Volvo C40 vs Mercedes-Benz CLA

What's the difference?

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.

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.

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.

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 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.

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.

Priced at $85,500 before on-road costs, the CLA 35 sits $15,300 upstream of the CLA 250 but is $25,700 cheaper than the $111,200 CLA 45.

Standard equipment includes leather interior, dual-zone climate control, electronically adjustable front seats with heating and memory function, keyless entry and push-button start, 64-colour ambient lighting, and a wireless smartphone charger.

AMG specific appointments include 19-inch wheels, a flat-bottomed steering wheel, sports exhaust, high-performance brakes with silver-painted calipers, blacked-out exterior highlights, sports suspension, a racy bodykit and speed-sensitive steering.

Instrumentation is displayed on a 10.25-inch screen, which can be customised and features AMG readouts.

The multimedia system, which includes satellite navigation, digital radio and Apple CarPlay/Android Auto connectivity, is also outputted to a 10.25-inch screen, with inputs including touch, voice commands, centre touch pad or steering wheel controls.

Our test car also came with a ‘Mojave Silver Metallic’ paint finish and 'Vision Package', adding $1190 and $990 to the bottom line each.

The Vision Package adds LED headlights with adaptive high beams, a panoramic glass sunroof and surround-view monitor.

Straddling the lines between a small- and mid-size sedan, the CLA 35 doesn’t really have any direct competitors, which is reflected in its pricing that slots it between the Audi S3 and S4 sedans.

Though the CLA 35 features a long list of equipment, it is still a sizeable chunk of coin, costing more than the C300 sedan and Volvo S60 T8 PHEV, the latter boasting higher engine outputs.

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.

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.

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.

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.

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.

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.

The CLA 35 has not been tested by ANCAP or Euro NCAP, but the standard CLA range was awarded a five-star rating in September 2019.

Standard safety equipment in the CLA 35 includes autonomous emergency braking, automatic high beams, nine airbags, drive attention alert, blind-spot monitoring with exit warning, lane-keep assist, traffic sign recognition and tyre pressure monitoring.

The standard CLA also comes with these features, and was awarded 96 and 92 per cent respectively in ANCAP adult occupant and child occupant protection tests.

For the vulnerable road user and safety assist examinations, the standard CLA scored 91 and 76 per cent respectively.

ANCAP says the AEB system works from seven-200km/h.

Of note, adaptive cruise control is not standard in the CLA 35 like it is in the CLA 45. Instead, buyers will have to tick the 'Driving Assistance Package' box for the feature, which also comes bundled with cross-traffic alert and lane change assist.

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).

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.