Mercedes was caught freezing by the sudden demand: As soon as it was possible to order the A-Class with plug-in hybrid, it was over again. Within two weeks 15. 000 Collected sales contracts, then Mercedes imposed an order freeze. In itself, the huge demand was no wonder, because thanks to the abundant subsidies, the A 250 e financially close to much weaker models. Our test with a Mercedes B already showed that the drive is basically not a bad choice 250 e. He should have better chances in the CLA Shooting Brake, which we now had for a test in the editorial office. This shows that Mercedes has learned and is sometimes going its own way – for the benefit of the customer.

Mercedes affords the luxury of having two station wagons of almost the same length in its range, although the writers of press releases would of course never describe the CLA as such. The CLA Shooting Brake is based on the 696 presented and is therefore conceptually very different from the C-Class T-model, which is also around 4.7 meters long. Front-wheel drive versus rear-wheel drive, dual clutch transmission versus automatic converter. Above all, however, the hybrid drive is integrated much more inconspicuously in the CLA.

More cleverly integrated In the C- Class, the plug-in hybrid drive not only reduces the trunk volume from 460 to 315 liters, but there is also a huge box on the rear seat back. In the CLA 235 e the luggage compartment is shallower than in the models with only one Incinerators, but free from such blocking blocks. With 445 liters it is also only 54 liters smaller than in the CLA 250. The trunk volume under the cover is larger than in the C-Class with hybrid drive, but it catches up powerfully if the space up to the roof is to be used. Because the rear window in the CLA is extremely flat. I can easily get three large buckets of grass clippings in the T-model with the only combustion engine, in the Shooting Brake at best two. Nevertheless, there is no question about it: the plug-in hybrid is more cleverly housed in the CLA than in the C-Class. Of course, it helps that only one battery can be accommodated in the rear of the CLA, in the C-Class there is still the differential.

E-motor in front of the transmission As far as the arrangement of the electric motor is concerned, Mercedes is following the path that many are currently taking: The electric motor, in the CLA 75 kW powerful, is housed in the double clutch transmission. This is not the most efficient option, because the power of the electric motor has to work its way through the transmission, which can also be felt in the form of gear changes. Better – and much more expensive – would be an electric secondary axle with which the car would drive electrically independently of the combustion engine.

To be fair, one has to say that Mercedes is the interaction of the two engines and the gearbox in the 250 e has matched very harmoniously. The performance is far more than just good enough, we are talking about a station wagon with a system performance of 160 kW (218 PS), which in under seven seconds to 100 km / h sprints and maximum 230 km / h creates. In my opinion, more decisive than these values ​​is how the car performs in everyday life. Overall, the CLA is well insulated, of course without competing with the more expensive C-Class in this respect. Only when everything is demanded from the 1.3-liter engine does it sound a bit tortured. However, you should not be fooled by the resulting impression, the CLA 250 e is faster than it seems in these moments.

Mercedes CLA 250 e technique (13 Pictures) Well filled: The space is shared by a 1.3-liter four-cylinder, a dual clutch transmission with eight gears and …

Those who prefer a smooth driving style will hardly notice the gear changes of the dual clutch transmission. That only changes when you drive the car in a hurry – then the difference to the C-Class with its automatic converter becomes clear. The transitions between the aisles are barely noticeable there, but definitely in the CLA. Overall, however, the CLA also offers a high level of drive comfort, consisting of largely restrained acoustics and large reserves of performance.

Fast loading Mercedes goes lonely paths when it comes to loading. As standard, it ends at 3.7 kW on a wallbox. The pre-charger is marked with 10 A secured, on one 230 – Volt socket is therefore reached the maximum at 2.3 kW. But unlike almost all of its competitors, Mercedes offers considerably more speed for a surcharge. For 315 Euro a two-phase charger is installed, with which up to 7.4 kW are possible. For more 580 Euro surcharge there is also the possibility of a direct current source with up to 24 kW to use – this is at least currently the absolute exception for plug-in hybrids.

The lithium-ion high-voltage battery is water-cooled and weighs approx. 150 kg. It has a gross capacity of approx. 14, 6 kWh. In the test, we filled them with 230 volts and a quick charging station . The difference is striking: The charging losses are due to the 230 volt -Socket higher than expected. There flowed around for a full load 13, 4 kWh, at the DC charging station only 12, 4 kWh. It is also worth noting how long the maximum DC charging power of around 24 kW is maintained – in the test up to a SoC of slightly more than 90 percent. Only shortly before the end it drops to around 15 kW. Within 40 minutes the battery was full again.

Between 50 and 60 km The display in the car suggested a range of 52 to 54 km. In the overland glide mode, the gasoline engine had to go after 52 km intervene. With a bit more courageous driving style it was close 50 km. The display in the instrument cluster suggested in parts only 17 kWh / 100 km, in the end it was at least 18 kWh / 100 km. As far as consumption in the car is concerned, this may be correct, but the electricity meter reveals what ultimately has to be paid for. In relation to the consumption at the fast charging station, they are 20, 7 kWh / 100 km, at the 230 – Volt socket 24 – when driving gently. If you are in a hurry, you will quickly find out real 27 kWh / 100 km plus X.