Mercedes-Benz CLA250 vs BYD Sealion 8

What's the difference?

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.

There’s no denying the value the BYD Sealion 8 Premium offers as it packs a lot in for the price. Its efficiency and inoffensive looks add up to a good package and reflect what it does well. That said, the underwhelming driving experience and clunky media system are noticeable. Whether they're deal breakers is up to you.

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 Sealion 8 is a big unit, and its design leans more towards soft and rounded than sharp. There’s a sense of restraint with its pillowy panels, smooth curves and flush door handles all contributing to a clean, almost clinical look.

The 21-inch wheels add a bit of presence, as does the full-width LED light bar with its braided design. But overall, it doesn’t try too hard to stand out. It’s inoffensive - clean and easy on the eye, but it stops short of having any sense of identity.

Inside, the cabin carries that same restrained approach. There’s black leather upholstery, some interesting geometric detailing through the panels and speaker grilles and a generous use of soft-touch materials throughout.

The large displays and panoramic sunroof help lift the space, giving it a premium feel, but more importantly, it’s just a comfortable, easy place to spend time. Which, for a family SUV, arguably matters more than anything else.

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.

Up front, storage and general usability are well thought out. There’s a handy shelf tucked underneath the centre console with two USB-C ports, while a tray above houses the fast wireless charging pad. You also get a sunglasses holder, two cupholders and decent-sized bottle holders in the doors, so it’s easy to keep things organised.

Seat comfort is a highlight, and the overall layout is clean and easy to live with, but the same can’t be said for the multimedia system. While the graphics are sharp and the touchscreen is responsive, functionality isn’t always its strong suit. Wireless Apple CarPlay and Android Auto are included, but CarPlay required reconnecting on every drive during testing and the digital radio and phone calls experienced noticeable signal dropouts. It’s the kind of friction that chips away at the day-to-day experience and starts to feel out of step with how polished the rest of the cabin is.

There’s also a heavy reliance on the screen for core functions. Climate control is integrated, which is fairly standard, but so too are things like headlight controls. It might suit those who are used to navigating everything through a screen, but needing to dig through menus to adjust something like auto high beam on the move feels like a step too far. Bring back buttons.

The second row is where the Sealion 8 really leans into its family-friendly brief. Space is generous, with enough width to comfortably accommodate three adults and the flat floor helps here too. There are three top tether points and two ISOFIX mounts, while charging is covered by a USB-A and USB-C port.

Amenities are a standout. The outboard seats mirror the front with heating, ventilation and massage functions, which quickly become a favourite, alongside dedicated climate controls, roof-mounted air vents and multiple cupholders. A set of sunshades would round things out nicely, but it’s otherwise a very accommodating space.

Access to the third row is less impressive. The manual slide and tilt mechanism feels a little heavy and fiddly to operate and the space itself is best reserved for kids. In practice, that means younger passengers will likely take the path of least resistance, as mine did and simply climb over the second row instead.

Amenities are fairly basic, with directional air vents and cupholders, but there’s no charging provision back there. You do, however, get two top tether points and ISOFIX mounts, which will be a plus for larger families.

Around the back, the boot is a practical, usable space with a wide opening and flat loading floor. With all three rows in place, there’s 270L on offer, which is enough for a few school bags or a grocery run, expanding to 960L with the third row folded. There’s no spare tyre, just a repair kit, which may be a consideration for regional drivers. A 12-volt socket and powered tailgate round things out in this grade.

The BYD Sealion 8 range is relatively straightforward, with two grades on offer and the base variant available with a choice of two drivetrains. For this review, we’re in the flagship Premium AWD, which is priced from $70,990 before on-road costs.

It lines up against the Chery Tiggo 9 Super Hybrid at $65,430 driveaway, the Kia Sorento GT-Line PHEV from $71,130 before on-roads, and the Mazda CX-80 P50e Azami, which stretches up to $87,950 before on-road costs.

On paper, the Sealion 8 Premium doesn’t quite undercut the Chery on price or match its claimed 170km (NEDC) electric-only range, but it’s not far off, with a still-impressive 152km (NEDC). And when you look at the broader package, it starts to make a fairly strong value argument, particularly against its other key rivals.

The 'Premium' badge isn’t just for show, either. Equipment is generous, with highlights including a fixed panoramic sunroof with an electric sunshade, leather-appointed upholstery, a heated steering wheel, and heated, ventilated and massaging seats not just in the front, but for the outboard seats in the second row as well - a feature that hasn’t gone unnoticed by my nine-year old.

Technology is a clear focus. There’s a 10.25-inch digital instrument cluster, a large 15.6-inch touchscreen multimedia system and a 26-inch augmented reality head-up display, alongside wireless Apple CarPlay and Android Auto, a 50W wireless charging pad and a 21-speaker DiSound audio system. BYD also includes 2GB of data per month for the first two years to support its 4G connectivity and over-the-air updates.

Practical touches round things out, with keyless entry and start, NFC card access and a digital key via the BYD app, a powered tailgate, vehicle-to-load (V2L) capability, rain-sensing wipers, sound insulation for the front doors and windscreen and three-zone climate control.

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.

The BYD Sealion 8 Premium is all-wheel drive and pairs a 1.5-litre, four-cylinder, turbo-petrol engine with two electric motors, one on each axle. Combined outputs sit at a hefty 359kW and 675Nm, which comfortably out-muscles its key rivals.

Those figures do drop back to a more modest 110kW and 220Nm when running on the petrol engine alone.

Performance is strong for a large family SUV, with a claimed 0-100km/h sprint time of 4.9 seconds. You can toggle between pure EV and hybrid modes depending on the drive, which adds a layer of flexibility that suits short daily trips and longer highway runs.

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.

Charging is handled via a Type 2 CCS port, with support for up to 11kW on AC and up to 74kW on a DC fast charger. BYD claims a 30 to 80 per cent recharge can be done in as little as 20 minutes under ideal conditions.

The 35.6kWh lithium iron phosphate (LFP) battery is a standout, delivering a claimed electric-only driving range of 152km on the NEDC cycle. That figure is on the optimistic side compared to WLTP testing, but even with that in mind, it remains an impressive number for a plug-in hybrid of this size.

With a full battery, the combined fuel consumption is rated at just 1.0L/100km, translating to a theoretical driving range of over 1000km. Real-world results will vary depending on how often you’re able to charge and the type of driving you’re doing, but after a week that included a fair stretch of highway driving, my trip computer was showing 6.3L/100km. Overall, it’s a solid result, particularly for something with this level of performance.

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.

On-road performance is where things become a bit of a mixed bag. There’s no denying the Sealion 8 Premium is quick and it leans more heavily into its EV character than many large plug-in hybrids. It’s quiet in hybrid mode and responsive off the mark, which makes it easy to keep pace in traffic and overtake when needed. For something of its size, it also does a good job of masking its weight on the move.

Regenerative braking is offered in two levels, but even the stronger setting feels fairly mild. The upside is smoother low-speed driving, with none of the abruptness you sometimes get in hybrids, and it does still recover a decent amount of energy, particularly on longer descents.

Where it falls short is in its overall dynamics. The steering and suspension are tuned for comfort, which results in a soft, slightly floaty feel on the road. It’s not unpleasant and around town it actually suits the car’s brief, but there’s a noticeable lack of feedback and control if you’re expecting something more composed.

Visibility and driver positioning also take some getting used to. The forward view is decent, but the pillars are quite thick and it can be difficult to find a driving position that doesn’t feel a little enclosed.

Judging the edges of the car isn’t always intuitive, and while the 360-degree camera is clear, its perspective can feel slightly off. Objects tend to appear much farther away than they are, which isn’t the most reassuring combination when you’re trying to manoeuvre in tighter spaces.

The BYD Sealion 8 is yet to be tested by ANCAP and therefore remains unrated at this stage. That said, it comes equipped with a comprehensive suite of safety features, along with nine airbags including side chest airbags for the front and second rows.

Standard equipment includes seatbelt reminders for all seating positions, front and rear parking sensors, driver attention monitoring and alert, tyre pressure monitoring, traffic sign recognition and autonomous emergency braking. It also features front and rear collision warning, blind-spot monitoring, rear and front cross-traffic alert and side exit assist.

On the road, however, some of the active safety systems are less polished in execution. The adaptive cruise control can feel abrupt when slowing down and slow to regain speed, while the steering assist can be overly reactive through corners. Lane keeping also lacks consistency, with the system not always engaging as expected.

For families, child seat provision is strong, with four ISOFIX anchor points and five top tether mounts across the cabin, along with child presence detection.

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.

BYD offers the Sealion 8 with a six-year/150,000km warranty and an eight-year or up to 160,000km battery warranty. Both terms are competitive for its class.

Service is recommended every 12 months/20,000km with each workshop visit averaging a solid $596 for the first five years (year four is $1360). Accessing a BYD service centre is fairly easy as there are around 70 centres nationwide now.

BYD recommends premium unleaded petrol (95RON) to be used for the Sealion 8.