why it’s so unfortunate that the range limits how you can travel before recharges.

In terms of noise, vibration and harshness (NVH) in the cabin, the i4 is naturally quiet given it’s an EV. However, it feels like there’s extra insulation because even at high speeds tyre and wind noise are virtually nonexistent, creating a hushed and tranquil interior ambience.

The BMW i4 received a four-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022.

It was held back from receiving a five-star rating due to its ‘Safety Assist’ score of 62 per cent. A car needed to receive a minimum of 70 per cent back in 2022 to achieve five stars.

It’s also worth noting that the Australian-specification BMW i4’s autonomous emergency braking (AEB) and lane support systems are claimed to be of a “higher standard” than the European-specification car tested by Euro NCAP. However, BMW never provided ANCAP with an Australian-spec i4 for verification testing.

Standard safety highlights include AEB, blind-spot monitoring, rear cross-traffic alert, lane departure warning, adaptive cruise control, front and rear parking sensors, plus a surround-view camera.

One of the few safety features that is missing is an active lane-keep assist or lane-centring function. When you drift near a marked line the steering wheel only vibrates to notify you and doesn’t physically move you back into the lane.

The Mercedes-Benz range is covered by a three year/unlimited km warranty, which, like Audi and BMW continues to lag 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’ roadside assistance is included in the deal for three years.

Service is scheduled for 12 months/25,000km (whichever comes first) with pricing available on an 'Up-front' or 'Pay-as-you-go' basis.

For the CLA, pre-payment delivers a $500 saving, with the first three services set at a total of $2050, compared to $2550 PAYG. Fourth and fifth services are also available for pre-purchase.

Like all electric BMWs, the i4 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 160,000km.

A five-year warranty has been commonplace within the premium space for a few years now, whereas many mainstream brands have since moved up to seven years of coverage, or longer in some cases. It’s far from competitive.

Owners also receive three years of complimentary roadside assistance.

BMW offers a six-year pre-paid service package priced at $2420, which averages out to just over $400 per year.