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Shopping for an EV these days is a lot like choosing a phone. There’s Tesla, the ubiquitous choice with a wide-sweeping ecosystem supporting its products, just like buying Apple’s iPhone. Then there’s everyone else, offering a wider variety of models, which is akin to purchasing a device running Android. Some rivals outperform Tesla’s offerings, but the user experience is inconsistent across the market.
In this sense, Tesla has forced itself into the position as an EV benchmark, driving rivals to innovate. Such is the case of the third-generation Mercedes-Benz CLA-Class, available as an all-electric sedan for the first time ever. It comes to market with several advantages against its main competitor, the Tesla Model 3, the first being 800-volt architecture, which allows for wicked-quick charging. Then it gets a new nickel-cobalt-manganese (NCM) battery and a super-slippery body with a claimed coefficient of drag of just 0.21, which allows for incredible road-trip range.
We chose lineup-topping examples of both sedans to compete in this comparison test, pitting the 2027 Mercedes-Benz CLA350 4Matic against the 2026 Tesla Model 3 Performance. A thorough vetting of both vehicles at the track, on the charger, and in real-world conditions revealed a clear winner.
By the Test Numbers
The Tesla Model 3 Performance comes out swinging with titanic specs for a compact sedan. Its dual-motor all-wheel-drive powertrain develops a combined 510 hp and 554 lb-ft of torque. Weighing in at 4,020 pounds, it touts a weight-to-power ratio of 7.9 lb/hp.
As a non-AMG model, the Mercedes-Benz CLA350 isn’t quite as focused on going fast. It develops 349 hp and 380 lb-ft of torque from its 4Matic-branded dual-motor AWD system. Tipping the scales at a porkier 4,725 pounds, weight-to-power is 13.5 lb/hp.
With this basic information in mind, it should come as no surprise that the Model 3 Performance wipes the floor with the CLA350 around our test track. The Tesla sets a scorching 0–60-mph time of 2.8 seconds and blasts through the quarter mile in 11.0 seconds at 125.2 mph. It vastly outperforms the CLA350, which needs 4.2 seconds to get from 0 to 60 mph and runs the quarter mile in 12.8 seconds at 109.2 mph.
The Model 3 is equipped with an EV-friendly version of the Pirelli P Zero tire, the PZ4 Elect, T1 to be specific. This furthers the Tesla’s advantage over the Mercedes, which rolls on Bridgestone Turanza 6 MO rubber. It also gets adaptive suspension damping, unlike the CLA350, which has a passive multilink setup, and the Tesla has bigger brakes.
Our track testing confirmed what seems obvious on paper. The Model 3 Performance dusts the CLA around our figure eight with a time of 23.8 seconds to the Merc’s 26.2-second lap. It has superior grip, as well, pulling 0.95 g of maximum lateral grip compared to the CLA’s 0.81 g. Stopping from 60 mph is better, too; the Tesla needs just 110 feet while the Mercedes requires 115.
Not only do these sedans offer different degrees of performance, but these EVs also present two distinctive driving experiences. The Model 3 Performance is highly configurable, with a comprehensive menu of customizations that allow you to set up the sedan’s on-road behavior (steering, acceleration, suspension settings) to your preferences.
You can set it up to be a relaxed commuter, with its electronically adaptive dampers providing a more refined ride than the Model 3 Premium. You can also stiffen the suspension while cranking acceleration up to Insane mode for more immediacy. Although steering has three degrees of firmness, the standard mode delivers the best balance of weight and feedback. No matter how you set up the steering, the tiller has robotic artificiality to it, taking some of the joy away from exploring the sedan’s handling chops.
Track mode allows you to explore the upper limits of the Model 3 Performance’s capabilities. A handling slider lets you dial in the understeer or oversteer to your preferences, including a setup that’s explicitly for drifting. With an abundance of personalities bundled in a single sedan, the Model 3 aspires to be the only car you need.
The Mercedes-Benz CLA350 has fewer aspects to its character. It behaves like a more traditional European luxury sedan, with a supple ride and good body composure in the corners. Steering is more connected than in the Tesla, with better heft and feedback. There are drive modes, but the degree of customization isn’t quite as deep.
We also aren’t as sold on the CLA’s powertrain tuning. The accelerator is touchy off the line. It’s also sensitive when the car drives over rough pavement. If you’re using regenerative braking and trying to hold speed, imperfections in the road surface can cause your foot to jiggle, causing the Mercedes to jerk.
There’s also the matter of the two-speed automatic transmission connecting the rear motor to the wheels. The shift into second gear takes place around 65 mph, causing a noticeable power dip before a surge of acceleration. When other aspects of the CLA’s on-road dynamics are so polished, these ripples stand out against the rest of its smoothness.
On the Open Road and at the Charger
Fortunes flip for the 2026 Tesla Model 3 and Mercedes-Benz CLA350 in our Road-Trip Range and fast charging tests. The Tesla falls short of its EPA-rated 309 miles of range with an as-tested number of 265 miles. Meanwhile, the Mercedes annihilates both the Model 3 and the EPA’s rating of 312 miles with a result of 368 miles of highway driving.
It’s a similar story on a Level 3 fast charger. The CLA’s 800-volt architecture allows it to charge at a 320-kW peak rate, replenishing 198 miles of range in 15 minutes and 322 miles in 30 minutes. The charge from 5 to 80 percent takes just 25 minutes.
This is where our iPhone versus Android analogy comes back into play. Tesla, which uses its (no longer completely) proprietary charging network, has enjoyed a considerable advantage in the EV space due to the ecosystem surrounding its products. Still, there’s no getting around hardware shortcomings, which is the case with this comparison. The times have left the Model 3 behind; it still uses 400-volt architecture. As such, its charging specs are considerably worse than the Mercedes-Benz CLA350’s.
Tesla’s compact adds 142 miles in 15 minutes and 209 miles in 30 minutes. Granted, these figures are good enough for the scores of Model 3 drivers on our roads today, but they can’t be considered the gold standard. That’s especially true when charging from 5 to 80 percent takes 30 minutes, five minutes more than what the CLA needs.
Charger access isn’t much of a problem for the CLA, either. It has a North American Charging System (NACS) port as standard equipment, so it doesn’t need an adapter to use Tesla Supercharger stations. Inside the same door that houses the fast charger, there’s also a J-1772 port for Level 2 charging at speeds up to 9.6 kW. Although you need an adapter to use J-1772 chargers, the Model 3 can charge at a rate of up to 11.5 kW on a Level 2 station.
A Real-World Winner
So far, the Tesla has the advantage when it comes to driving prowess and performance while the Mercedes cleans up in the range and charging race. There’s one last aspect of these cars to consider: value.
Our 2026 Tesla Model 3 Performance test car stickers for $56,630; the 2027 Mercedes-Benz CLA350 4Matic Electric starts at $51,950 and has been optioned up to $66,280. The Tesla has no additional equipment on it; everything you see (and don’t) comes standard. That includes its large center display, a second-row screen, dual wireless chargers, and ventilated front seats.
The Tesla user interface is far from perfect, there’s no shade for its glass roof, and its minimalistic interior isn’t loved universally by our editors. However, the Model 3 Performance gives you a lot of features for your money, and the soft-touch materials from floor to ceiling beat out the CLA’s cabin, which has a smattering of hard-touch plastics in the mix. Spacious frunk, trunk, and back-seat packaging add to the appeal.
To get the CLA you see here, you have to tick quite a few boxes. Springing for the AMG Line package costs $2,100, but you must add either the Exclusive or Pinnacle trim, the latter of which is on our test car. That gives you a bunch of nice-to-have features that are mostly already included with or are bettered by the Tesla, such as dual-zone automatic climate control, a rear center armrest with dual cupholders, 64-color LED ambient lighting, front-row wireless charging, keyless entry, parking assistance, and flush door handles. Manufaktur Patagonia Red metallic paint is $1,750, and 19-inch AMG twin five-spoke wheels are a further $600.
The Pinnacle trim, Burmester surround sound system, and head-up display rack up another $7,830. Equipping the Sky Control roof, which tints or becomes transparent electronically in paneled segments, contributes $1,050 to our as-tested price. The bundle of driving assists, which offer less autonomous driving capability than Tesla’s $99/month Full Self-Driving (Supervised), and adaptive LED headlights comes out to $4,070. That’s some old-school German luxury automaker nickel and diming if we’ve ever seen it.
Once again, Tesla’s benchmark status remains intact. The Model 3 Performance has more to offer for less money than the CLA350 4Matic, but the EV-only automaker has been put on notice. If Tesla remains stagnant and continues to offer vehicles without upgrading its electric architecture, a rival could come around and snatch its status.
We hand this win to the 2026 Tesla Model 3 Performance, but the 2027 Mercedes-Benz CLA-Class deserves its due for its excellent battery, range, and charging technology. Just as Apple’s iPhone supremacy looks less clear than ever with the reveal of the Duo, Tesla’s future as the obvious EV leader grows less certain with every new contender like the CLA350 4Matic Electric.
2nd Place: 2027 Mercedes-Benz CLA350 4Matic Electric
Pros
- Stupendous range
- Blistering charging speeds
- Pleasant ride and handling
Cons
- Questionable value
- Two-speed auto hampers refinement
- Interior smattered with plastics
Verdict: An impressive feat of technology, the Mercedes-Benz CLA350 4Matic leaves something to be desired in terms of value and driving refinement.
1st Place: 2026 Tesla Model 3 Performance
Pros
- Supercar acceleration
- Impressive features-per-dollar value
- Configurable for comfort or performance
Cons
- Middling range and charging speeds
- Ultra-minimalistic interior
- Just one menu-heavy display
Verdict: Wicked quick and superbly well equipped, the Tesla Model 3 Performance makes up for its slower charging speeds and merely adequate range by being a commendable value.
| 2027 Mercedes-Benz CLA350 4Matic Specifications | 2026 Tesla Model 3 Performance Specifications | |
| BASE PRICE | $51,950 | $56,630 |
| PRICE AS TESTED | $66,280 | $56,630 |
| VEHICLE LAYOUT | Front- and rear-motor, AWD, 5-pass, 4-door electric sedan | Front- and rear-motor, AWD, 5-pass, 4-door electric sedan |
| Powertrain | ||
| TOTAL POWER | 349 hp | 510 hp |
| TOTAL TORQUE | 380 lb-ft | 554 lb-ft |
| MOTORS | F: permanent-magnet motor, 107 hp, NA lb-ft R: permanent-magnet motor, 268 hp, 247 lb-ft | F: induction motor, 184 hp, 162 lb-ft R: permanent-magnet motor, 335 hp, 339 lb-ft |
| BATTERY | 85.0-kWh NMC lithium-ion | 80.0-kWh NCA lithium-ion |
| TRANSMISSIONS | 1-speed fixed ratio, 2-speed automatic | 2 x 1-speed fixed ratio |
| F/R GEAR RATIO | 9.98:1/11.00:1 (1st), 5.03:1 (2nd) | 9.03:1/9.03:1 |
| Chassis | ||
| SUSPENSION | F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar | F: control arms, coil springs, adj shocks, anti-roll bar R: multilink, coil springs, adj shocks, anti-roll bar |
| STEERING RATIO | 15.2:1 | 9.0–12.2:1 |
| TURNS LOCK-TO-LOCK | 2.5 | 2.1 |
| BRAKES | F: 13.0 x 1.2-in vented disc, 1-piston sliding caliper R: 12.9 x 0.5-in disc, 1-piston sliding caliper | F: 14.0 x 1.0-in vented disc, 4-piston fixed caliper R: 13.2 x 0.8-in vented disc, 1-piston sliding caliper |
| WHEELS | F: 7.5 x 19 in, R: 9.0 x 19 in, cast aluminum | F: 9.0 x 20 in, R: 10.0 x 20 in, forged aluminum |
| TIRES | Bridgestone Turanza 6 MO F: 225/40R19 93W XL R: HL255/35R19 99W XL | Pirelli P Zero PZ4 Elect T1 F: 235/35R20 92Y XL R: 275/30R20 97Y XL |
| Dimensions | ||
| WHEELBASE | 109.8 in | 113.2 in |
| TRACK, F/R | 63.2/62.0 in | 62.3/61.4 in |
| LENGTH x WIDTH x HEIGHT | 185.9 x 73.0 x 57.8 in | 185.9 x 76.1 x 56.3 in |
| GROUND CLEARANCE | 5.0 in | 5.0 in |
| TURNING CIRCLE | NA | 38.4 ft |
| CURB WEIGHT (DIST F/R) | 4,725 lb (47/53%) | 4,020 lb (50/50%) |
| WEIGHT TO POWER | 13.5 lb/hp | 7.9 lb/hp |
| HEADROOM, F/R | 40.9/36.8 in | 40.3/37.8 in |
| LEGROOM, F/R | 42.2/33.6 in | 42.7/34.5 in |
| SHOULDER ROOM, F/R | 55.6/53.5 in | 56.7/54.2 in |
| CARGO VOLUME, F/R | 1.4/10.3 cu ft | 3.1/21.0 cu ft |
| PAYLOAD CAPACITY | 882 lb | 915 lb |
| MotorTrend Test Data | ||
| 0-30 MPH | 1.6 sec | 1.2 sec |
| 0-40 MPH | 2.3 sec | 1.7 sec |
| 0-50 MPH | 3.1 sec | 2.2 sec |
| 0-60 MPH | 4.2 sec | 2.8 sec |
| 0-70 MPH | 5.5 sec | 3.6 sec |
| 0-80 MPH | 7.1 sec | 4.4 sec |
| 0-90 MPH | 8.8 sec | 5.4 sec |
| 0-100 MPH | 10.7 sec | 6.7 sec |
| PASSING, 45-65 MPH | 2.1 sec | 1.2 sec |
| QUARTER MILE | 12.8 sec @ 109.2 mph | 11.0 sec @ 125.2 mph |
| BRAKING, 60-0 MPH | 115 ft | 110 ft |
| BRAKING, 100-0 MPH | 337 ft | 319 ft |
| 0-100-0 MPH | 15.3 sec | 11.1 sec |
| LATERAL ACCELERATION | 0.81 g | 0.95 g |
| FIGURE-EIGHT LAP | 26.2 sec @ 0.72 g (avg) | 23.8 sec @ 0.88 g (avg) |
| Consumer Info | ||
| AIRBAGS | 8: dual front, front side, f/r curtain, driver knee, front center | 9: dual front, front side, f/r curtain, front knee, front center |
| BASIC WARRANTY | 4 yr/50,000 mi | 4 yr/50,000 mi |
| POWERTRAIN WARRANTY | 4 yr/50,000 mi (battery: 8 yr/100,000 mi) | 8 yr/120,000 mi |
| ROADSIDE ASSISTANCE | 4 yr/50,000 mi | 4 yr/50,000 mi |
| EPA FUEL ECONOMY, CITY/HWY/COMBINED | 120/115/118 mpg-e | 120/107/114 mpg-e |
| EPA RANGE | 312 mi | 309 mi |
| 70-MPH ROAD-TRIP RANGE | 368 mi | 265 mi |
| MT FAST-CHARGING TEST | 198 mi @ 15 min, 322 mi @ 30 min | 142 mi @ 15 min, 209 mi @ 30 min |
| MAX CHARGING POWER, AC/DC | 9.6/320 kW | 11.5/250 kW |
| ON SALE | Now | Now |
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