With a full reveal of the second generation CLA Class expected in the next few months, Mercedes has released details on its underlying architecture, the Mercedes-Benz Modular Architecture (MMA). Unlike the other three architectures Mercedes has planned (EV-only MB.EA, VAN.EA, and AMG.EA), MMA is multi-energy. It supports electric and internal combustion power. 

The EV variant, as previewed in the Concept CLA shown at IAA 2023 in Munich, is 800V architecture. It’s a technology that until now has appeared largely on bigger and more upmarket vehicles. Hyundai and Kia are notable exceptions. It will allow quick charging of up to 320kW—faster than any Tesla except the Cybertruck—with up to 300km (WLTP) in 10 minutes (or about 160mi EPA).

In an industry first, the CLA will come with an NACS (Tesla) charge port and a CCS port. An adapter isn’t needed. Power is courtesy of an internally developed, rear-mounted 200kW motor (with silicon carbide inverters to improve efficiency) and an optional front-mounted 80kW motor. Unlike most EVs, it uses a two-speed (not single-speed) transmission for better efficiency in different driving conditions.

There’s a choice of a new higher-density 85kWh battery or a lower-cost (and lithium iron phosphate, or LFP) 58kWh battery. Four levels of energy recuperation—selected by steering wheel-mounted paddles—can be set up to 200kW, requiring almost no mechanical braking power. That translates to a maximum range of 750km on the European WLTP cycle, which could translate to 400 miles on the EPA cycle.

Longer term, Mercedes is looking to cut battery costs 30 percent, helping affordability and profit margins. More affordable, non-electric MMAs will use a new 1.5L 48V mild hybrid-equipped Miller-cycle turbo-L4 with an equally new 8-speed dual-clutch transmission (which integrates an electric motor) and 134, 161 or 188 horsepower. Unlike most mild hybrids, this system allows for full (but limited) pure-electric driving.

Why This Matters

Although Mercedes has backed off its target to be “ready to be all-electric” by 2030, MMA plays a key role in anchoring the low end of the Mercedes portfolio. Mercedes has previously stated one strategic goal is to push the portfolio upmarket, which includes leveraging sub-brands like Maybach, G and AMG. But it will also mean cutting some lower-priced (and lower-margin) entries.

Mercedes currently has seven offerings on the outgoing MFA architecture, but it’s expected to drop to four: the CLA (four-door coupe and wagon), GLA and GLB SUVs, and a new “baby G” SUV inspired by the classic Gelandwagen. The CLA launches first next year; the rest of the portfolio is expected in 2027.

Mercedes is taking a page out of the Tesla and BYD playbooks by increasing the level of vertical integration and doing the development cells rather than simply buying from a supplier. MMA leverages the learnings from the Vision EQXX concept shown at the 2022 Consumer Electronics Show. The numbers look impressive, but aren’t official. The claimed 12kWh/100km number would translate into about 4.4mi/kWh on the EPA—short of the 5mi/kWh claimed by the Lucid Air, but still impressive.

Also notably missing is a plug-in hybrid variant, currently offered on several of Mercedes entry-level models. That helps simplify a complex portfolio (two drive configurations, two battery sizes and three engine variants. Power levels for the internal combustion variants suggest any AMG-badged version will be electric. The new engine and transmission suggest Mercedes is planning a long life cycle for this hardware set.

Who should care

In this product class, BMW’s current EV portfolio relies on less efficient converted internal combustion architectures. BMW’s upcoming Neue Klasse architecture, launching at the end of 2025, will be one class above most of the MMA entries in size and price. The new iX3 and i3 will compete with the upcoming GLC EQ and C Class EQ.

With access to VW Group’s MEB EV portfolio, Audi is in better shape. But its low-end EV portfolio is limited: the current Audi Q4 e-tron and upcoming Q2 e-tron due in about two years. They’ll join the current A3 and Q3, which offer plug-in hybrid variants, and some impressive high-performance hardware.

More importantly, if the real-world numbers match the targets Mercedes discusses, it suggests the additional three EV-only architectures under development will be equally impressive. That means the manufacturer working on a broad portfolio of luxury EVs should be worried about the level of efficiency and performance of the new Mercedes.

The only question is whether the carmaker can successfully maintain—as they appear poised to do—a full portfolio of internal-combustion and electric luxury vehicles.

The bottom line

Mercedes’ next-generation of EVs appears off to a good start. It includes a new hybrid setup to offer entry-level luxury buyers a compelling choice of drivetrains.