2019 Mercedes-Benz CLA

2019 is the final US model year of the first-generation C117 CLA (2014–2019) and carries over unchanged. The volume CLA 250 uses a 208-hp 2.0L turbo four, and the AMG CLA 45 tops the range at 375 hp.

The CLA 250's turbo four makes 258 lb-ft, which is healthy mid-range torque for a compact luxury sedan.

Mercedes quotes 6.9 s for the front-drive CLA 250, and Edmunds' instrumented run was quicker at 6.4 s. That is adequate but unremarkable for the class.

The turbo four pulls well once rolling. Reviewers note turbo lag from a stop and an engine note that sounds coarse for a Mercedes.

The 7G-DCT dual-clutch shifts quickly at speed. It is jerky and hesitant in stop-and-go traffic and when parking, which is a common complaint about this generation.

4MATIC AWD is optional on the CLA 250 and standard on the AMG CLA 45. The base car is front-wheel drive.

There are only two outputs of one 2.0L turbo four: the CLA 250 and the AMG CLA 45. The 2019 range has no hybrid, PHEV or EV option.

The front-drive 2019 CLA 250 is rated at 29 MPG combined, which is middling for a gas compact sedan.

The EPA city rating is 24 MPG for both drivetrains.

The FWD car's slippery body and tall gearing earn a strong 37 MPG highway rating.

The small first-generation fuel tank limits range despite decent economy. The figure is the EPA combined rating multiplied by tank capacity.

The premium fuel requirement makes the EPA annual fuel cost high compared with mainstream sedans.

Every 2019 CLA trim calls for premium unleaded, which adds real running cost compared with rivals that take regular. One 4MATIC variant is E85 flex-fuel capable, but that does little to cut costs in practice.

The 2019 CLA was the last year of the first-generation C117 (2014–2019), and NHTSA never crash-tested it. Both 2019 NCAP entries read 'Not Rated' for overall, frontal, side and rollover, so under the framework's never-rated rule the item scores 0.

IIHS never ran crashworthiness tests (overlap, side, roof, head restraints) on the first-generation CLA sedan. It evaluated only headlights, which rated Poor, and front crash prevention. The car therefore has no award and no US crash data. Poor headlights rule out any award, so it lands in the low band.

The 2019 CLA 250 comes standard with low-speed Active Brake Assist (Collision Prevention Assist Plus), Attention Assist and a rearview camera. Blind Spot Assist, DISTRONIC PLUS adaptive cruise, Lane Keeping Assist and full-speed PRE-SAFE Brake are all optional. That is thin for a luxury car in 2019.

The optional Driver Assistance Package system (Active Distance Assist DISTRONIC/PRE-SAFE Brake) earned IIHS's Superior rating by avoiding collisions at both 12 and 25 mph. IIHS did not test the standard Active Brake Assist. There is no pedestrian AEB: IIHS lists the day pedestrian test as 'Not available'.

Blind Spot Assist is an option-package item, not standard. Rear cross-traffic alert was not offered on the first-generation CLA, and there is no active intervention or exit warning.

Lane Keeping Assist (a warning plus brake-based correction) is optional in the Driver Assistance Package. The C117 CLA never offered lane-centering steering assist, and the base car has no lane-departure warning at all.

Radar-based DISTRONIC adaptive cruise is available and well regarded, but only as an option. It is not paired with any steering assist, so there is no integrated highway-assist mode.

No hands-free driving system was offered, and there is not even hands-on lane centering.

IIHS rated the headlights Poor for 2016–19. It found visibility inadequate, and neither curve-adaptive lighting nor high-beam assist was fitted to the rated configuration. LED headlamps were optional only.

The four-door-coupe roofline brings thick C-pillars, a shallow rear window and a high beltline, so rear-quarter sightlines are poor. Only a rear camera is standard to compensate, and blind-spot monitoring and parking sensors are optional.

There are two outboard LATCH positions, but the small rear door openings, low sloping roof and very tight rear legroom make fitting rear-facing seats and loading children awkward. IIHS never published a LATCH rating for this car.

The first-generation (C117) CLA 250 sedan is certified for five occupants, though the rear middle seat is token.

Front headroom is around average for a compact sedan. The optional panorama roof takes about an inch away.

Front legroom sits at the bottom of the sedan band; taller drivers find the C117 cockpit snug.

The four-door-coupe roofline cuts rear headroom sharply. Reviewers say adults touch the headliner and have to duck to get in.

At 27.1 in the C117 CLA has one of the smallest rear seats of any sedan sold in the US, well below the 32 in floor of the sedan band. The 2020 redesign added nearly 7 in.

The trunk is a bit larger than the 2020 successor's 11.6 cu ft, but the opening is narrow and the volume is below the compact-sedan average.

The C117 has a small console bin, slim door pockets and little space for phones or cups. There is nothing inventive in the storage, and a split-folding rear seatback is an option rather than standard.

The front sport seats are supportive, but the rear seat is cramped and upright with little head or knee room. That drags down long-trip comfort for anyone in back.

The stiff suspension tuning and standard run-flat tires make the ride busy and harsh on coarse pavement. It is firmer than the A3, IS and 3 Series.

Run-flat tires let a lot of road roar into the cabin, and the 2.0T sounds coarse under load. The cabin is noticeably noisier than luxury-segment norms.

Dual-zone climate is standard, but heated front seats and KEYLESS-GO sit in the Premium Package. Ventilated seats, a heated wheel and rear vents are not offered, which leaves the CLA thinly equipped for a luxury car.

MY2019 was the final US year of the first-generation (C117) CLA. The range opened with the front-drive CLA 250 at about $34.1K including destination, about $3.5K under the redesigned 2020 car.

The typical US build was a CLA 250 4MATIC with the Premium Package (keyless-go, heated seats, Harman Kardon audio), which landed near $38K. Adding the Multimedia or Driver Assistance packages easily passed $42K.

The Mercedes A/B service intervals, dealer labor rates, brakes and run-flat tire replacement put a realistic 5-year maintenance and repair total near $6K. That is above mainstream compacts and in line with other entry-luxury German sedans.

In September 2026, about 7.5 years on, a 2019 CLA 250 4MATIC is worth about $13.6K–16.1K private party, roughly 41% of its $36.1K sticker. Backing that up to the 5-year mark gives about 47%, weaker than the C-Class or the Audi A3.

The Mercedes-Benz new-vehicle limited warranty runs 4 years or 50,000 miles. That is par for the German luxury brands and behind Genesis (5 yr/60k).

There is no longer, separate powertrain term; coverage ends with the 4-yr/50k basic warranty. That trails Lexus/Acura (6 yr/70k) and Genesis (10 yr/100k).

US buyers got no included scheduled maintenance; prepaid Mercedes maintenance plans cost extra. Roadside assistance for the warranty term and an mbrace/Mercedes me connect trial are basic perks, behind BMW's included 3-yr/36k maintenance.

$38,400 volume-trim price minus its estimated resale value after 5 years (47% retained, or about $18,048) leaves about $20,352 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $26,352 in total.

2019 is the last model year of the first-generation CLA (C117, 2014–2019), a carry-over year with six seasons of running changes behind it. J.D. Power rates it about average (3.5/5), well above the troubled 2014 launch cars, while Consumer Reports' reliability history for the first-gen CLA stays below average. Taken together that is a mid-band prediction.

Around 2019, Mercedes-Benz sat in the lower half of Consumer Reports' brand reliability rankings and around or below the industry average in J.D. Power's Vehicle Dependability Study. That is mid-pack at best and well behind Lexus and Toyota.

Six NHTSA campaigns cover MY2019 CLA variants, a much lighter load than the 12 recalls on the 2020 launch year of the next generation. Three are fleet-wide eCall software fixes, two cover roof-panel bonding across many Mercedes models, and one is a 5-unit door-latch build defect. None is a powertrain, fire or airbag defect.

The M270 2.0L turbo four is generally robust by 2019. The 7G-DCT dual-clutch has a mixed record: owners report low-speed hesitation and jerkiness, plus some transmission control-unit and clutch repairs across the first-gen A/CLA/GLA family. There are no systemic engine failures, but this is no high-mileage benchmark.

The first-gen CLA cabin was a frequent criticism: the tablet-style freestanding screen looks tacked on, and reviewers found more hard plastics and cheaper-feeling switchgear than a Mercedes badge implies. It trails the Audi A3 and matches the BMW 2 Series, only average for entry luxury.

As the sixth and final year of a mature Hungarian-built (Kecskemét) design, assembly is generally consistent. Build-defect recalls are limited to a 5-unit door-latch batch, and roof-panel bonding is shared with other Mercedes lines. Owners still report the interior rattles and trim creaks common to the compact Mercedes range.

Mercedes-Benz USA has about 380 dealers, giving dense coverage in metro areas but thinner rural presence. Service satisfaction is around the luxury-segment average, behind Lexus.

Parts are plentiful because the MFA platform is shared with the high-volume A/B/GLA family. Repair and maintenance pricing is still luxury-brand expensive, and electronics and DCT work mostly goes through the dealer.

The 2017 facelift made an 8-inch freestanding display standard, and the 2019 model carries it over. It is controlled by the console knob rather than by touch.

The older COMAND interface is run by a rotary knob and has deep menus. Critics split between calling it intuitive and calling it clumsy, and phone pairing is fiddly. It feels dated beside BMW iDrive and the MBUX that replaced it in 2020.

Wired Apple CarPlay and Android Auto are a $350 option, or part of the Multimedia Package. Neither is standard and there is no wireless projection.

Navigation is optional in the Multimedia Package, and the older Linguatronic voice control only understands fixed commands. There is no natural-language assistant; that arrived with MBUX in 2020.

The base system is adequate. The optional Harman Kardon Logic7 surround system is a real upgrade, though not class-leading.

The C117 uses analog gauges with a small color multifunction display between them. No full-digital cluster was offered; the widescreen digital cockpit arrived with the 2020 model.

The pre-MBUX COMAND system cannot update over the air. Map updates are dealer or media updates bundled with the navigation package.

The mbrace connected services (Mercedes me) provide remote lock/unlock, vehicle locate and roadside services through a phone app, subscription-gated after the trial. There is no digital key.

Two USB-A ports up front and a 12V socket make up the whole list. The rear has no USB-C and no ports, and wireless charging is not documented for this car.

KEYLESS-GO proximity entry and push-button start are optional in the Premium Package, so the volume trim uses a traditional key fob. There is no phone-as-key and no hands-free trunk as standard.

A rearview camera is standard. Parking sensors and Active Parking Assist cost extra, and no surround-view camera was offered on the C117.

The 2019 CLA does not offer a head-up display on any trim; one first became available on the 2020 redesign.

A 27.1-in rear legroom figure, small rear doors and a low sloping roofline make it hard to fit rear-facing seats and lift kids in. The narrow trunk opening is poor for strollers.

The 2019 CLA has no NHTSA star ratings or IIHS crashworthiness results, and IIHS rates its headlights Poor. Blind-spot monitoring, lane keeping and adaptive cruise are all optional extras.

The rear seat is too cramped for adults or teens on long trips, the rear has no vents or USB ports, and the 13.1 cu ft trunk fills quickly with luggage for four.

The compact size and punchy turbo help in traffic, but the 7G-DCT dual-clutch hesitates and lurches at low speed, and the stiff run-flat ride tires you out on broken urban roads.

It returns 29 MPG combined for the FWD model, but it needs premium fuel ($2,750/yr per the EPA), and run-flat tires cost more to replace than regular tires.

A 182-in length and a 36-ft turning circle make it easy to place in town, but rearward visibility from the sloping roof is poor and sensors cost extra.

It is a small luxury four-door coupe with no US tow rating, and the small trunk makes it unsuitable for work duty.

The luxury-oriented cabin and a DCT with a mixed reliability record make it a poor fit for hard use, and it has no fleet reputation.

It has no onboard power beyond a 12V socket, no hitch or upfit ecosystem, and no work-oriented features.

It cruises easily at 37 MPG highway, with about 380 miles from a 13.2-gal tank. Tire noise, the firm ride and optional-only DISTRONIC limit how relaxed long drives feel.

4MATIC AWD is available and helps on gravel and in snow, but low ground clearance, run-flat performance tires and no tow rating keep it on pavement.

The 13.1 cu ft trunk has a small opening, and the split-folding rear seat is an option. Bulky gear does not fit well.

It is agile and stable, with strong grip for a FWD-based car; Car and Driver recorded 0.93 g on the skidpad in a CLA250 4MATIC. Reviewers say it lacks the balance of a rear-drive 3 Series.

The steering is precise and nicely weighted but offers little road feel, which is typical of the segment.

It stopped from 70 mph in a class-competitive 159 ft in Car and Driver's C117 test, and the pedal is firm and consistent.

The 208-hp 2.0T pulls hard once on boost, but turbo lag and the 7G-DCT's low-speed hesitation and lurching make tip-in and stop-start behavior uneven.

The four-cylinder sounds gruff and buzzy when worked hard, which reviewers find out of step with the Mercedes badge.

The turning circle is tight for the class, which suits a compact footprint.

The low, sporty seating position is fine, but front legroom is short (40.2 in), the low roof makes getting in awkward, rearward visibility is poor, and the COMAND knob layout draws mixed reviews.

It is quick (6.4 s to 60 in Edmunds' test) and eager in corners, but the gruff engine, DCT behavior and harsh ride dull the enthusiast appeal. The AMG CLA 45 is the fun one.

The base car has a 208-hp turbo-4, a 7-speed DCT, MB-Tex upholstery, a small 8-in dash-top screen and a rearview camera. Keyless-go, heated seats, navigation, blind-spot assist and adaptive cruise all cost extra, so the car was sparse for a luxury badge.

The CLA offered the three-pointed star and coupe styling for about $34K, but the aging interior, firm ride, tight rear seat and option creep made it weaker value than the Audi A3, the Acura ILX or a well-optioned mainstream sedan.

There was one CLA 250 in FWD or 4MATIC, plus the 375-hp Mercedes-AMG CLA 45, and a deep menu of option packages. The lineup was reasonable but had no mid-performance step between the 250 and the AMG.

The first-generation CLA sold strongly early in its run, but US volume declined steadily through 2018–2019 as the A-Class sedan arrived in-house and entry-luxury buyers moved to crossovers like the GLA and GLB.

The Mercedes-Benz badge is aspirational and the main draw of the CLA. The entry-level model's cheaper cabin and middling resale dilute that halo somewhat.

As a run-out model before the 2020 redesign, the 2019 CLA commonly carried lease specials, loyalty and conquest cash, and dealer discounts well below MSRP.

MY2019 was the sixth and final US year of the C117 generation (on sale since 2014), and the all-new MBUX-equipped second generation arrived for 2020. Buyers were getting an outgoing design with imminent replacement.

Reviewers liked the styling and the AMG CLA 45's performance but routinely faulted the CLA 250's harsh ride, cheap interior bits, cramped rear seat and poor rear visibility. It was rarely the pick in entry-luxury comparisons.