AFFALTERBACH, Germany—A few years ago, we were treated to the Mercedes-Benz EQXX. It was, at the time, the pinnacle of Mercedes engineering built for the purpose of maximum electric range. While an impressive piece of machinery that looked like it drove out of Le Mans, it wasn’t designed to be a high-performance electric vehicle with an AMG badge. That’s ok, though, because there is a high-performance AMG electric concept, called the GT XX, that introduces the world to the future of high-performance AMG electrics and debuts the AMG.EA architecture.
The 800 V AMG.EA isn’t like an 800-volt you’ve experienced before. Mercedes claims that the car can charge at greater than 850 kW over a wide portion of the charging session. While the company didn’t provide any graphs, based on the hardware onboard, there’s little reason to doubt that claim.
To feed an EV that much power, the charging station would need to output at 1,000 A, and the company worked with its European partner Alpitronic to develop a prototype charging station. The current prototype uses a CCS connector, which is the standard in Europe.
German carmaker Mercedes-Benz (MBGAF) announced plans Thursday to consolidate its U.S. operations by moving 500 jobs to Sandy Springs, Georgia — just north of Atlanta; 400 of the jobs will come from Michigan, where the company is closing its financial services division in Farmington Hills, a suburban city northwest of…
Whether it’s big sedans or SUVs, Mercedes-Benz is one of the top names in luxury vehicles for people who can’t be bothered to drive themselves. And now the automaker is trying to apply that expertise to a very different form factor.
Mercedes is launching a new generation of vans that are also its first to be designed from the ground up for electric powertrains, while still performing all of the functions of its current van lineup. But before it shows the everyday delivery vehicles and hotel shuttles, Mercedes is heralding the arrival of these new vans with the Vision V — a concept vehicle that shows just how luxurious a van can be.
The Vision V is a chauffeur-driven living room on wheels. A partition housing a massive television separates the driver’s compartment from the rear of the vehicle, where instead of the usual multiple rows of seats, two reclining thrones, a host of speakers and a massive screen provide an immersive audiovisual experience. It’s the luxury vehicle you didn’t know you wanted.
An opportunity for something different
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Luxury minivans are popular in Japan and China, but anything with sliding doors generally isn’t considered fancy enough in the United States and Europe. With its next-generation vans, based on new modular architectures called Van.EA (for electric vans) and Van.CA (for combustion vehicles), Mercedes hopes to change that with a van “designed as a chauffeur-driven limousine,” Benjamin Kaehler, chief engineer for Mercedes-Benz Vans, told Digital Trends and other media at a preview event near the automaker’s headquarters in Stuttgart, Germany.
And why shouldn’t a van play that role? If you’re going to be driven around in something, it might as well be a big box on wheels with plenty of interior space. They’re already used as hotel and airport shuttles, sometimes with elaborate interior upgrades via the aftermarket. And SUVs have shown that it’s possible to make the transition from workaday vehicle to VIP transport.
A plain boxy van doesn’t exactly have the brawny caché of an SUV, though, or the refinement of classic luxury sedans like the Mercedes-Benz S-Class. So while Mercedes was able to cram the Vision V concept full of high-end features, designers had to create a decidedly un-van-like exterior to pique curiosity about what’s inside.
A glitzed-up van
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After signing confidentiality agreements and checking credentials, a false wall lifted up, Hollywood-style, and the gaggle of journalists was ushered into a hidden room where, bathed in harsh studio lighting and special-effects smoke, the Vision V awaited.
This is the type of vehicle that deserves such a dramatic introduction. It’s definitely a van, but with its sloping roof, defined character lines in the body sides, and a simple tailgate with a circular lighting element that recalls Star Trek impulse engines, it’s also definitely futuristic.
the Vision V proudly wears an ostentatious grille and bright 24-inch wheels.
But the Vision V also hits all of the luxury-vehicle marks. At a time where many automakers are abandoning chrome for blacked-out exterior trim, the Vision V proudly wears an ostentatious grille with a mirror finish, along with equally bright 24-inch mono-block wheels similar to what you’d normally see on Mercedes’ ultra-luxury Maybach models. The traditional hood ornament ties the Vision V to Mercedes’ luxury cars, as do the segment headlights that arc up and away from the grille, as well as twin power bulges in the hood.
One thing the Vision V has that current Mercedes luxury cars don’t is electrochromic glass. Taking things up a notch from heavy window tinting, this tech can switch the side glass (as well as the interior partition) from transparent to opaque instantly, providing maximum privacy for rear-seat passengers.
Are you not entertained?
Stephen Edelstein/Digital Trends
The doors slid open (thanks to an attendant operating a remote control, this is a concept car after all) to reveal a fever dream of an interior. The two rear seats were comprised of tube-like elements, accompanied by equally strange-looking speaker assemblies (there are 42 speakers in all) and a ceiling lamp. Apple Store white and polished aluminum were the colors of choice — accented by the color-changing ambient lighting that’s become a signature feature of recent Mercedes interiors.
Once situated, a process that required shrinking wrapping my shoes and having one of the Vision V’s attendants lay a protective cover over the seat (even blue jeans could stain the one-off leather upholstery, apparently) it was surprisingly comfortable, given the unorthodox design. Mercedes was able to build in lounge chair-levels of recline thanks to the amount of space available, although headroom was a little tight with the seat in its upright position. Integrated seatbelts allow the seats to be reclined with belts fastened, but it’s unclear if recumbent passengers aren’t a part of the regular crash-test regimen.
The cabin of the Vision V felt like a cozy lounge without being claustrophobic.
The seats face a 65-inch 4K screen that rises up in front of a limo-like partition that separates the front seats from the rest of the vehicle. It makes for glorious gaming and movie-watching experiences that blow away the comparatively-tiny screens available with today’s rear-seat entertainment systems. The images even overflow from the screen onto the ceiling and door panels —that hard-to-clean white upholstery makes a great projection surface — and the screen can also be partly raised to serve as a relaxing digital fireplace or an oversized “Now Playing” bar.
While the interior is complete down to the last detail, the Vision V is still very much a concept car rather than a production-ready vehicle. The fans needed to keep all of its electronics cool whirred loudly throughout my time in the van (while still keeping the ambient temperature uncomfortably warm), and the vehicle wasn’t moving.
Still, it’s easy to see the potential of this idea. The cabin of the Vision V felt like a cozy lounge without — despite the amount of stuff crammed into it — feeling claustrophobic. It seemed like a great place to be while stuck in traffic with someone else driving.
Mechanicals are still a mystery
Stephen Edelstein/Digital Trends
Mercedes emphasized that the Vision V isn’t just another fantastical concept car, and that it really is evaluating building a production luxury van with similar features based on its new Van.EA and Van.CA platforms. But while the first vans based on those platforms are scheduled to debut in 2026, Mercedes hasn’t provided many technical details.
It’s worth noting that Van.EA was announced first — Van.CA was only announced recently as Mercedes pulled back from its more ambitious EV goals — and the automaker says both platforms share 70% of components. So it’s likely that, in the reverse of the way things are currently done, Mercedes has designed an EV-first van architecture that is now being adapted for internal-combustion powertrains.
Mercedes hasn’t provided many technical details on its next-generation vans.
Expect a greater degree of modularity than the designs of current vans, like the Mercedes-Benz eSprinter, to more easily accommodate the different powertrain types, including single-motor and dual-motor EV variants. Hopefully Mercedes will also incorporate some of the efficiency improvements gleaned from its Vision EQXX concept, and incorporated into electric passenger cars starting with the 2026 CLA compact sedan, to boost range and make electric vans more attractive to businesses.
The more workaday vans will face competition from usual suspects like Ford, General Motors, and Stellantis, all of which have both electric and combustion options in their van lineups. But as a van maker that also happens to be one of the world’s most prestigious luxury brands, Mercedes has an opportunity new to both sides of the business. And if the Vision V is any indication, it’ll be more than just the Mercedes three-pointed star on its hood that justifies its high-end status.
Mercedes-Benz is known for innovating from the top down, introducing new tech on high-end models like the S-Class and letting it gradually trickle down to less-expensive models. Now it’s changing things up.
Expected to go on sale in the United States later this year, the redesigned 2026 Mercedes-Benz CLA-Class will remain one of the automaker’s entry-level models while introducing Mercedes’ next-generation tech.
A new operating system that aims to make software-based features more common and more seamless, while the first-ever CLA EV (officially known as the CLA with EQ Technology) will take a big step forward in efficiency and charging performance. So this is a small car that’s a big deal for the future of one of the auto industry’s most storied brands.
Design rethink
Mercedes-Benz
Launched in 2014, the CLA brought a more expressive aesthetic to the Mercedes brand. That continues with the 2026 model, although the addition of an electric powertrain didn’t lead designers down the same aerodynamically-focused path that led to the controversial design choices of Mercedes’ EQ EVs.
Because it must share its platform with an internal-combustion model, the electric CLA still looks like a CLA. It’s a small sedan with a low roofline that aims for a sportier appearance, although dimensions have changed slightly. The new model is 1.3 inches longer than the previous-generation Mercedes CLA, 0.8 inch wider, and 1.1 inches taller. The raised roof, along with a 2.4-inch wheelbase stretch, should increase passenger space, but this fairly conventional looking sedan’s 0.21 coefficient of drag (Cd) is only a tick behind the more dramatically styled Mercedes-Benz EQS sedan.
Integrating an electric powertrain did lead to compromise, though. The electric CLA stands a bit taller than its internal-combustion counterpart because engineers had to make room under the passenger-compartment floor for the battery pack. Designers compensated by giving the CLA a lower, stretched out grille, sheet metal creases along the sides, and bands connecting the headlights and taillights to hide some of that extra girth.
Probably more effective in diverting attention, though, is the illuminated grille that features a firmament of 142 Mercedes three-pointed stars. Made possible by the EV’s lower cooling needs, it’s accompanied by headlights and taillights that also resemble the Mercedes logo without replicating it, as that would run afoul of German regulations about the display of corporate logos.
A holistic approach to EV engineering
Mercedes-Benz
Its styling may not be as radical as the EQ models, but the CLA features more improvements under the skin, helping to maximize range while keeping the size of the battery pack in check. In the United States, that pack will have a capacity of 85 kilowatt-hours and nickel-manganese-cobalt (NMC) chemistry, but with a new recipe using less cobalt and more silicon, which should help boost energy density by 20%, Christoph Starzynski, Mercedes’ head of vehicle integration, told Digital Trends in a media roundtable.
Greater energy density means more range from a given battery volume, although Mercedes isn’t saying how far U.S.-spec models will go on a charge just yet. When that charge runs out, the CLA will be among the first Mercedes EVs that can DC fast charge from a built-in North American Charging Standard (NACS) port, allowing owners to plug into Tesla Supercharger stations without an adapter. A separate AC port for home charging sits alongside the NACS port, and bidirectional charging capability is built in as well, allowing the CLA to serve as an emergency home backup power source.
The CLA’s Mercedes Modular Architecture (MMA) also incorporates an 800-volt electrical system for quicker charging. Capable of DC fast charging at up to 320 kilowatts, the CLA can recover up to 186 miles of range in 10 minutes, Mercedes claims. The automaker is playing catchup here; 800-volt charging is already a feature of Hyundai’s E-GMP platform, and the new Premium Platform Electric (PPE) used by the Audi A6 e-tron, Audi Q6 e-tron, and Porsche Macan EV.
Another bit of hardware Mercedes is copying from its crosstown rival is a two-speed transmission for the rear axle, previously seen on the Porsche Taycan. The CLA isn’t a performance car like the Taycan, but Mercedes’ engineers felt an extra gear could help benefit efficiency without sacrificing powertrain responsiveness.
“You have a lot of advantages, especially at higher speeds,” Starzynski said. “But the idea behind the two-gear was also to give you the same advantage in the city.” That’s thanks to a lower first-gear ratio for standing starts in traffic, while the higher second gear helps maintain efficiency at highway speeds.
The base CLA 250 with EQ Technology uses a single motor attached to that gearbox, producing 268 horsepower and 247 pound-feet of torque, to scoot from zero to 60 mph in a Mercedes-estimated 6.6 seconds. The CLA 350 4Matic with EQ Technology adds a front motor for all-wheel drive, 349 hp, 380 lb-ft of torque, and a 4.8 second zero to 60 mph time.
Different packaging parameters
Mercedes-Benz
The CLA will also be sold with a mild-hybrid powertrain consisting of a 1.5-liter turbocharged four-cylinder engine and eight-speed dual-clutch transmission, assisted by an electric motor and 1.3-kWh battery pack. Engineers also had to find room for those components, but that’s partly why Mercedes chose the dual-powertrain strategy for this particular model and not one of its bigger cars.
“In this case, it’s a bit of a different story because the engine is basically smaller,” Starzynski said, adding that in compact cars like the CLA, Mercedes uses a more space-efficient transverse arrangement with the engine placed parallel to the axle, like in typical economy cars. “Of course you have to have more space for the powertrain for the classic one, but it’s not as extensive.”
Juggling powertrain components, interior space, and crash protection with the longitudinally-mounted powertrains Mercedes uses in its larger cars required too many compromises, Starzynski said. That’s why, for example, Mercedes sells the similar-sized all-electric EQE sedan and the internal-combustion E-Class, rather than building one car with both powertrains. Deleting the large HEPA filter used in more expensive models like the EQE also left room for a front trunk — the first on a Mercedes since the rear-engine 130, 150, and 170 H of the 1930s.
Packaging flexibility only goes so far, though. Mercedes won’t be offering a CLA plug-in hybrid because it just doesn’t anticipate that many people raising their hands for one, Starzynski said, adding that the calculation is different for Mercedes’ bigger, pricier cars.
Fresh display and OS
Mercedes-Benz
The CLA debuts the fourth-generation Mercedes-Benz User Experience (MBUX) infotainment system. For the first time in one of the automaker’s compact models, Mercedes is offering a dedicated passenger screen, slotted next to a central touchscreen and digital instrument cluster to create a wall of screens spanning the entire dashboard.
Also new is the in-house developed Mercedes-Benz Operating System (MBOS). The interface hasn’t changed much, but the new OS allows for deeper integration between infotainment features and a car’s core systems, Mercedes claims, enabling new features like face ID and mood-sensitive ambient lighting. It also helps the car juggle various third-party apps and data sets.
For example, Mercedes is using Google Maps data for its own navigation system rather than simply buying into Google Built-in apps like General Motors or Volvo. Mercedes claims it can offer better integration with its own vehicle data for route planning this way, which is important for planning charging stops. When using the built-in navigation system, you also still get an augmented-reality display that highlights where to turn. But now warnings from the driver-assist tech are integrated as well.
Apps aplenty
Mercedes-Benz
Apple CarPlay and Android Auto return, but a substantial amount of content can be accessed by built-in apps, including: Audible, Tidal, Spotify, Amazon Music, Apple Music, and YouTube. Videos, along with gaming, can be accessed while parked or on the optional front-passenger screen while driving. As usual with passenger screens, polarization prevents the driver from seeing what’s on the screen.
ChatGPT and Google Gemini integration are included as well, handling general knowledge questions and points of interest, respectively. So if you ask a trivia question, ChatGPT will generate the answer, while Google will pull up restaurant recommendations and the like. But both chatbots work in the background, so you don’t need to select them individually. Just say “Hey Mercedes,” as in the automaker’s other recent models.
My experience with the CLA was limited to a few minutes sitting in a studio, so it was hard to confirm much other than the voice recognition system’s proficiency at delivering groan-inducing jokes (“What room has no walls? A mushroom) and that the number of third-party apps could trip up the infotainment system.
When the CLA launches, you’ll be able to open apps with the built-in voice recognition, but not control any functions within them. Mercedes hopes to add that capability with a future software update, but in a demonstration of the in-car video streaming capabilities, even the Mercedes experts on hand seemed to lose track of which combination of touchscreen controls and voice commands to use for playing media and adjusting audio volume.
Small car, big change
Mercedes-Benz
The CLA EV shows that Mercedes has learned from its earlier electric vehicles. While it still has some dramatic styling elements — like it’s starry-night grille — the CLA is packaged like a conventional car, and looks like it will improve on previous dedicated electric models in efficiency and charging performance despite sharing a platform with combustion models.
Mercedes is also keeping up to date on software, but real-world use will be needed to determine if the CLA’s elaborate intertwining of in-car systems and third-party apps is really worthwhile.
And while the CLA will be the poster child for all of this new tech, Mercedes hasn’t forgotten about SUV-loving Americans. Expect new versions of the GLA-Class and GLB-Class mini utes sharing the CLA’s MMA platform and electric powertrains to reach showrooms eventually as well. Together, these compact models will lead a bottom-up reimagining of Mercedes’ lineup.
