It’s no secret that cars have been steadily losing market share to crossover SUVs, both in the mainstream volume sector and amongst premium brands. BMW, for instance, sold less than half of its D-segment 3 and 4 Series models last year than it did in 2010, while Mercedes’ C-Class sales were down by two-thirds over the same decade. Bucking the trend is Tesla’s Model 3, which benefited from 12,800 deliveries in Canada in 2021, compared to just 4,348 for the 3 Series and 3,010 of the C-Class.
Tesla’s Model 3 outsold all other D-segment competitors in the U.S. market too, last year, thanks to 121,610 unit-sales compared to 49,461 BMW 3 Series deliveries (72,398 including the 4 Series) and 30,815 C-Class sales (which comes in three body styles).
The Model 3 also swept the D segments of 28 European countries throughout 2021, due to 141,429 total deliveries, selling more units across the Atlantic and in Canadian and the U.S. combined (as per JATO Dynamics). By comparison, the once-dominant 3 Series only managed to deliver 116,250 units in Europe during the same 12 months.
Back in Canada, the Model 3’s crossover sibling, dubbed Model Y, wasn’t able to top the compact luxury SUV charts. Still, with 6,400 examples down Canadian roads it managed a solid sixth-place ranking in a market segment filled with 20 competitors. Ahead of the Model Y was Audi’s Q5 in first place with 9,968 unit-sales, while Acura’s RDX was second with 7,976 deliveries. In third place was BMW’s X3 finding 7,506 new buyers, while Lexus’ NX was fourth with 7,283 units, and in fifth was Mercedes-Benz’ GLC-Class thanks to 6,887 new owners.
South of the 49th, sales results and rankings took a major swing in the Model Y’s favour, however, with 161,529 unit-sales compared to just 86,478 combined BMW X3 and X4 deliveries (with 75,858 for the X3 and 10,620 for the X4). Considering that Canada often replicates what American does in this market segment, although at around 10 percent of the volume, it’s highly probable that Tesla’s compact SUV will place higher when supply is able to meet demand. Of course, we’ll need to see Tesla Canada’s quarterly numbers (which should arrive in early April) before knowing if the Texas-based automaker has managed to allocate enough Model Y units to our market. Then again, even if the Model Y isn’t in the number one position after Q1 ends, it will likely achieve this feat before the year is over.
Of note, Tesla currently has Model 3 and Model Y factory leasing and financing rates at just zero percent, so make sure to check out the 2022 Tesla Model 3 Canada Prices page and 2022 Tesla Model Y Canada Prices page to learn about details. You can also configure your Model 3, Model Y, Model S or Model X within the CarCostCanada site or by downloading our free app at the Google Play Store or Apple Store.
Modern-day crossover sport utilities are great, but let’s face it, most everyone’s got one these days. There’s a reason, of course, as they combine loads of practicality with car-like attributes, with some even coming close to matching the performance of sport sedans.
Mercedes’ AMG sub-brand is good example of the latter thanks to the German brand providing Canadian luxury buyers with hyper-tuned versions of their GLA subcompact SUV, GLC compact SUV (including the GLC Coupe), GLE mid-size SUV (the GLE Coupe only coming in AMG trims), and rugged G full-size off-road capable SUV, but take note that performance buyers wanting the same kind of utility as an SUV with even better cornering capability, due to inherently lower centres of gravity, can opt for Mercedes’ lineup of performance wagons too.
Mercedes has a long history of producing ultra-quick wagons, the 1979 (W123-body) 500 TE AMG quickly coming to mind, so it’s great news to diehard performance enthusiasts that the tradition continues to this day. Check out the brand’s retail website and you’ll easily find AMG-tuned versions of its C- and E-Class Wagons, including the AMG C 43 4Matic Wagon on this page, plus the AMG E 53 4Matic+ Wagon and AMG E 63 S 4Matic+ Wagon.
While very practical for those with active lifestyles, the last car on this list might be outside of most buyers’ budgets at $124,200, although if you’re late for Johnny or Jenny’s morning skate there’s no better way to make up for lost time than in a five-door that can shoot from standstill to 100km/h in an unfathomable 3.3 seconds. The fire-breathing demon under the hood is Mercedes’ 603 horsepower 4.0-litre biturbo V8, while the $87,800 AMG E 53 4Matic+ Wagon still does pretty well with a 4.5-second run to 100 km/h from its 429 horsepower 3.0-litre inline six.
The smaller AMG C 43 4Matic Wagon is most affordable at $60,900, but don’t let its relatively inexpensive price make you think it’s by any means lethargic off the line. In fact, its 385-horsepower 3.0-litre biturbo V6, which features rapid-multispark ignition and a high-pressure direct injection system, launches it from zero to 100 km/h in just 4.8 seconds, much credit to 384 lb-ft of torque, and the noise emanating from its engine bay and available sport exhaust system means that its auditory delights are almost as delectable as the rush of speed to the head.
Interestingly, the only D-segment wagon on the Canadian market with similar engine specs to this AMG C 43 is Volvo’s 405 horsepower V60 Polestar, but as amazing as its engineering is, the Swedish automaker’s ultra-smooth 2.0-litre turbocharged and supercharged hybrid powertrain is not as stimulating as the AMG C 43 Wagon’s rambunctious V6, or for that matter its new AMG SpeedShift TCT nine-speed transmission, or its AMG tuned 4Matic all-wheel drive system.
I’ve seen the C 43 in black and it looks a lot more menacing than my tester’s Polar White, but Mercedes made up for its angelic do-gooder appearance with plenty of standard matte and optional glossy black exterior accents. Highlights include a black mesh front grille and lower vent gratings within a deeper front fascia, plus gloss-black strakes over corner vents, the mirror housings, the partial glass roof and roof rails, the side window trim, the aggressive rear diffuser, the four exhaust pipes, and the 19-inch alloy wheels encircled by Continental ContiSportContact SSR 225/40 high performance summer tires.
My test model’s LED headlights were style statements of their own, with each featuring a trio of separate lighting elements that look as good as the well-lit road ahead, while nice splashes of chrome around the body remind everything that this is AMG C 43 is a Mercedes-Benz after all, and therefore designed to be just as luxurious as it is sporty.
To that end, proximity keyless entry allows access to the cabin, where your eyes will likely first fixate upon two of the most impressive sport seats in industry. They’re covered in black perforated leather with red stitching and brushed aluminum four-point harness holes on their upper backrests, as well as a small AMG badge at centre. Then again, it’s quite possible you’ll first be distracted by the incredible door panel design, which gets even more brushed and satin-finish aluminum trim, as well as optional drilled aluminum Burmester speaker grilles and black leather with red stitching elsewhere.
The red-stitched, padded leather treatment continues over to the dash top and instrument panel, all the way down each side of the centre stack, while the latter features gorgeous optional carbon-fibre surfacing that extends down to the lower centre console that terminates at a big, bisected centre armrest/storage bin lid finished in yet more soft leather with red stitching.
Big in mind, two large glass sunroofs look like a single panoramic roof at first glance, yet provide more torsional rigidity than a full glass roof would. Considering the C 43 Wagon is capable of a 250-km/h (155-mph) terminal velocity, as well as harrowing at-the-limit handling, it’s critical to have a stiff body structure, and fortunately this minimizes the luxurious wagon’s wind and road noise.
Of course Mercedes wraps the roof pillars in the same high-quality fabric as the roofliner, which helps to reduce NVH levels somewhat, but most is due to the rigid body structure noted earlier, plus the various seals, insulation, engine and component mounts, plus more. Therefore it’s a near silent experience, other than the rumbling of the engine and/or the sensational Burmester audio system.
It’s possible to control the volume of its 13 speakers from a beautifully detailed knurled metal cylinder switch on the right steering wheel spoke, this being only one of the C 43’s impressive array of steering wheel buttons, toggles and touch-sensitive pads. Yes, each spoke gets its own classic Blackberry-like touchpad that lets you scroll through the available digital gauge cluster or the main display on the centre stack. The steering wheel rim is as attractive as the metallic surfaced spokes, its partial Nappa leather-wrapping around flattened sides and bottom for an F1-inspired look, while a slim red leather top marker aligns the centre, and suede-look Dinamica (much like Alcantara) makes for better grip at each side.
I’d have to say there’s more satin-finish and brushed aluminum trimmings in the AMG C 43 than any rival, but rather than looking garish Mercedes pulls it off with a tasteful level of retro steampunk coolness that elevates it into a class of one. The highlight for me are its five circular air vents on the instrument panel, the three in the middle hovering above an attractive row of knurled metal-topped satin aluminum toggle-like switches, and these are only upstaged by a great looking knurled metal cylinder switch for the drive mode select, which includes Comfort, Sport, Sport+ and Slippery settings. There’s a rotating dial for the infotainment system too, this also finished in knurled aluminum, and positioned just underneath Mercedes’ trademark palm rest, which doubles as a touchpad with an upgrade.
Premium brands mostly use better quality digital displays than their mainstream volume competitors, which is how it should be given their loftier prices, and Mercedes is no different. In fact, the most recently updated three-pointed star cars and SUVs include the brand’s ultra-advanced double-display design that seamlessly mates a tablet-style 12.3-inch screen directly in front of the driver for all primary gauges with an identically sized infotainment display. This said the current fourth-generation (W205) C-Class (S205 for the wagon) introduced in September of 2014 for the 2015 model year, and therefore in its seventh production year, hasn’t been updated with latest dash design yet, but its more conventional hooded analogue gauge cluster (with a big multi-information display at centre) can be swapped out for a 12.3-inch set of digital instruments when upgrading to the C 43 Wagon’s Technology package.
Mercedes digital instrument cluster is as colourful as any on the market, and very customizable with a variety of background designs and plenty of multi-info functions. It allows for many feature combinations as well, and can be set up with a traditional dual-gauge look, or the entire display can be a navigation map, for instance.
The AMG C 43 Wagon’s infotainment display is smaller at 7.0 inches, although it can be upgraded to 10.25 inches like my tester. As is common these days (although Mercedes was an initiator of the design), the centre display sits upright atop the dash, while its graphic design is as colourful and appealing as the just-noted gauge cluster. Its features are comprehensive, but take note you’ll need to use the aforementioned lower console-mounted controls for any tap, swipe and pinch finger gestures, as it’s not a touchscreen.
The Technology package I spoke of a moment ago will set you back $1,900, while together with the 12.3-inch digital instruments it also includes the active Multibeam LED headlamps mentioned earlier, plus adaptive high beam assist, while the gloss-black exterior accents mentioned before comes as part of a $1,000 AMG Night package.
The AMG Nappa/Dinamica performance steering wheel that I lauded earlier can be had if you choose the $2,400 AMG Driver’s package, which also adds the free-flow AMG performance exhaust system with push-button computer-controlled vanes, the 19-inch AMG five-twin-spoke aero wheels (the base model sports 18s), increased top speed to 250 km/h (155 mph), and an AMG Track Pace app that allows performance data like speed, acceleration, lap and sector times to be stored in the infotainment system when out on the track.
If you’re really up on your AMG C 43 knowledge, and I have readers who are, you’ll immediately notice that my tester’s steering wheel is devoid of the extra switchgear the AMG Driver’s package includes for 2020, so no I must confess that the car you’re looking at is actually a 2019 model I drove last year, but didn’t get around to reviewing (bad journalist). New this year (2020) is an AMG Drive Unit that with F1-inspired switchgear attached below each steering wheel spoke, these designed for quickly making adjustments to performance settings. The pod of switches on the left can be assigned to features such as manual shift mode, the AMG Ride Control system’s damping modes, the three-stage ESP system, and the AMG Performance Exhaust, while the circular switch on the right selects and displays the current AMG Dynamic Select driving mode.
By the way, the C 43 Wagon on this page is otherwise identical to the 2020 model, except for twin rear USB ports that are now standard in all 2020 C-Class models. Likewise, the $5,600 Premium package included with my test car is the same as the one found in the 2020 C 43 Wagon, both featuring proximity keyless entry, the touchpad infotainment controller, and the 590-watt Burmester surround sound system, as well as an overhead bird’s-eye parking camera, Android Auto and Apple CarPlay smartphone integration, a very accurate navigation system, voice control, satellite radio, real-time traffic information, a wireless phone charging pad, an universal garage door opener, semi-autonomous self-parking, rear side window sunshades, and a power liftgate with foot-activated opening.
The $2,700 Intelligent Drive package was also added, this collection of goodies including Pre-Safe Plus, Active Emergency Stop Assist, Active Brake Assist with Cross-Traffic Function, Active Steering Assist, Active Blind Spot Assist, Active Lane Change Assist, Active Lane Keeping Assist, Evasive Steering Assist, Active Distronic Distance Assist, Enhanced Stop-and-Go, Traffic Sign Assist, Active Speed Limit Assist, and Route-based Speed Adaptation.
While the hot looking $250 designo red seatbelts certainly deserve attention, I’ll refrain from delving into standard features and options as this review is already epic. My C 43 Wagon was nicely loaded up and even base models are generously equipped, while their finishing is second to none in this class. Most important amongst AMG cars is the driving experience, however, and to that end I couldn’t help but also notice the impressive dual-screen backup and 360-degree surround camera with dynamic guidelines as I backed out of my driveway, but strangely to those not familiar with Mercedes-Benz, this sport wagon’s auto shifter remains on the column like classics from the good old days. While this might seem a bit old school, it’s actually efficiently out of the way. One flick of the stalk-like lever and it’s state-of-the-art electronic innards will make themselves known, while pressing the Park button is a dead giveaway that it’s hardly an automotive anachronism. Look to the steering wheel-mounted paddles for manual shifting, something I found myself doing more often than not thanks to the superbly engineered nine-speed automatic gearbox.
Of course it’s smooth, Mercedes never forgetting the C 43 Wagon’s pragmatic purpose, but the transmission’s AMG programming puts an emphasis on performance. Its nine speeds result in a wider range of more closely spaced ratios that shift lickety-split quick, while previously noted AMG Dynamic Select’s Comfort, Sport and Sport+ modes truly add to the magic. This said, Mercedes included three overdrive ratios for optimizing fuel economy, which together with ECO Start/Stop that automatically turns off the engine when it would otherwise be idling adds to its efficiency while also reducing emissions. The end result is good fuel economy considering the power on tap, the C 43 Wagon capable of an estimated 12.4 L/100km city, 8.9 highway and 10.8 combined in both 2019 and 2020 model years.
Of course, all-wheel drive saps energy while enhancing traction, but the C 43’s AMG 4Matic AWD system provides a good balance of efficiency and at-the-limit grip. To manage the latter it has a fixed 31:69 front/rear torque split, while a nicely weighted electromechanical power-assist rack-and-pinion steering system provides good feel, and a standard AMG Ride Control Sport Suspension includes three-stage damping for exceptionally good road-holding. Even with the traction/stability control turned off it delivered good mechanical grip, only stepping out at the rear when pushed ultra-hard and then doing so with wonderful predictability.
If you’ve never taken the opportunity to drive something as fast and capable as the C 43 you’ll be amazed at this compact wagon’s command of the road. This includes stopping power due to a racetrack-ready AMG Performance Braking system featuring perforated 360 mm rotors and grey-painted four-piston fixed calipers in front, and a solid set of 320 mm rotors in back. Astute readers may have noticed I said perforated instead of cross-drilled, and my words were chosen carefully because the C 43’s front discs are actually cast with holes from the onset in order to add strength and improve heat resistance. This process results in extremely good braking prowess, even when laying into them too hard and too often during high-speed performance driving. I’d say they’re the next best thing to carbon-ceramic brakes, although they feel nicer for day-in-day-out use.
As fun as the AMG C 43 is to drive, let’s not forget that it’s five-door layout makes it extremely practical. It’s spacious in front with a driver’s seat that was as comfortable as any in the D-segment, while the rear seats provide good support and plenty of space for stretching out the legs. A folding centre armrest includes pop-out cupholders along with a shallow storage bin, or if you need to load long cargo in back take note the centre portion of the C’s 40/20/40-split rear seatback can be lowered. Additionally, the rear seats flip forward automatically by way of two electric buttons, making the C 43 as convenient to live with as it’s brilliantly fun to drive. In the end, cargo capacity can be expanded from 460 to 1,480 litres, which means that it’s luggage volume sits between the GLA- and new GLB-Class subcompacts.
It truly is cool to be practical, at least if you’re driving an AMG C 43 Wagon. All of Mercedes-Benz’ AMG wagons deliver big on spacious, comfortable, luxurious performance, not to mention prestige, so the fact that Mercedes is now offering up to $5,000 in additional incentives on 2020 C-Class models is impressive.
To learn more go to our 2020 Mercedes-Benz C-Class Canada Prices page where you can find out about all C-Class body styles, trims, packages and standalone options, and then build the car you’re interested in. What’s more, a CarCostCanada membership will fully prepare you before even speaking with your Mercedes retail representative, by informing you about any available manufacturer rebates, financing and/or leasing deals, and dealer invoice pricing (the price the dealer pays for the car before marking it up), which means you’ll be able to negotiate the best deal possible.
Right now most Mercedes-Benz dealers will bring the car you’re interested in to your home so you can so you can test it without having to go to the dealership, and don’t worry as the entire car will have been sterilized before you poke around inside and take it for a drive. Considering the incentives available for the AMG C 43 Wagon and just how impressive it is overall, you may want to take them up on that.
Mercedes-Benz plans to have a carbon-neutral new model lineup within just 20 years, this 2039 date being touted as extremely aggressive compared to its luxury sector peers.
It already offers a considerable fleet of environmentally-conscious Mercedes-Benz models, such as the 48-volt hybrid EQ-Boost CLS, E-Class Coupe, E-Class Cabriolet and upcoming GLE 580 4MATIC, plug-in hybrid models like the GLC 350e 4MATIC, S560e, and others, plus it will follow up on these shortly with the all-electric EQC mid-size crossover luxury SUV, as well as a smaller compact BEV based on the 2018 Concept EQA, so expanding the lineup doesn’t seem to be too far fetched.
Mercedes calls the new plan Ambition2039, but nine years before that date it’s still targeting 50 percent of its new vehicles to be electrified, with this lineup comprised of hybrid, plug-in hybrid, and 100-percent plug-in electric vehicles.
“Let’s be clear what this means for us: a fundamental transformation of our company within less than three product cycles,” said Ola Källenius, Chairman of the Board of Management of Daimler AG, and head of Mercedes-Benz Cars since the mantle was passed over to him by his predecessor, Dieter Zetsche on May 22nd, 2019. “That’s not much time when you consider that fossil fuels have dominated our business since the invention of the car by Carl Benz and Gottlieb Daimler some 130 years ago. But as a company founded by engineers, we believe technology can also help to engineer a better future.”
It was only last year that Mercedes committed to electrifying its entire new vehicle lineup with a sizeable investment of $11.7 billion USD ($15.8 billion CAD), adding a promise to initially build more than 10 BEVs, before its entire range gets electrified.
Ahead of achieving this inspirational target, Källenius promised to work with all Mercedes partners in a holistic effort to reduce electric vehicle production costs and make improvements to the range and performance of its EV lineup, while the German automaker also promises to add more EV powertrains to its commercial vans, trucks, and buses.
What’s more, Mercedes plans to continue investing in alternative technologies such as fuel cells, which it uses already in its GLC F-CELL, a world-first that combines a fuel-cell and plug-in battery within the powertrain, and plans to incorporate within larger commercial applications such as urban-use buses.
This said, take its new car lineup to new carbon-neutral heights only deals with part of the problem, the other area needing carbon neutrality being the production process. Fortunately Mercedes is well on the way to greening its assembly plants, being that it already puts renewable energies to use in its Sindelfingen, Germany based Factory 56, the result being a CO2 neutral facility.
“In ‘Factory 56’, we are consistently implementing innovative technologies and processes across the board according to the key terms ‘digital, flexible, green’,” commented Markus Schäfer, Member of the Divisional Board Mercedes-Benz Cars, Production and Supply Chain. “We create a modern workspace with more attention to individual requirements of our employees. All in all, in ‘Factory 56’ we are significantly increasing flexibility and efficiency in comparison to our current vehicle assembly halls – and of course without sacrificing our top quality. In this way we are setting a new benchmark in the global automotive industry.”
Mercedes also added that every European factory would be carbon-neutral by 2022, highlighting its engine factory in Jawor, Poland that’s already an example of greater environmental and economical efficiencies, thanks to its comprehensive renewable energy usage.
Additionally, the Mercedes is changing from a value chain to a value cycle, the automaker citing a Mercedes lineup that already achieves a potential-recycling ratio of 85 percent. Daimler will also use its experience to help each of its suppliers reduce their carbon footprint.
“We prefer doing what our founders have done: They became system architects of a new mobility without horses,” stated Källenius. “Today, our task is individual mobility without emissions. As a company founded by engineers, we believe technology can also help to engineer a better future.”
Since arriving on the subcompact luxury scene six years ago, the Mercedes-Benz CLA has been in a constant sparring session with Audi’s A3, but when the challenger from Ingolstadt said so long to its conventionally-powered five-door hatchback and we all said hello to an entirely new four-door sport sedan, the four-ringed brand has enjoyed a slight sales lead over its sporty four-door coupe competitor.
Of course, M-B and Audi aren’t the only two battling it out for entry-level premium car customers, with Mercedes’ very own B-Class MPV luring in plenty each year from its faithful following, not to mention Acura with its ILX sedan, BMW with its 2 Series coupe and convertible, etcetera, but the problems facing this class aren’t as simple as a handful of rivals doing their best to one-up each other anymore, but rather getting noticed in a luxury market that’s a lot more about SUVs than anything that hugs the pavement so closely.
For this reason we’ve all got to give Mercedes a round of applause (or maybe a standing ovation) for courageously hitting back with myriad car models in most every luxury segment while others are fleeing. In fact, Mercedes will soon offer more models within the subcompact luxury sector than some competitors have cars, period. Perhaps we can chalk this up to being in the automotive industry longer than any rival, a reality that provided experience through plenty of changes in market sentiment, or possibly it’s just plain stubbornness, but whatever the reason, this German brand not only offers six sedans, two wagons, seven coupes, and six convertibles for a total of 21 different body styles you can purchase right here in Canada, right now, but on top of these the Stuttgart-based marque will be adding the A-Class sedan later this year, bumping its car count up to 22, a mind-blowing pavement-hugging lineup in an auto market that’s supposedly only purchasing high-riding SUVs these days.
Of course Mercedes-Benz, Canada’s number one-selling luxury automotive retailer, is capable of filling nearly every niche anyone can conjure up because of its enviable brand equity. Build it and they will come, or so the paraphrased saying goes, and for the most part it’s true. Just look at this subcompact luxury car sector that most brands aren’t even participating in. Mercedes’ B-Class has been attracting entry-level buyers since 2005 when it arrived as a 2006 model, while the same Canadian M-B retailers have been selling the CLA since 2013 (check out pricing and more for the current CLA-Class right here on CarCostCanada now), and the new A-Class hatchback since January.
Through the first two months of 2019, Mercedes’ collective subcompact luxury sales (including the B-Class) tallied up to 606 units, which dwarfed the 350 Audi A3s sold into the same market, let alone BMW that only managed to sell 139 2 Series and i3 models during the same two months, and as noted we haven’t even seen sales from the lower priced M-B A-Class sedan kick in, or for that matter this entirely new CLA four-door coupe that will hit the streets this fall, building on a success story that’s been pretty impressive so far.
“With the first CLA we celebrated a huge success by selling some 750,000 vehicles and created a totally new segment with a four-door coupe in the compact class,” says Britta Seeger, Member of the Board of Management of Daimler AG, responsible for Mercedes-Benz Cars Marketing & Sales.
Interestingly, more than two thirds of Canadian CLA buyers were new to Mercedes during that model’s peak sales stint, while it’s also critical to point out that these new M-B owners were seven years younger than the brand’s usual average age of clientele. Later this year Canadians will be given the choice of four recently updated or completely new subcompact models (five if you divide the A-Class into its current hatchback and upcoming sedan body types), with this CLA being the most expressive, and sportiest in the collection, and plenty of these newfound Mercedes owners will more than likely stay with the brand when it comes time to trade in and escalate up to fancier more profitable models within the lineup, as their income increases with age and experience.
“The new CLA is even more emotional and sportier than its predecessor,” continued Seeger. “Coupled with new operating systems, it sets a new benchmark for the entire class.”
There’s a very big reason Mercedes chose the Las Vegas’ Consumer Electronics Show (CES) to debut its new CLA last January, the massive Mercedes-Benz User Experience (MBUX) infotainment interface that, together with its integrated digital instrument cluster, spans much of the car’s instrument panel, but its attractive new styling caused more of an initial crowd.
Most should agree the new CLA looks more mature due to its seemingly stern forward-slanting sport grille design, which Mercedes claimed is “reminiscent of a shark’s nose” in its press release. Found in front of a lengthier hood highlighted by sculpted “powerdomes”, the new grille is bookended by a more angular set of LED Multibeam headlights incorporating 18 individually-controllable LED elements, all hovering above a more intricately detailed lower front apron.
Additionally, the new CLA boasts muscled up side panels with flared fenders, while its entire roofline has been positioned farther toward the rear for a more traditional GT design. The more conventional look continues at the back thanks to a rectangular trunk cutout between totally new LED tail lamps that, like the lenses up front, are narrower and laid out higher and more horizontally for a wider overall appearance. Not only fresher and arguably better looking, the extensively wind tunnel-tested 2020 CLA is now much slicker through the air resulting in a 0.23 coefficient of drag.
“As a four-door coupe, the new CLA intrigues with its puristic, seductive design and sets new standards in the design DNA of ‘sensual purity’. It impresses with its perfect proportions reflecting the first design sketch: a long, stretched hood, a compact greenhouse, a wide track with exposed wheel arches and our typical GT rear with a strong distinctive ‘Coke-bottle shoulder’,” said Gorden Wagener, Chief Design Officer of Daimler AG. “In short, the CLA Coupe has the potential to become a modern design icon.”
The updated CLA’s interior is obviously focused on a younger customer, the vivid orange highlights of the show car and sizeable conjoined digital displays right out of the iPad, Surface and Galaxy Tab playbooks. The fixed-freestanding widescreen combination includes a gauge cluster to the left, which removes the need for an instrument hood altogether, and an infotainment touchscreen to the right, the latter controlled by Mercedes’ trademark palm-rest and new touchpad (the scrolling wheel is gone) on the lower console.
Do-it-yourself shifting comes via a set of paddles behind the 9 and 3 o’clock positions of the beautifully detailed leather-clad flat-bottom sport steering wheel, while above the previously noted infotainment controller is an elegantly thin climate control interface. Lastly, if that mammoth display didn’t first tug at your eyeballs, the stunning turbine-style circular HVAC ducts across the dash certainly should have.
Back to the mother of all in-car electronic interfaces, which was actually introduced in the new A-Class a year ago and E-Class before that, the graphically stimulating multi-information display and surrounding digital dials sits next to Mercedes new high-resolution MBUX infotainment system as noted earlier. Along with fully customizable displays, Augmented Reality navigation that reportedly provides a much more realistic mapping system plus more, the new system’s computing power is greatly enhanced over the CLA’s outgoing system, and even features software that can “learn and respond to natural speech,” said Mercedes-Benz.
If you’ve ever struggled to get a voice activation system to understand your prompts you may be glad to hear this next bit of news, because M-B’s new voice assistant is said to communicate more closely to Amazon Alexa, with the simple prompt of “Hey Mercedes” leading to more capability than any other in-car voice system offered thus far. What’s more, it’s intelligent enough to recognize the speech patterns of the individual asking the question, even when others are engaged in a different conversation.
“The latest version of voice control for MBUX – the Mercedes-Benz User Experience – can be experienced in the new CLA. For example, the voice assistant ‘Hey Mercedes’ is able to recognize and answer considerably more complex queries,” said Sajjad Khan, Member of the Divisional Board of Mercedes-Benz Cars for CASE and Head of Digital Vehicle & Mobility. “What’s more, the voice assistance no longer gets confused by other passenger’s conversations. Instead it only responds to the commands of the person who last said ‘Hey Mercedes’ to activate the system.”
Additionally, Mercedes says their new MBUX voice assistant can even recognize and respond to more complex indirect questions, such as “Find Italian restaurants with at least four stars that are open for lunch but exclude pizza shops,” for example. It can also manage a greater assortment of subjects, with other press release-cited examples including “Hey Mercedes, How did the Toronto Raptors play?” when referencing sports news, or “How has the Apple share price performed compared to Microsoft?” for its take on business news. If you need a quick calculation, MBUX can do that for you too, with the example given being, “What is the square roof of 9?” while Mercedes provided the questions “How big is Texas?” and “What is the fat content of avocados?” for the general knowledge category.
While some potential buyers may ante up for the new CLA just to for MBUX alone, plenty of others will appreciate the car’s larger overall size. It now measures 48 millimetres (1.9 inches) longer at 4,688 mm (184.5 in), while its wheelbase has been stretched by 30 mm (1.2 in) at 2,729 mm (107.4 in). Additionally, it spans 53 mm (2.1 in) wider at 1,830 mm (72.0 in) without the side mirrors, and finally its roofline is 2 mm (0.1 in) lower at 1,439 mm (56.6 in).
As you can guess it’s more accommodating inside, but while those up front enjoy 17 mm (0.6 in) of additional headroom, and rear passengers get 3 mm (0.1 in) more space overhead, whereas shoulder room has been improved by 9 mm (0.3 in) up front and 22 mm (0.8 in) in the rear, plus front to rear elbow room grows by 35 and 44 mm (1.4 and 1.7 in) respectively, front legroom has actually shrunken by one millimetre, while legroom in the back seat lengthens by just a single millimetre as well.
The cargo compartment is smaller too, but just by 10 litres (0.3 cubic feet) to a still-sizeable 460 litres (16.2 cu ft), while on the positive the new CLA’s squarer trunk lid width increases by a whopping 262 mm (10.3 in), plus the load floor was widened by 113 mm (4.4 in) wider and deepened by 24 mm (0.9 in).
Lift the opening at the other end and you’ll once again find a 2.0-litre turbocharged four-cylinder engine underneath, and while Mercedes hasn’t shared performance figures for its most affordable CLA 250 variant yet, it will likely measure up to the new A 250 Hatchback, which makes 221 horsepower and 258 lb-ft of torque for a 13 horsepower gain and identical twist. Putting power down to the front wheels or 4MATIC all-wheel drive is Mercedes’ in-house 7G-DCT twin-clutch automated gearbox, with a beefed up version of the transmission and standard AWD expected to be included in the (finger’s crossed) AMG variant, the current performance model good for 375 horsepower and 350 lb-ft of torque.
An increased dimension not yet mentioned is track width, which is up a healthy 63 mm (2.5 in) at the front wheels and 55 mm (2.1 in) in the rear, while the CLA also benefits from a lower centre of gravity, all of which should combine for a big improvement in overall performance. Additional chassis improvements include a Direct-Steer system and hydromounts up front, while the rear suspension includes a decoupled multi-link axle that reduces NVH, plus bigger stabilizer bars for reducing body roll. Lastly, 18-inch wheels shod in 225/45 tires should come standard, while 19-inch alloys wearing 225/40 rubber will be available.
And what about advanced driver assistance and safety systems? Standard with the CLA will be Active Brake Assist, while Active Lane Keep Assist, which helps to centre drivers within their lane and prevents them from unexpectedly veering off the road, will be optional by choosing the Intelligent Drive Package that also incorporates Pre-Safe Plus with rear traffic warning and an automatic backup braking system.
Also notable, the Intelligent Drive Package, which debuted in Mercedes’ flagship S-Class, can pilot the CLA autonomously in certain circumstances, but Mercedes is quick to point out that this semi-autonomous system still needs “cooperative driver support,” or at least it will until its many advanced functions are allowed to work on their own.
Produced in Kecskemét, Hungary, the redesigned 2020 Mercedes-Benz CLA should help increase Mercedes’ command of the subcompact luxury car market when it joins the new A-Class sedan for autumn 2019 availability (find new A-Class Sedan and Hatchback pricing and more right here on CarCostCanada now), not to mention the A-Class Hatchback, GLA-Class subcompact crossover SUV and who knows what else (but according to Mercedes more are coming), and by so doing secure an entirely new generation of three-pointed star devotees.