2025 Mercedes-Benz CLE 300 Review: Right Car, Wrong Engine

Consolidation. It’s hitting everyone, and Mercedes isn’t immune.

The market has spoken, and the brand’s two-door offerings have dwindled this decade. Gone are the C-, E-, and S-Class coupes, and even the CLS not-a-coupe sedan. The SLK (or SLC) dipped ages ago.

Covering for basically all of the above is this, the 2025 Mercedes-Benz CLE. The good news is that the CLE is a suitably swanky bit of transport, going big on cruisability and leaving the sporty stuff to the bigger, more expensive SL and GT models. The bad news is that, as is the case when one role is expanded and stretched to cover multiple responsibilities, the CLE 300 stretches itself too thin.

What’s New for 2025:

The CLE, or at least the name. As that third letter implies, it is closest in spirit to an E-Class coupe replacement, borrowing the sedan’s four- and six-cylinder powertrains. This example tested here is the entry-level, 255-horsepower four-pot CLE 300; the CLE 450 and AMG 53 use two different tunes of Merc’s silky-smooth inline-six for 375 or 443 horsepower, respectively. Every single CLE comes only with 4MATIC all-wheel drive in both Canada and the US.

Meanwhile, the cabin is an almost wholesale transplant from the smaller C-Class. Beyond some unique trim and seat color choices, it’s the familiar setup of a large, angled dashboard, with a portrait-style touchscreen rising up from the center console and angled ever so slightly towards the driver. A trio of air vents top the dash, with a pair bookending it for balance.

Exterior Style:

Of the handful of five-figure coupes left on the market, arguably none are as elegant as the CLE. Merc does this well, capable of spanning the range from models like this and the old S-Class coupe to the rabid AMG GT. There’s a fair amount of C-Class to that low nose, but with squintier headlights the CLE makes a unique impression. Follow the character line across the flank of the coupe as it fades into the door and resurfaces aft, providing definition to the rear haunches. The pert tail diverges from the family look, with dark taillights connected with a matching trim piece for a faux-full width look. Don’t tell Merc about the Infiniti vibes from the rear three-quarter view…

This tester’s optional AMG pack gives it hungrier intakes in the lower front bumper, fake vents on the rear bumper, and trim pieces that actually look like exhaust tips. It might not be as elegant, but it does unlock the pretty 20-inch alloys, as difficult as they must be to clean.

I know almost nobody will buy it, but I continue to commend Mercedes for offering up its Sun Yellow on cars like the CLE—at no additional cost too, compared to the $1,750 ($2,300 CAD) Patagonia Red seen here.

Powertrain and Fuel Economy:

The small luxury segments are all awash in ubiquitous 2.0-liter turbocharged fours. Merc’s example is one of the better ones in terms of performance: it’s torquey (295 pound-feet of torque), responsive, and shacked up to a smooth-shifting nine-speed automatic. Fuel economy is solid: not BMW 4 Series good, but an official 28 mpg (8.6 L/100 km) combined figure is wholly achievable without effort. The mild-hybrid setup is smooth, shutting off the engine before a full stop to conserve fuel.

It’s the aural signature that lets this side down. Prod the clicky starter button—a modern Merch tactile delight—and those four cylinders awaken with all the drama of a diesel truck. It’s uncouth, and at odds with the elegance expected of a vehicle carrying the three-pointed star. Not that the paddle shifters get a whole lot of a workout here anyway—that’s more of an AMG thing—but I have almost no interest in wresting control from the computers and manually holding onto gears, just to avoid hearing even more of that engine.

Handling and Drivability:

Riding on the same MRA2 platform that underpins any Benz with a north-south engine configuration, the CLE has a solid foundation for satisfying handling. The CLE sits 0.6 inches (15 millimeters) closer to terra firma than a C-Class, giving it a slightly better center of gravity. The steering is modern Merc light, but appropriately weights up off-center.

Weighing in at around two tons and with that standard all-wheel drive, the CLE 300 is more sure-footed than sensational. It is utterly predictable in its consistent, measured responses—appropriate for an entry-level cruiser.

Ride Quality and Comfort:

Even with the AMG pack’s stiffer suspension setup, the CLE 300 (rightly) prioritizes comfort. The suspension soaks up city bumps with ease, transmitting little noise into the swanky cabin.

Seat comfort remains a Mercedes strength, with supportive seats offering a wide range of adjustments. If only Mercedes had kept the old door-mounted seat controls; these ones are capacitive and don’t actually move, so it never feels entirely natural to adjust. Front room is appropriate, and the welcome surprise is that the back row is… fine. Not great, but acceptable for this 5’10” writer. The inclusion of a B-pillar does make it feel a little more claustrophobic than Merc coupes of old, to say nothing of the reduction in windows-down elegance.

Interior Style and Quality:

Mercedes’ cabin design has been pretty locked in for the better part of a decade now. The two-tone look here is generally great, as light beige contrasts well with that bright red exterior paint. While so many brands are aiming for stark minimalism, the curving lines and contrasting shapes give the CLE cabin a more organic feel.

Most of the bits feel appropriate for the badge, too: the lower door panels are a little low rent, and piano black is still bad, but otherwise it’s good. The semi-floating armrests in the doors are a great touch, for instance.

Tech and Safety:

I know some folks don’t love Mercedes’ latest MBUX infotainment. While the central 11.9-inch display is a touchscreen, there’s also the option to use a small thumb pad on the right wheel spoke (the left operates the 12.3-inch digital instrument display). It’s these tiny pads that people seem to take issue with, but I appreciate how much control they offer without ever needing to take my hands off the wheel. Okay, sometimes: touch controls like this work better with grid layouts, and the MBUX menus, with their large icons, are not always directionally clear. It is a little annoying that the (always on-screen, yay!) climate controls aren’t part of the touchpad’s purview, either. The screen is otherwise quick to respond, meanwhile the instrument cluster is highly configurable.

Other cabin highlights include Merc’s still-class-leading ambient lighting—Miami Rose being the correct choice, of course—and the excellent Burmester 3D sound system. With 17 speakers, the setup provides concert-level audio satisfaction.

Value Dollars and Sense:

Other than classic collectibles, Mercedes models have rarely been a value in the traditional sense. That’s not what the three-pointed star is about.

So it shouldn’t surprise you that, should you spec a CLE 300 up as generously as this one, it will be competing with the much more powerful likes of the BMW M440i. As is often the case with luxury brands, spec and features are very different between the US and Canada. The closest American equivalent would just clear $70,000 including destination, though MB USA doesn’t even offer that Burmester system on the base CLE. As-tested, the CLE 300 is just shy of $75,000 CAD, pre-destination. (Mercedes-Benz Canada allows its dealers to determine their own destination charges).

Final Thoughts:

As a pretty cruiser, the 2025 Mercedes-Benz CLE 300 is a suitably swanky and comfort-first option in a very small class. If you need even a dollop of driving excitement with your elegant coupe however, ask your accountant to find some additional coin to net one of the six-cylinder models.

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