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But in a move to imply it's got plenty of processor heft, Mercedes has mounted the processor on a plinth beneath the dash, lit up like the chip in some overclocked gaming PC. We haven't properly experienced the new operating system for the massive cabin screens. There will also be a smaller, cheaper, lower-range one with LFP chemistry, which is cobalt-free.

The larger one of them has advanced anodes of high silicon-oxide content. A novelty is glued modules - not bolted - to improve strength. So the CLA's packs – there are two capacity options – are more normal water cooled arrangements, for super-rapid 250kW charging, or 250 miles-worth in a quarter-hour. That had such low internal resistance it didn't need water-cooling, but the upshot of that was it couldn't take the heat of rapid charging. The CLA doesn't use the same type of battery as in the EQXX. Motor, transmission and inverter are all in one compact light unit. It's ultra-efficient and uses only tiny amounts of rare-earth elements in its magnets. The motor itself uses learning from the one in Mercedes' ultra-long-range EQXX experimental EV, which itself used the expertise of the F1 team. There's a two-speed transmission, which means at high speed the motor doesn't spin inefficiently fast. that the top destinations for ODI flows are to hong Kong, and the various Caribbean tax havens located in the Cayman and the British virgin Islands. But the CLA concept features rear-wheel-drive, so as to get the headline 466-mile WLTP range.

The platform is prepared for two-motor four-wheel-drive, of course.

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It all helps give the shape a definition your eye can lock on to, even though it's classily free of visual noise.īack to the electric versions. Running from all four corners along the belt-line towards the centre are blades of chrome with fading LED backlights. Gentle creases define the tops of the front wings, and another pair run back through the bonnet. Actually, the CLA is a properly good-looking thing.