Mercedes Benz CLA250 250 4MATIC Review

When Mercedes-Benz decided to introduce a new car beneath the C-class, the German automaker didn’t just slice its smallest sausage a few inches shorter. Instead, it co-opted the sloping roof and general look of its trend-setting iconoclast, the CLS-class “four-door coupe.” The resulting 2014 CLA250 packs upscale panache for only $30, 825, but building a Mercedes that retails some $42, 000 less than its inspiration doesn’t come without compromises, which we’ll get to.

But back to styling. Along with its parasol roofline, the A-class–based CLA shares its distinctive sagging character line with the CLS, but sharper creases make the new Mercedes less subtle and more outwardly extroverted. Meticulous attention to details like underbody paneling, mirror shape, and the muffler profile lead to extremely efficient aerodynamics, claimed to be the best of any car currently in production. (A not-for-America version of the CLA actually is more aerodynamic than the one we’ll see.) A teardrop-shaped profile helps as well, but it makes the car a bit front heavy aesthetically. It’s not just a function of styling, though: The CLA will be the first front-wheel-drive Mercedes ever sold in the United States. (Competition will include the Acura ILX, the forthcoming Audi A3 sedan, and BMW’s front-drive 1-series replacement.)

Front-Drive or (Eventually) 4MATIC

An all-wheel-drive CLA250 4MATIC will arrive a few months after the CLA’s September 2013 launch, but we found no issues with torque steer or traction in the front-driver, despite the new four-cylinder’s robust torque. The turbocharged 2.0-liter, with 208 horsepower and 258 lb-ft of torque from 1200 rpm, is most notable for its understated power delivery under full throttle. Although it doesn’t feel especially energetic at the top end, the small turbo running at up to 14 psi of boost provides plenty of on-demand thrust. The all-wheel-drive model, then, should be reserved for those who truly need winter traction. Using a Haldex electronically controlled rear differential, the all-wheel-drive system can route up to 50 percent of the engine torque to the rear wheels.