The Concept The CLA-Class EV is a clear-sheet electric-initial design that is roughly the same length as the current CLA car.

Its 800-volt architecture, two-speed gearbox, and rear-mounted engine must deliver far higher performance than the most recent EVs, permitting a range of about 400 miles.

There are many features that came out of the Vision EQXX concept, such as the MBUX Superscreen that spans the entire cabin.


Today in Munich, Mercedes-Benz unveiled the Concept CLA-Class electric vehicle. The current product designation and comments describing it as “close to generation” suggest that the items shown below will appear in the upcoming comprehensive redesign of the CLA.

According to representatives, production of the new electric luxury car will start in late 2024, meaning the Mercedes-Benz CLA will be the last model to be sold in the U.S. market in 2025. In addition, there will be three more spinoffs: two SUVs that might possibly replace the GLA and GLB, as well as a waggon variation that we may or may not see.

The concept is a “electric initially” clean-sheet design and layout using the new Mercedes-Benz Modular Architecture (MMA), which was created to support entry-level EVs. It does appear just how you might be expecting a future-era CLA-class to appear, even though it has a few strategy-car flourishes. Its approximate 185-inch length (no precise measurements were provided, but the designer acknowledged that roughly) is comparable to the current CLA, which steps 184.6 inches. The basic model has a wide stance and 21-inch six-spoke wheels with 255/35R-21 front and 285/30R-21 rear tyres. Highlights of the structure include a beautifully sculpted shark snout with a trendy undercut and clean flanks in the shape of a flowing Coke bottle. Because they want to provide ICE engines as well, the hood is also unusually long for an EV.

The EV will be offered in single-motor rear-drive and twin-motor all-wheel push variations, but Mercedes wasn’t quite ready to say whether the ICE vehicles will employ rear travel like the EV concept or be entrance-motorists like the new CLA. According to the Idea CLA Course, which was unveiled, power will come from a single rear-mounted permanent magnet synchronous motor with a 235-hp capacity, using MB.EDU (Mercedes-Benz Electric Push Unit) technology from the Eyesight EQXX principle, which requires “close to zero percent” rare-earth materials. Instead of using the standard immediate-generate setup, its output is produced via a two-speed gearbox, allowing for improved efficiency at a wider range of speeds. Another key performance nod is the usage of 800-volt design by the battery and motor. The idea also includes a cutting-edge heat pump that, even in the winter, works similarly to a home heat pump by extracting heat from the outside air in addition to transferring heat from the engine to the cabin.

The scant performance specifications made public highlight the payout, with an estimated range of 750 km and extremely low use estimated at 12 kWh per 100 kilometres on Europe’s WLTP test cycle. Our translation, which uses much more typical EPA terminology, suggests 400 miles of range and performance that is close to 150 MPGe. In fact, the 800-volt architecture will enable DC fast-charging at 250 kW, which might allow an additional 200 miles of range (by American standards) to be added in 15 minutes. Mercedes withheld the battery size, but the same calculations that were used to arrive at the above estimations suggest that 90 kWh of useful capacity is achievable. The tracks match the proportions of the car, which has a large stance, a longer wheelbase, and shorter overhangs than the most recent CLA but is still a compact vehicle compared to, instance, a Lucid Air.

It turns out that there will be two different lithium-ion battery chemistries available. The more expensive option, which undoubtedly extends the range of the technique, has anodes with silicon-oxide components that increase electricity density. The entry-level model will make use of lithium-iron phosphate, a far less expensive material that is likely to result in a battery with a lower kWh rating and less variety. With 400 miles at the big end, that is sure to be a persuasive number, though.

The interior is dominated by an EQXX-driven MBUX Superscreen since it serves as the cabin’s de facto dashboard. The panel continues uninterrupted to the passenger side, where your passenger could theoretically watch videos, control the audio system, export navigation routes to the driver, and more (specific US features aren’t yet very clear). The devices and infotainment sub-screens occupy their usual locations. It is genuinely powered by MB.All of the car’s electrical systems are connected by an OS chip-to-cloud architecture, creating what Mercedes claims will be a distinctive user interface and user experience. We have our doubts because the system only ran in demo mode, had few real physical controls, and was otherwise very challenging to evaluate. But avoiding the MB is impossible.OS chip itself, as it is kept on the subfloor below the Superscreen in a glowing water-cooled enclosure that resembles a flux capacitor from Back to the Future. Yes, it is highly unlikely that will happen.

Other interior features of the idea, such the starry-night roof that is etched with hundreds of few-pointed stars, are likewise unlikely to see the light of day. There is no obvious tint on that roof, and there is no structural crossmember visible behind the windscreen header. There is more silver-hued leather on the floor (and firewall!) than we have ever seen in our lives, and the one-piece 4-put bucket seats are likewise improbable. But it is fairly simple to look past all of that and consider a much more factory-all set arrangement with a tinted glass roof supported by an additional crossmember, along with conventional-looking seats and d├ęcor. Also extremely desired would be a lot more bodily switchgear.