2021 Mercedes-Benz CLA

The 2021 model year is a carry-over year of the second-generation CLA (2020–2025 US model years). The volume CLA 250 uses the M260 2.0L turbo I4, with no mild-hybrid assist. The AMG CLA 35 and CLA 45 extend the lineup's output range.

The CLA 250's turbo four makes 258 lb-ft, which is solid for a compact luxury car.

Mercedes quotes 0–60 mph in 6.3 s for the 2021 CLA 250. That is competitive for a luxury compact but not quick.

The M260 turbo four pulls well in the mid-range. Reviewers note some turbo lag off the line and an engine note that sounds coarse for a luxury badge. The 2021 car predates the 48V mild-hybrid assist added in the later facelift.

The 7-speed dual-clutch (7G-DCT) shifts quickly once the car is moving. It draws criticism for jerky, hesitant behavior at low speed and in stop-and-go traffic, which is typical of DCTs.

4MATIC AWD is optional on the CLA 250 and standard on both AMG models. On the CLA 45, 4MATIC+ adds rear torque vectoring. The base car is FWD.

Three turbo-four outputs (CLA 250, AMG CLA 35, AMG CLA 45) run from mainstream to high-performance. The 2021 US lineup has no hybrid, PHEV or EV option.

The front-drive 2021 CLA 250 is rated at 29 mpg combined, about average for a gas luxury compact. 4MATIC drops it to 27.

The FWD CLA 250 has an EPA city rating of 25 mpg.

The EPA highway rating is a good 35 mpg for the 2021 FWD model, 1 mpg below the later 2023 rating.

Economy is decent, but the small 13.5-gallon tank limits range. 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 2021 CLA trim calls for premium unleaded, which adds real running cost compared with rivals that take regular fuel.

NHTSA never crash-tested the second-generation (C118) CLA. Both 2021 CLA-Class entries in the NCAP database are 'Not Rated' for overall, frontal, side and rollover, so under the framework's never-rated rule the item scores 0.

IIHS has not crash-tested the 2020-on CLA, so it has no award and no US crashworthiness data. That puts it in the low band, but not deep in it: there are no known structural concerns, and Euro NCAP gave the same body 5 stars in 2019.

The 2021 CLA 250 comes standard with Active Brake Assist (AEB with forward-collision warning), alert-only Blind Spot Assist, Attention Assist, Crosswind Assist and a rear camera. Adaptive cruise, lane-departure warning and lane keeping, and rear cross-traffic alert all cost extra in the $1,700 Driver Assistance Package, which is below luxury-segment norms.

IIHS has published no front-crash-prevention result for this generation. Euro NCAP's 2019 test of the same car scored its AEB and vulnerable-road-user protection well, but that was the European spec, and there is no US night-pedestrian data.

Blind Spot Assist (alert-only, with exit warning) is standard. Active Blind Spot Assist, which brakes to intervene, and rear cross-traffic alert with braking are only in the Driver Assistance Package.

On the 2021 base car not even lane-departure warning is standard (NHTSA lists LDW as not standard). With the Driver Assistance Package, Active Steering Assist and Active Lane Keeping Assist give smooth, well-regarded hands-on centering, but volume buyers have to option it.

Active Distance Assist DISTRONIC with stop-and-go, Route-Based Speed Adaptation and Active Lane Change Assist is refined and well integrated. It is optional rather than standard on the CLA 250, which keeps it out of the top band.

The 2021 CLA offered no hands-free driving system; the Driver Assistance Package needs hands on the wheel. In the US, Mercedes' Drive Pilot arrived later and only on the S-Class and EQS.

LED headlamps are standard. Active LED headlamps with Adaptive Highbeam Assist cost extra in the Exterior Lighting Package. IIHS never rated this generation's headlights, so beam quality is unverified.

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; the surround-view camera is optional.

There are two outboard LATCH positions, but the small rear doors, low sloping roofline and tight rear legroom make loading children and fitting rear-facing seats awkward. IIHS has not rated LATCH on this generation.

The 2021 CLA is a carry-over year of the second-generation (C118) sedan. It seats five on a 40/20/40-split rear bench, though the middle rear seat is tight under the sloping roof.

Front headroom is competitive for a compact luxury sedan despite the coupe-like roofline. The figure already includes the standard panoramic roof.

Front legroom is adequate. U.S. News says the front seats offer plenty of head- and legroom.

The fastback roofline cuts into rear headroom, and taller adults brush the headliner.

Rear legroom is among the smallest in the segment and is the CLA's main packaging weakness.

The trunk is small for the class. The split-folding, reclining rear seatbacks help with long items.

Storage is ordinary: a console, front cupholders, a folding rear armrest with cupholders, door pockets and a 40/20/40 pass-through. Nothing is clever, and the bins are small in a tight cabin.

Power sport front seats with memory, power lumbar and adjustable cushion length are standard and supportive. The cramped rear bench drags the item down.

Body control is good, but the ride is stiff and handles sharp bumps poorly, especially on the optional 19-inch wheels. KBB is the outlier in calling it comfortable.

Wind noise is well suppressed, but road and tire noise and a buzzy four-cylinder under load keep it short of the class leaders.

Dual-zone automatic climate with filtration and a panoramic roof are standard. Heated seats ($500), ventilated seats and a heated wheel are all extra-cost options on a ~$37K luxury car.

In MY2021, the second year of the C118 generation, the CLA 250 FWD opened the range just under $39K with destination. That made it the cheapest way into a Mercedes sedan once the A-Class sedan was also on sale.

The typical US build was a CLA 250 4MATIC with the Premium Package, which adds the 10.25-in dual screens and keyless-go. That lands around $43.5K; the AWD upcharge alone was $2,000.

Estimates diverge: CarEdge projects about $3.7K for the first five years, while Edmunds' true cost to own runs much higher. A Mercedes Service A/B schedule plus brakes and run-flat tires puts a realistic figure near $6K.

Five model years on, a 2021 CLA 250 4MATIC brings about $21.6K private party (~$23.1K fair purchase) on a $40.9K base sticker. An optioned volume car therefore retains roughly half its price, typical for German compact luxury sedans.

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

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

US buyers got no included scheduled maintenance in 2021; prepaid plans cost extra. Owners did get roadside assistance for the warranty term and a Mercedes me connect trial, which are basic perks and behind BMW's included 3-yr/36k maintenance.

$43,500 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $21,750) leaves about $21,750 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,750 in total.

The 2021 CLA 250 is the second model year of the second generation (C118, 2020–2025 US), which puts it early in the generation, before the later running fixes. J.D. Power's predicted-reliability score of 73 is only 'Average', and Consumer Reports rates the 2019–2023 CLA fair to poor, mainly for its electronics and turbo/DCT powertrain. Both point to below-mid predictions.

Around the 2021 model year, Mercedes-Benz sat in the bottom 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.

The 2021 CLA is covered by six NHTSA campaigns, well above the later carry-over years. They include a large 2026 driver door-lock micro-switch recall carrying a rollaway risk, two MBUX/rear-camera software recalls, two eCall software recalls and a small ISOFIX-bracket build defect. Most were remedied by software or OTA updates and none is powertrain or fire related, so this is typical-to-busy activity with nothing systemic in the drivetrain.

The M260 2.0L turbo four is shared across the A-Class, GLA and GLB and has no systemic failure pattern. The 7G-DCT dual-clutch has a mixed record: owners report low-speed judder and some mechatronic/clutch-pack repairs. No red flags, but not a high-mileage benchmark either.

The dual-screen MBUX dash and turbine vents give the cabin real showroom appeal. Reviewers note hard plastics on the lower doors and console and visible cost-cutting at this entry-luxury price. It is competitive with the Audi A3 and BMW 2 Series Gran Coupe, not ahead of them.

Assembly is generally tight, but the second model year of a new generation still had early-build issues: the ISOFIX-bracket recall is a line-side build defect, and owners report interior rattles and trim creaks typical of 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 MFA2 platform is shared across the high-volume A/CLA/GLA/GLB family. Repair and maintenance pricing is still luxury-brand expensive, though, and electronics and DCT work mostly go through the dealer.

The base CLA 250 gets a 7-inch MBUX touchscreen. The 10.25-inch widescreen pair comes in the $1,200 Premium Package, which many buyers choose.

First-generation MBUX is quick and attractive and offers touchscreen, touchpad, steering-wheel touch controls and voice. Consumer Reports still found the multiple overlapping inputs tricky to use.

Apple CarPlay and Android Auto are standard, but only wired on the 2021 NTG6 MBUX. Wireless projection came with the MY2024 update.

The standard 'Hey Mercedes' assistant with natural-language understanding is a genuine strength. Native MB Navigation with augmented-video guidance is a $1,295 option, not standard.

The standard audio with HD Radio is ordinary. The optional Burmester surround system is well regarded.

A reconfigurable digital cluster is standard, in the 7-inch size on the base car. The Premium Package upgrades it to a crisp 10.25-inch widescreen.

MBUX supports over-the-air software updating and navigation map updates via Mercedes me connect. There is no documented whole-vehicle, feature-adding OTA on this platform.

The Mercedes me app offers remote start, locate, vehicle settings and send-to-car, and three years of connect services are included. After that the services are subscription-gated, and there is no digital key.

Four USB-C ports are standard, which was ahead of many 2021 rivals. Wireless charging with NFC is an option, and there is no AC outlet.

Push-button start, a SmartKey and app remote start are standard. Proximity KEYLESS-GO with a hands-free trunk is an option on the CLA 250, and there is no phone-as-key.

A rearview camera is standard. PARKTRONIC sensors, Active Parking Assist and the Surround View System are bundled in the optional Parking Assistance Package, and a dashcam is available.

A head-up display is an individual option rather than standard or included in a common package. Mercedes itself warns it may not be visible through polarized glasses.

Small rear door openings under a sloping roof, 33.9 in of rear legroom and an 11.6 cu ft trunk make daily car-seat and stroller duty a chore.

There are no NHTSA or IIHS ratings for 2021. AEB and Blind Spot Assist with Exit Warning are standard, but adaptive cruise and lane keeping sit in an option package that also requires the Multimedia Package.

The tight rear seat and small trunk limit road trips with four adults, and the stiff ride compounds it. Rear amenities are thin beyond vents and USB-C ports.

It is small and nimble in traffic, but the 7-speed dual-clutch can be jerky at low speed with hesitation from a stop, and the ride is stiff over city streets.

29 MPG combined is good for a luxury car, but premium fuel and Mercedes service costs push the per-mile cost above mainstream compacts.

A compact footprint and a 36.1-ft turning circle help in town. The pinched rear view makes the optional sensors and 360 camera worthwhile.

There is no US tow rating, and the 11.6 cu ft trunk is small, so it is not a work vehicle.

This is a luxury-oriented compact on low-profile tires with MB-Tex/leather trim. It is not built for abuse and has no fleet reputation.

It has no onboard power, no hitch provision and no upfit ecosystem.

It is a decent highway cruiser, with 35 MPG highway, roughly 390 miles of range and supportive front seats. The stiff ride, road noise and extra-cost DISTRONIC hold it back.

Optional 4MATIC helps in bad weather, but low ground clearance, no tow rating and the sedan body keep it pavement-bound.

The 40/20/40 split rear seatbacks add flexibility, but the small trunk and narrow sedan opening restrict bulky gear.

It is nimble and composed, with minimal body lean. Its FWD-based chassis still trails the RWD BMW 3 Series for engagement.

Steering is responsive and well weighted but filtered, with little genuine feedback.

Brakes are strong and progressive for a car of about 3,360 lb, with predictive brake priming, and reviews raise no fade complaints. No 2021-specific instrumented stopping distance was retrieved.

The 221-hp turbo four has a strong mid-range, but launch hesitation and low-speed dual-clutch jerkiness spoil smoothness in stop-and-go traffic. There is no mild-hybrid assist in 2021.

The four-cylinder sounds buzzy under load, which is less refined than the Mercedes badge implies.

The turning circle is tidy for the segment and helps in urban maneuvering.

Power sport seats with memory, cushion extension and a telescoping wheel give a good low driving position. The rear view through the sloping roof is poor, the touch controls are fussy, and the low roof hampers getting in and out.

The CLA 250 is zippy and stylish and pleasant to drive. The AMG CLA 35 and CLA 45 are the genuinely fun variants.

The base car has MBUX, LED headlights and a turbo-4. The 10.25-in dual screens, keyless-go and auto-dimming mirrors need the Premium Package, and adaptive cruise and active lane/blind-spot assist sit in the extra-cost Driver Assistance Package.

The CLA offers a low entry price for a three-pointed star and a stylish, well-finished cabin. Option creep, though, pushes a well-equipped CLA 250 into C-Class and Acura TLX territory without their space.

The range is one core CLA 250 in FWD or 4MATIC, plus the AMG CLA 35 and AMG CLA 45. That makes a clear ladder from $39K to $56K+ with deep package flexibility, but no hybrid and no Shooting Brake in the US.

The CLA was one of Mercedes' higher-volume US cars and a common entry point to the brand. However, 2021 chip-shortage supply constraints and buyers' shift to the GLA/GLB crossovers held the subcompact-luxury sedan class back.

The three-pointed star is among the most aspirational badges in the US, and the CLA's coupe-like styling is its main draw. As the entry model it still carries some 'budget Benz' perception.

Mercedes-Benz Financial ran regular CLA lease specials. From mid-2021, though, chip-shortage inventory squeezed incentives industry-wide, and many luxury cars sold at or near sticker.

MY2021 is the second year of the second-generation CLA (launched for 2020), with current MBUX tech. The MY2024 facelift was still several years away.

Reviewers liked the styling, MBUX and handling but criticised the rear-seat space and optioned-up price. The CLA rarely won comparisons against the BMW 2 Series Gran Coupe or Audi A3.