Mercedes-Benz Cle200 vs Volvo C40

What's the difference?

The CLE Coupe really feels like a car of the times. As the electric vehicle market continues to suck in resources, the days of endless variants and body styles is going to wane. But the truth is the CLE does a nice job of filling the demands that both previous C-Class Coupe and E-Class Coupe buyers are looking for.

It’s a stylish model with plenty of technology on the inside, so it should appeal to those who want something refined and elegant for their lifestyle. It has a hint of sportiness on road, without being overtly dynamic or uncomfortable; although Mercedes-AMG will cater to those buyers soon enough. And it offers the kind of space inside that buyers of both models will find acceptable (as long as they don’t have to climb into the back regularly).

The biggest challenge will be convincing C-Class customers to take the big jump up in price over the model it replaces, while at the same time convincing E-Class buyers that this is still something special and different given its similarities to the old model.

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

The C40 becomes a compelling option in the electrified small SUV space, offering a premium look and feel, great range and tech inclusions at the price, as well as awesome on-road dynamics.

Its main downsides are the rear seat, which is compromised by its platform and design-led roofline, and the overwhelming power and added traction of the dual-motor makes the single motor less attractive on the value front.

Still, regardless of variant chosen, the C40 looks to offer a stand-out balance of price, range, and performance, against its traditional rivals and newcomers alike.

Thankfully for the German brand its family look across its range means the CLE seamlessly integrates into both the C-Class and E-Class line-ups.

Mercedes does use some colourful language to describe the looks, with terms like 'sharknose' for the front end, and these ‘powerdomes’ on the bonnet, and there’s a swooping design that wraps around the tail to create a dynamic-looking vehicle.

The biggest question about design, though, is the size of the CLE, specifically how it compares to the two coupes it replaces. While based on the same basic underpinnings as the C-Class sedan, Mercedes has stretched and pulled the body to try and fill the space between it and the old E-Class Coupe.

The result is a car that is 164mm longer than the C-Class Coupe and +15mm longer than the E-Class overall, with the wheelbase stretched 25mm over the C-Class but actually 8mm shorter than the old E-Class two-door. It’s also 50mm wider than the previous C-Class but exactly the same width as the E-Class. So it’s definitely on the bigger size without actually matching up with either model it supersedes. 

Volvo has become a brand with a distinctive and consistent design language which embodies the kind of beautiful minimalism normally associated with Scandinavian brands.

I have always liked how Volvo says more with less design elements, with only gentle touches of chrome or gloss black, and a lack of over-the-top sporty pieces avoiding the temptation to over-sell the sporty potential of the brand’s range.

The C40 takes the small SUV formula, well established by its XC40 relation, and gets a bit weird and experimental. It’s slightly lower and has a more coupe-styled rear, with a strongly raked rear window giving it a sportier and more aggressive look than the rest of Volvo’s SUV range.

The styling is sold by an angular spoiler piece running atop the boot, and the rear light clusters have gone all minimalist, constructed of individual pieces rather than a single transparent housing, and they give a nod to the C30 hatchback which this car is the spiritual successor to, by name and nature.

The interior offers up no surprises, sticking to the formula Volvo has established across all of its current models. An effortlessly premium space with, again, a minimalistic dash dominated by the portrait touchscreen, the C40’s premium nature is confirmed by its finely patterned inlays, simple chrome pieces, and abundance of soft-touch surfaces.

The big upright vent fittings with clever rhomboid patterns on their adjustment dials are always a highlight piece of modern Volvos, and the pattern work is continued on the central volume adjust dial and even on the little rotating pieces of the light and wiper stalks. Clever.

Even the software is paired back on the multimedia suite and digital dashboard, with easy to use shortcuts and simple menus which suit the car.

Volvo might turn off some buyers with the more unconventional shape of the C40. But for those looking for a more traditional SUV it also offers the XC40 in the same two variants, and the Polestar 2 caters to those not looking for an SUV at all.

Not surprisingly given the exterior growth over the old C-Class Coupe, Mercedes is talking up the increased interior room and practicality. Which is crucial to the success of the CLE because in replacing both the smaller C-Class and larger E-Class coupes, it now needs to appeal to both audiences.

Front seat room is generous, with plenty of shoulder room and the seats offer good comfort and support. In the back Mercedes’ designers have managed to create 95mm more legroom than the old C-Class Coupe, but fractionally less than the E-Class Coupe (just 1mm less). The rear seats are wider than both outgoing models, both across the shoulders and the mid-section. Headroom has been increased by 10mm over the C-Class but decreased by the same amount compared to the E-Class.

Putting the measuring tape aside, while the rear seats are fine for short trips, the back of the CLE is clearly not the place to be and if you plan on using the rear seats regularly then you should be looking at one of the brand’s sedans.

As for the boot, at 420 litres it’s 60 litres bigger than the old C-Class but five litres smaller when compared to the E-Class Coupe; so once again there’s a trade-off between the two.

The C40 is essentially a XC40 with a cropped down roofline, and there are some obvious downsides which this new shape brings.

The front seat throws no surprises, though, offering plenty of room for two adults with a welcome level of adjustability for the seat and wheel. The seats could be more comfortable, though, with a notable lack of padding in the base compared to some luxury (or even non-luxury) rivals. 

I’m a fan of the fabric trim which comes on both grades, bucking the trend of needing to have leather or leather-like trim for a car to feel ‘premium’.

The ample window space up front, including the massive glass roof helps the C40’s cabin feel spacious, but the view out the rear with its aggressive design is all but a very limited letterbox aspect, particularly if the rear seat headrests are in the upright position. 

While some controls are exclusively via touch interface, there is a physical volume dial, and shortcut buttons for the defogger functions. 

Temperature is controlled by touch, however, and the detail settings have some smaller toggle adjustments. Tricky to jab at when you’re on the move.

The digital dash is refreshingly simple, but minimally adjustable, with the choice of either a nifty navigation screen, a blank screen, or trip details being the only options.

Cabin storage is good but not stellar. There are bottle holders and big pockets in the doors, a set of two cupholders in the centre (beats the Polestar 2’s single cupholder), a small tray with a wireless charger under the multimedia screen, and a smallish console armrest box.

The rear seat is where the real problem exists. Unlike the XC40, the C40’s cropped roofline means my head was hard up against the roof (I’m 182cm tall). 

I did have decent knee room behind my own seating position, however the seat comfort in the back still isn’t as good as some rivals. 

The middle position is also compromised, thanks to the raised centre floor piece the C40’s platform needs to facilitate all-wheel drive in its combustion relations.

A bottle holder appears in each door pocket, and in a rare inclusion, there are heated outboard rear seats, adjustable air vents, and USB-C charging ports.

The boot has a quoted capacity of 413 litres with the rear seats up. The floor is comparatively high suggesting a smallish space when loaded with luggage cases, for instance. Stay tuned for a follow-up review so we can see how well it holds our three-piece demo set.

The floor itself has an adjustable, pop-up divider and multiple luggage hooks, making it quite versatile, and there is a cavity beneath which can hold your charging cables as well as the inflator kit in place of a spare wheel.

When it comes to electric vehicles, it’s impossible to consider price alone, as you also have to consider driving range, and the C40 manages to impress on both fronts.

Its refreshingly simplified range consists of just two highly-specified variants, a single motor which starts from $74,990, offering a 434km driving range, or a dual motor starting from $82,490 which offers a 420km driving range.

There’s much more devil in the detail, but to set the scene there are now quite a few direct rivals in this price-bracket, including everything from the Tesla Model Y (from $72,300), Mercedes-Benz EQA (from $78,513), Polestar 2 (from $63,900) and even the Kia Niro which is similarly sized and specified (from $65,300).

Interestingly, the C40 is closely related to the Polestar 2, but has a much higher base starting price. Volvo says this is because it carries a higher standard specification, and offers the C40 without option packs.

Standard gear on the base single motor C40 includes 19-inch alloy wheels, a 9.0-inch portrait multimedia touchscreen (running a Google-based always-online software suite), LED headlights, dual-zone climate control, a fixed panoramic sunroof, electrically adjustable front seats, heated seats for the front two and outboard rear seats, a powered tailgate, as well as keyless entry with touch-free ignition.

Interestingly, Volvo also told us some 90 per cent of customer interest so far has been for the more expensive dual-motor variant, which is particularly impressive for doubling the power output while adding 20-inch alloy wheels, a 360-degree parking suite, premium Harmon Kardon audio, and an alternate interior trim.

Both variants score safety equipment and items which are otherwise part of expensive option packs in the Polestar 2 range. We’ll take a look at the full safety gear later in this review.

Overall, the C40 impresses on the premium car value front compared to rivals, bolstered by solid range and impressive performance.

The CLE200 and CLE300 are both powered by four-cylinder turbocharged petrol engines, albeit in different states of tune, and each assisted by a mild-hybrid integrated starter generator.

The CLE200 Coupé makes 150kW and 320Nm and sends it to the rear wheels via a nine-speed auto transmission. While the CLE300 4Matic Coupé gets 190kW and 400Nm but also gets (as the name gives away) Mercedes’ 4Matic all-wheel-drive system.

While not really a hybrid in the conventional sense, the integrated starter generator adds an extra 17kW/205Nm boost when required while also helping to save fuel.

Great news here, the C40 can be chosen with two powerful layouts, either a front-wheel drive 170kW/330Nm set-up, or a dual-motor all-wheel drive arrangement, able to make use of nearly double the power at 300kW/660Nm. The dual-motor is capable of sprinting from 0-100km/h in just 4.7 seconds.

The front-drive is backed by a 69kWh battery allowing it a 434km range, while the dual motor ups the battery size to 78kWh to allow a 420km driving range.

Make no mistake, the integrated starter generator is a mild-hybrid system, so don’t expect to see miserly returns from the CLE. Instead, the official figures for the pair are quite close, despite the different drivetrains.

The CLE200 has a claimed fuel rating of 7.2L/100km, while the CLE300 uses 7.4L/100km.

Surprisingly, energy consumption is quite high for both C40 variants. The single motor is the more efficient of the two, consuming 16.8kWh/100km on the more lenient ADR testing schedule, while the dual motor officially consumes 22.2kWh/100km to the same standard. I saw around 23kWh/100km overall in my short test of the dual-motor variant.

Energy consumption could be better for both, as I have achieved more consistently impressive results particularly from Hyundai and Kia electric cars.

Where the C40 is more impressive though is its charging specs, which are exactly where they need to be for a car this size. On a rapid DC charger, the C40 can charge at a rate of 150kW meaning a 10 - 80 percent charge in 40 minutes for the dual motor, or 32 minutes for the single motor.

On the slower AC standard, the C40 charges at a rate of 11kW. Expect a 10 - 80 percent charge time of around five or six hours on this standard. 

The C40 uses a European-standard Type 2 CCS charging port, although it misses out on the handy two-way charging feature offered by some rivals.

To judge the CLE on its driving merits you first need to understand where it fits within the broader Mercedes-Benz line-up. Put simply, while coupes are seen as sporty cars, the German brand has other models that are designed to appeal to driving enthusiasts; such as the upcoming AMG versions of this car and the AMG GT Coupe.

So within that context, the CLE200 and CLE300 do an admirable job of being stylish cruisers that feel at home in the city but not out of place on a winding country road. 

Sports suspension is standard on Australian delivered models, making it 15mm lower than overseas versions and fitted with firmer passive damping too. But still, it doesn’t translate to a dynamically agile and engaging sports coupe suddenly, instead it just gives the CLE a bit more sharpness when turning, at the expense of some comfort on pockmarked roads.

The engines perform nicely, the CLE200 feels adequately endowed with its 150kW/320Nm, so naturally the 190kW/400Nm CLE300 just feels like it has a bit more pep in its step. But I’d question the value of the all-wheel-drive system in a car like this, especially in Australia where the roads are rarely very slippery.

If you’ve driven any kind of XC40 or even a Polestar 2 before, the C40 will offer no surprises. It’s pretty much exactly the same from behind the wheel with a few subtle tweaks.

This is a very good thing. The C40 is quiet, easy to drive, and its electric motor and regen system offer a smooth single-pedal experience.

It is also alarmingly, overwhelmingly, rapid. While its massive set of batteries under the floor make it feel heavy off the line in stop-start traffic, sticking your boot into the accelerator will remove any doubt, particularly in the dual-motor variant, that this Volvo means business.

The dual-motor also has an incredible torque-vectoring system, making it extremely difficult to elicit so much as a squeak from its tyres. It also feels as though torque is distributed quite evenly between its two driven axles, making it feel neither prone to over- or understeer.

This has the effect of making the C40 feel somewhat indestructible in the corners, with absurd levels of grip. 

The same feeling is present in top-spec versions of the Polestar 2, only the feeling of ever-present weight is more noticeable in the higher-riding C40, which can make it unsettling to take corners at the kinds of speeds it is capable of.

The steering tune is interesting. Volvo offers two software-controlled modes, either heavy or standard, and the standard mode is heavy enough. 

Despite its electrical assistance, the wheel does continue to offer some organic feedback, making the C40 a pleasure to steer on countryside roads.

The ride is also surprisingly good, despite massive wheel options. I was impressed how easily the C40 handled most bumps and undulations, communicating little to the cabin. 

The ride can approach its limits with such big wheels and the weight of its batteries, generally these are communicated via unsettling thuds from underneath the car. Regular undulations at higher speeds also had the C40 bouncing around a little.

On the whole, though, the cabin is kept relatively insulated and serene, adding an element of total confidence, similar to that offered by Teslas, whilst offering better ride quality with a softer edge. At higher speed, at least on the 20-inch wheels, road noise does pick up, however.

In terms of electric driving, there is a single adjustable setting for regen. The car either offers a full single pedal mode with maximum regenerative braking to bring the car to a halt with the motor alone, or a ‘standard’ mode which tones the regen down and offers it blended in via the brake pedal. 

Single pedal mode is more efficient. I suggest you stick to it if you want to make the most of this car’s efficiency.

I was surprised to have so few complaints about the C40’s drive experience. This is a balanced and capable EV which is yet another example of how even vehicles which use combustion platforms are improved out of sight by full electrification.

Sticking to its brand promise, Volvo offers the full range of active safety equipment on the C40 regardless of variant.

This includes freeway-speed auto emergency braking, rear auto braking, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, and one of the best adaptive cruise control systems on the market.

The only item the single motor misses out on is a 360-degree parking camera, which is exclusive to the dual motor variant.

It is notable how the adaptive cruise control, blind spot monitoring rear cross-traffic alert, and rear auto braking are on the options list for the Polestar 2.

These active systems combined with eight airbags (the standard dual front, side, and curtain, as well as a driver’s knee and centre airbag) make for a five-star ANCAP safety rating to the latest 2022 standards.

The CLE is covered by Mercedes Australia’s usual five-year/unlimited kilometre warranty.

The brand offers pre-purchased service plans for maintenance covering three, four or five years, starting at $3325 then $4535 and then $6800.

The C40 is covered by Volvo’s five year and unlimited kilometre warranty, with a separate eight-year, 160,000km warranty for the battery. There is also eight years of roadside assistance attached.

It is pleasing to see the service intervals for the C40 are long, as they should be for an electric car with so few moving parts, set at two years or 30,000km. 

The first 24 month service is free of charge, and Volvo tells us service pricing after this period will average out to around $100 a year ($200 per visit).