Mercedes-Benz CLA45 vs Mercedes-Benz S-Class

What's the difference?

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.

Mercedes-Benz set out to restore the S-Class' place amongst the greatest sedans in the world.

In the heavily-optioned, near-$250K-plus S450 as well as the extended S450L at $300K as tested (the sweet spot of the range for now), we reckon the Germans have succeeded, pushing safety, comfort and technology boundaries, in a package that is true to the heritage of the series.

Tax-fuelled sky-high prices will certainly keep the S-Class niche in Australia, but the car is more than good enough to dominate its tiny corner of the upper-large luxury car sphere.

The best new car in the world? We reckon it's highly likely. Mission accomplished, Mercedes.

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.

Most Mercedes models have followed the Russian Doll-style cookie-cutter styling theme, and the heavy family look continues with the W223.

Still, the flush door handles do add a touch of Tesla-esque modernity, while the elegant silhouette and clean lines are in keeping with the luxury aspirations. Larger in every dimension compared to the old W222, the S450 is some 71mm-longer in wheelbase (3106mm) than before while the LWB's has stretched out by 51mm (3216mm), benefiting proportions as well as interior packaging.

AMG-branded wheels look sporty but – in the S450 at least – they're perhaps a tad too gangster. A set of flush alloys would give it a more-modern and techier appearance, in our opinion.

Overall, however, the S-Class ‘7' possesses the prerequisite richness of design. It isn't as bold and mould-breaking as models like the W116 were back in their day, but the styling is still a success.

By the way, the latest S-Class is the first Mercedes to employ the MRA2 longitudinal platform, which is rich in lightweight steels (50 per cent aluminium), is correspondingly stronger than before but also 60kg lighter.

With a drag co-efficiency rating as low as 0.22Cd on some overseas grades, the W223 is one of the most aerodynamic production vehicles in history.

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.

For the beginning of our day with the S-Class, we were chauffeured from home to a mansion in Kew, a blue-chip Melbourne suburb. Our heavily-optioned S450L featured most of the aforementioned extras – including the Business Class Package and Rear Entertainment Package – and the experience was predictably, sumptuously memorable.

Reclining individual rear seats with easy-reach tablets, armrests offering access to all multimedia and available climatised and massaging cushions and backrests... we're no longer in our normal ride, Toto.

Yet, all these trinkets and gizmos are mere add-ons, that can turn a stretched Caprice into a flash hen's night carriage if enough money and glitz is thrown at it.

No, the new S-Class must impress in an altogether less tangible and more philosophical manner, involving all the senses, and not just what we see, hear and touch. It must appeal beyond the superficial. Otherwise, it is not a large Mercedes-Benz luxury sedan in the classic manner.

This is a Herculean task for the Stuttgart designers and engineers. By and large, though, the Three-Pointed Star has succeeded in achieving something special.

In its perception of peerless quality and engineering, the W223 is striving to move forward and look back simultaneously to the glory days of the seminal W126 (1980-1991). This is through meshing traditional virtues like solidity and quality materials while dazzling its passengers with technology that is still friendly enough to want to enhance your experience.

You can sink into the soft lounge seats, watch the world pass by silently outside and never be aware of the road underneath or the engine ahead. Double glazing, exquisite and aromatic fabrics and materials and lush tactile surfaces work their magic inside the car, while an airtight and aero body, solid platform, air suspension and a muted yet muscular powertrain all do their thing underneath. The atmosphere is special and rarefied. That's what an S-Class needs to be and that's what is happening in our $299,000 (as tested) S450L.

The same more-or-less applies up front, as the same trim, leather, wood and technology surrounds the driver and passenger. The spectre of the car that is surely The Car of the Last Decade – Tesla's Model S – is evident in the portrait touchscreen and sparse, almost wallflower dashboard design and layout. No big imposing architectures here.

Yet, while the American upstart actually takes stuff away, the S-Class packs the cabin with subtle features that – like when the planes stopped flying last year and the birdsong subsequently returned – only become obvious once the cabin's design simplicity clears all the white noise for you to be in a better frame of mind to enjoy them.   

Take the haptic interface, for example, as it is perhaps the best we've experienced; the sense of well-being garnered from the cumulative effects of profound seat comfort (the massaging function was never switched off), cocooning micro climate environmental control, orchestral levels of audio entertainment and the theatre of light and vision performed by the two available screens; it is an automotive experience like no other. And the eye-tracking 3D-effect navigation set within the electronic instrumentation. No need for cinematic glasses to get the effect. The driving position itself, by the way, is also first class.

Room to stretch and grow for sure, and in every direction. But room for improvement? You betcha.

Your tester had a headache after a little while staring at that woozy 3D map. The central vents – four at the front, two in the rear – look and feel cheap, leaving us mentally redesigning them; they are frightfully out of place here; the carryover column-stalk auto lever should have been binned in 2005. And, even though the digital instruments have a number of options, none are elegant enough for the S-Class. That's an especially subjective criticism, clearly, but one that – in the context of classic Mercedes luxury sedan contenders – is justified given how timeless the Bruno Sacco era of Daimler design was. Look him up, kids.

Still, after a couple of hours behind the wheel, with our senses reset to calm, it is obvious that the S-Class cabin is a unique and wonderful place – as it should be at a cool quarter-of-a-million dollars.

Job done.

PS At 550 litres (20L more than before), the boot is massive and luxurious enough to sleep in.

Right now, only two S-Class models are available – the S450 from $240,700 plus on-road costs and the 110mm extended-wheelbase S450L (LWB) for another $24,900 on top. Most buyers overwhelmingly opt for the latter.

Despite what the numbers may suggest, both are powered by a 3.0-litre in-line six-cylinder turbo petrol engine, delivering 270kW of power and 500Nm of torque to all four wheels via a nine-speed torque-converter automatic. Greater choices are coming later, including an all-electric version known as the EQS.

Almost every conceivable safety item is standard on the S-Class, including world-first rear-seat airbags located behind the front seats in the LWB model, taking the surround-airbag count to 10.

You'll also find route-based Speed Adaptation (adhering to the posted speed limits), Evasive Steering Assist (a sophisticated form of crash mitigation), adaptive cruise control with active stop/go, Active Lane Change Assist that automatically moves the car into the lane you indicate to), Mercedes' PreSafe crash-preparation tech that primes all the safety systems for impact, electronic stability program that encapsulates all the active driver-assist tech, Active Emergency Stop Assist, Autonomous Emergency Braking front and rear (including for cyclists and pedestrians), Traffic Sign Assist, Parking Package with Active Parking Assist and 360-degree camera and tyre pressure monitors.

On the equipment front there is the latest iteration of Mercedes' MBUX multimedia system with (another) world-first 3D display, complementing an OLED central display, powered closing doors, leather upholstery, air suspension, leather upholstery, velour floor mats, a multi-beam LED headlight system with adaptive high beams, heated and folding exterior mirrors, heat and noise-insulating acoustic glass for front side windows, dark privacy glass for rear windows, sunroof, roller sunblinds for rear windows, metallic paint and 20-inch AMG alloy wheels on runflat tyres.

Want cutting-edge multimedia? There's MBUX II's augmented reality for navigation and fingerprint scanner, as well as a more natural-speech Mercedes-Me Connect voice activation with global search.

Plus, predictive navigation with live traffic, parked vehicle locator, vehicle tracking, emergency call, maintenance management and tele-diagnostics, digital radio, Burmester 3D surround-sound system with 15 speakers and 710W amplifier, remote door locking/unlocking, geofencing, speed-fencing, valet parking, head-up display, Smart Phone integration with Apple CarPlay/Android Auto, wireless charging, ambient lighting, two-zone climate control, poplar wood trim, electric adjustment for front seats, steering column with memory function, climatised front seats, keyless entry/go with flush-fitting door handles offering hands-free access (including for the electric boot),

Besides the ‘forward facing' airbag for the rear-seat occupants, the S450L also scores electrically adjustable rear seats with memory and automatic rear climate control.

Key options – and the list is massive – include an $8700 Rear Entertainment Package, that brings rear-multimedia access, rear tablets with wireless headsets and rear-seat wireless smart phone charging, an AMG Line pack with a body kit, different alloys and larger front brakes ($6500), Business Class Package that includes aircraft-style reclining rear seating and tray tables ($14,500), Nappa leather ($5000), augmented-reality HUD ($2900), 21-inch wheels ($2000) and four-wheel steering ($2700). There's also a $14,500 Energising Package with contoured seating, heated-everything and massaging seats.

Please keep in mind our test cars featured many such extras. Tick all the boxes and you can add nearly $100,000 to the price of your S-Class.

So, is the S450 good value? Given some of the breakthrough safety and luxury features it offers, it is unique. Too bad the Federal Government's Luxury Car Tax makes them so much more expensive than they need to be.

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.

Where are the V8s?

Right now, the only W223 you can buy is powered by an all-new 2999cc 3.0-litre in-line direct-injection six-cylinder turbo petrol engine dubbed the M256, complete with double overhead cams, an electric compressor intercooler and assistance from a 48-volt mild hybrid system and integrated starter-generator, adding 16kW and 250Nm to the 270kW of power at 6100rpm and 500Nm of torque from 1600-4500rpm.

The 9G-Tronic torque-converter automatic transmission and 4Matic all-wheel drive system combination is a first for the S-Class in Australia.

Top speed is limited to 250km/h, while the 0-100km/h sprint-time takes just 5.1 seconds in both models. Impressive for a two-tonne-plus luxury limo.

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.

With the aid of the mild-hybrid system, the S450 returned a combined average of an impressive 8.2 litres per 100km, which translates to 187 grams of carbon dioxide emissions per kilometre. 95 RON premium unleaded (or higher) is recommended. In the urban run it consumes 11.3L/100km (11.5 for S450L), and just 6.4L/100km (6.5 for S450L) in the extra-urban result.

At 76 litres, the fuel tank will allow a combined average range of about 927km between refills.

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.

In former times, as the Germans say, a ‘450' on the boot indicated V8 power. In the W116 S-Class era it was one of the world's most evocative badges when ‘SEL' was also attached.

As mentioned earlier, though, it's the M256 3.0-litre turbo-petrol with a 48-volt ‘mild hybrid' electrical system that's doing the driving, to all four wheels. The real V8 W223 will probably surface later this year or in early 2022 with the S580L flagship. Bring it on.

This is not to say that S450 isn't good enough. With that electrified assistance, the blown straight six is smooth and swift off the line and rapid as the auto seamlessly steps up through all nine gears. Because it's so hushed and refined, it doesn't feel 5.1s to 100 clicks quick, but watching the speedo says otherwise – acceleration is assertive and strong right up way past the legal speed limit.

All that's missing is the burbling soundtrack of a classic Benz bent-eight. Oh well. Outstanding economy is a price we're literally willing to pay in lieu.

Even more impressive is the S450's ability to hustle along mountain roads like an overgrown sports sedan.

Now, for Australia, all S-Classes are fitted standard with an adaptive ‘Airmatic' air-suspension set-up, including air springs and self-levelling tech. In Comfort up to 60km/h, the ride height can be raised by 30mm, or lowered by 10mm under the standard 130mm baseline in Sport at any velocity, while in Sport+ it falls another 17mm.

With that in mind, yes, the standard air suspension performs a magnificent job smothering out most surface imperfections around town. Yet its real other party trick is to tighten up the chassis when corners get interesting and Sport mode is selected. Aided by progressively weighted and reassuringly responsive steering, the Mercedes tips into turns with precision and poise, slicing through with virtually no discernible body lean or understeer.

Now, we're not talking a leisurely drive on rural highways here, but Healesville's famous Chum Creek Road, where even a Porsche Cayman would feel like it's had a strenuous dynamic workout. The S-Class can be hurried along with confidence and finesse, displaying outstanding handling and roadholding for a 5.2-metre long limo. And the fact that the ride quality only suffers marginally when the red horns are out is all the more remarkable.

Back in the cut-and-thrust of inner-city peak-hour traffic, the Benz in Comfort mode continued to reveal its driver-orientated yet passenger-focused twin-personalities, zipping in and out of gaps while remaining comfy and composed inside.

Only when parking in tight spots are you truly aware that the W223 is longer than a Mazda CX-9. The optional four-wheel-steering system is claimed to slash the turning circle to A-Class hatchback levels. 10.9 metres is the claim.

The 2021 S-Class never ceases to amaze and delight.

The W223 S-Class has not been crash-tested yet by ANCAP or European affiliate EuroNCAP, so does not have a star rating. However, Mercedes-Benz claims it has striven to create one of the safety vehicles on the planet. Who are we to argue?

Almost every conceivable safety item is standard on the S-Class, including world-first rear-seat airbags located behind the front seats in the LWB model, taking the surround-airbag count to 10.

You'll also find route-based Speed Adaptation (adhering to the posted speed limits), Evasive Steering Assist (a sophisticated form of crash mitigation), adaptive cruise control with active stop/go, Active Lane Change Assist that automatically moves the car into the lane you indicate to), Mercedes' PreSafe crash-preparation tech that primes all the safety systems for impact, electronic stability program that encapsulates all the active driver-assist tech, Active Emergency Stop Assist, Autonomous Emergency Braking front and rear (including for cyclists and pedestrians, at speeds from 7km/h to over 200km/h), Traffic Sign Assist, Parking Package with Active Parking Assist and 360-degree camera and tyre pressure monitors.

The Active Lane Keeping Assist works in a speed range of between 60km/h and 250km/h while Active Steer Assist helps the driver follow the lane at speeds of up to 210km/h.

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.

Unlike many luxury brands that persist with a sub-par three-year warranty, Mercedes-Benz offers a five-year/unlimited kilometre warranty.

Intervals are every year or 25,000km, with a capped price service plan starting at $800 for the first year, $1200 for the second year and $1400 for the third year, totalling $3400. Alternatively, there is a Service Plan starting at $2700 for the first three years (saving $700 from the normal capped-price service plan), $3600 for four years and $5400 for five years.