Mercedes-Benz A-Class 2013: Launch Review

Existing customers are demanding smaller, more economical cars -– though ones that remain true to core brand values -– therefore,  to prosper, even marques like Mercedes-Benz needs to conquest new customers both in terms of individuals and geographic marketplaces alike.

The all-new A-Class and the family of variants it will spawn (the B-Class is already on sale but a small sedan, crossovers and sporties will follow) is key to doing all of the above.

In Australia, the model itself represents the potential for a steep change in volume for the three-pointed star. Indeed, given the general competence of the new hatch and the fact Mercedes-Benz Australia is likely to launch the car with strong equipment levels and very aggressive pricing, we could be on the verge of the arrival of a whole new generation of Benz buyers.

And with those buyers comes, perhaps, a significant change in the status quo in the local marketplace.

PRICE & EQUIPMENT

Local launch date is set down for March 1, 2013 -- in the meantime, we can expect a drip-feed of information as the company seeks to keep would-be A-buyers away from new 1 Series, A3 and other competitors.

Three petrol and a single turbodiesel variant will be offered at launch Down Under. The A 180 petrol is the circa-$35K base model. A 200 petrol and 200 CDI turbodiesel versions will comprise the bulk of the volume, and at the top of the range (until the A45 AMG version arrives) will sit the AMG-fettled A 250 Sport. Think $49,950.

All will feature the seven-speed dual-clutch automated manual gearbox. No conventional manuals will be offered in Oz.

In Europe, the car has been launched with the choice of Urban, Style and AMG Sport "appointment lines" and three Design packages (Night, Exclusive and AMG Exclusive), as well as a significant range of optional equipment including safety and driver aid features that previously have been in the big-car realm.

By way of example, the A-Class gets a radar-based anti-collision warning system, PRE-SAFE and Headlamp Assist (auto adaptable high beam, a feature until recently an option on even six-figure Mercedes) as standard. Lane keeping, blind spot warning and other 'big car' systems will all be available as options in the A-Class.

Benz insiders are promising that at entry-level, the new A-Class will be the best-equipped Benz ever. The local arm is still negotiating final details but it is seeking to include upmarket seats, the iPad-style 178mm centre screen with high-spec audio and reversing camera within the Aussie base spec. What's certain is that the car will feature the auto parking set-up from the B-Class, climate control air and must-haves like cruise control and auto lights and wipers.

Since the A-Class debut at the Geneva Motor Show, Mercedes has been playing up the "seamless" integration of iPhone features. Says Benz: "The new revolutionary user interface design, means that Mercedes-Benz is now able to offer the Facebook generation its natural home on four wheels.”

Siri voice control functionality is integrated and now Daimler's own app and optional Drive Kit Plus for iPhone will enhance the A-Class/Apple experience even further including on-the-move Facebook and Twitter access, as well as Google and Garmin nav functionality.

Just how quickly Australian buyers will be able to benefit from the full suite of navigation, traffic and other apps is still to be determined. At this week's launch, the Benz Australia spokesman said the company is seeking to launch the car with the option and full connectivity.

Arguably, this family of cars should have a different moniker -- it is so very different from the first A. In fact, the decision to rename the A went all the way to Daimler's board. In the end the burghers stuck with the old badge.

Sharing much of its underpinnings with the new B-Class, in dimensional terms, the A sits in the small-car sweet spot. When compared to the class default Golf, the new A-Class is noticeably longer in wheelbase (2699mm v 2574) and almost 100mm longer overall (4292mm v 4199). In comparison to the original A-Class both these stats are up substantially. The old A was just 3883mm long and rode on a 2568mm wheelbase.

The Golf is marginally wider than the new A, though the Mercedes has a wider track front and rear and the cabin feels roomier. The new A-Class is also lower than the Volkswagen (1443mm v 1479) though there seems no shortage of headroom.

For the record, the old A-Class was 1595mm tall and the latest B-Class towers over the new A at 1557mm.

Luggage space is quoted at 341 litres for the new Benz with that volume increasing to 1157 when the rear 60:40 splitfold seats are tumbled. This is smaller than the Golf at 350/1305 litres. By some form of compensation, there's a clear metre-plus (1050mm) between the rear wheel wells. Higher-spec A-Class models get the option of a skiport in the rear in addition to the splitfold.

There's good oddment storage up front though the glovebox itself is very small. As Aussie A-Class eschew manual gearboxes (the gearshift is via column stalk and steering-wheel paddles, handbrake is electric), there's extra storage in the front half of the centre console,

However, it's the quality of the cabin detailing not tape measure stats or smart bins that is proof positive of how serious Mercedes-Benz is with this car. The new B-Class made buyers sit up and take notice, and the A-Class is set to really get rivals’, and most importantly buyers’, attention.

Benz claims the interior was inspired by the SLS Gullwing and certainly the two cars share their interior designer. There's a fair bit of B-Class in the hatch, however -– though an extra 'wing' element to the dash-top is a definite homage to the super-coupe.

Like the B, trim elements feature an electroplated finish that Benz says results in "real metal surfaces with 'cool touch' effect". The execution is classy and made all the more so thanks to the high-quality plastics and materials used. Artico synthetic leather surfaces will feature on mid-grade Aussie A-Class variants and at the top end there's proper leather.

For ours, the soft-cushioned carbon-fibre effect dash panel is certainly a highlight.

Like the B-Class, the iPad-esque central display screen still looks a little like an add-on but you can't complain about the wonderfully tactile circular air vents that parade across the dash.

The main instruments too, look like they've come from a larger car with a much higher pricetag.

Importantly for many buyers, the rear seat of the A-Class is useable for more than kids or short jaunts. This is in sharp contrast to the BMW 1 Series but on a par with Golf and Lexus' essentially Corolla-based CT200h. It's a two-adult setup but three smallish children will fit at a pinch.

For big-uns Benz has scalloped the rear of the front seats to yield extra kneeroom and for once there's decent foot space under the front seats for rear seat passengers.

Even the sharply diving glasshouse doesn't prove too much of a hardship getting in and out of the rear seats. Sure, the extra rear headroom and more upright seating orientation of the B-Class still delivers better rear-seat comfort and amenity but the A is far better looking and far from a 2+2.

At a cd of 0.27, Mercedes claims the new A-Class delivers the best aerodynamic performance in its class. A BlueEfficiency model set for release in 2013 claims to lower the standard car's "class record setting" figure even more.

Essentially front-wheel drive, but with provision for all-wheel drive for performance and SUV variants, the so-called 'MFA' platform (Mercedes now refers to it simply as its 'Compact' architecture) eschews the sandwich floor construction of the last generation A and Bs. Instead it's a much more conventional construction featuring a blend of high and ultra high-strength steels, aluminium and even composite components.

In keeping with the trend in this segment, steering is electrically-assisted. Front suspension is Macpherson strut, with the rear a four-link independent setup. Some suspension components are alloy to reduce unsprung mass.

Three chassis and suspension setups are available across the range: comfort, optional sports and an "engineered by AMG high-performance suspension" available in the A 250 Sport only. Standard wheel size is 15 and 16-inch but 17 and 18-inch alloys are used as buyers walk up the model grades.

Most local A-Class models will feature runflat tyres as standard fitment. The exclusion is the A 250 Sport which is engineered by AMG to run conventional low-profile rubber. The hottest A also gets unique front suspension geometry and larger antiroll bars front and rear.

Braking is all disc with all the normal assistance systems including hill-hold, brake assist, pre-charging, etc. Like the big Mercs, the A-Class features a hold function. Just depress the brake pedal fully and the brake holds on. Combined with auto stop-start it's a great city-friendly feature.

As is often the case now with higher-performing front-drive vehicles, the new A-Class gets a 'clever' traction control system that uses differential braking to help tame understeer and provide more neutral handling. Benz calls this system XTC (Extended Traction Control) which "provides support in the form of directional stability by generating a yaw moment on the front and rear wheels located on the inside of the bend."

The system is clever enough to provide differential braking before front wheel-slip is sensed -– it works off lateral G loadings. This makes it seem less intrusive than comparable systems.

In conjunction with the stability control system and electromechanical steering, the system is also smart enough to supply corrective steering and braking inputs in oversteer and unstable braking situations.

Under the rather long bonnet of the new A-Class are a new range of engines. For the moment all Australian-bound As get true Mercedes powerplants. At the very bottom end of the European A-Class range, the A 180 CDI uses a Renault-sourced turbodiesel.

The basis for all three petrol engine variants in the new A-Class is the all-aluminium turbocharged M 270 series of DOHC 16-valve four-cylinders. Mercedes claims the engines offer turbodiesel-like torque and significant fuel economy benefits, in part thanks to the adoption of CAMTRONIC intake valve lift adjustment (on the 1.6-litre).

Available in 1595cc and 1991cc variants, the engine's output spans 90-155kW. Both engines share 83mm bore but the 2.0-litre engine has a longer stroke (92 v 73.7mm).

As noted above, all Aussie As come with Benz's seven-speed automated dual-clutch 7G-DCT transmission. In standard trim this trannie is not as dexterous in manual mode as Volkswagen's DSG but in the main yields smother shifts and take-offs. The manual mode is not -– it will still change up near redline and is, at times, reluctant to change down when pushing on. A special calibration is used for the A250 Sport (and upcoming AMG models).

Already offered in the B-Class Down Under, the turbo 1.6-litre in the A 180 BlueEFFICIENCY is rated at 90kW and 200Nm, the latter over a wide rev range -- from 1250-4000rpm. In the A it accelerates from 0-100km/h in 9.1 seconds and has a top speed of 202km/h. Combined fuel consumption and CO2 emission figures are 5.4L/100 km and 127g/km.

The A 200 BlueEFFICIENCY also features the 1.6, in this case rated at 115kW and 250Nm -- also available from 1250-4000rpm. The 200 is faster to 100km/h (8.3sec) and in terms of top speed (224km/h) but delivers the same fuel and CO2 figures.

At the top of the A petrols, the A 250 Sport delivers 155kW and 350Nm (from 1200-4000rpm), and pretty impressive raw stats. Acceleration 0-100km/h is dispatched in 6.6sec and the top speed is 240km/h, but not at the expense of overall efficiency. Benz claims "best fuel consumption in this class" at 6.1L/100 km and CO2 emissions of 143g/km.

What Benz doesn't say in its literature, but the engineers will boast, is that it has gifted the Sport version of this engine an overboost function that lifts engine power to around 166kW for short periods of time.

Unlike many other European petrol engines, all the A-Class models are happy with a diet of standard octane 91RON fuel.

Initially at least, Mercedes-Benz Australia will offer only one turbodiesel A-Class --the A 200 CDI. Featuring the same 100kW/300Nm 1.8-litre turbo four as the B 200, the A 200 CDI is expected to deliver hybrid-style economy of 4.1L/100km and CO2 emissions of just 109g/km. Performance is still strong, however.

The Euro 6 compatible 2.2-litre A 220 CDI with 125kW is under consideration for Australia down the track. Benz's A-Class engineers have also hinted a Sport diesel may also be in the wings with perhaps as much as 150kW.

All A-Class models get auto stop start.

Seven airbags are standard (including drivers knee bag) in Euro-spec cars. Additionally rear side bags can be optioned taking the count to nine. It's the full nine that Aussie spec cars will get from day one. Unlike most vehicles on sale today, the A-Class also gets rear belt pre-tensioners and load-force limiters. ISOFIX child restraint anchors are standard.

PRE-SAFE is standard across the A-Class range and the vehicle also gets a radar-based anti-collision warning system. Though Volvo City Safety style autonomous braking is not fitted standard, it's only as far away as the options book -– when you add Distronic Adaptive Cruise, anti-collision braking is featured.

Also standard is Attention Assist, which warns a driver when he or she gets drowsy and Blind Spot, Lane Keeping and other systems will be offered as optional equipment.

The Mercedes is also playing up the performance of the A-Class in crash testing -– but not just the standard NCAP battery. The company's testing includes 30 different impact configurations including nine proprietary crash tests. These include "roof-drop" and "pole impact" tests developed by the brand itself.

Also of note are the claims made with regard to impacts with dissimilar vehicles. Says Mercedes: "The ability of the new A-Class to satisfy requirements which go far beyond the statutory conditions in some cases is also demonstrated by an internal offset front collision test against a future luxury-segment saloon from Mercedes-Benz: despite the high impact speed and the fact that it is the smaller accident participant, the A-Class offers its occupants an intact passenger compartment and excellent chances of survival."

To the benefit of pedestrians the new A-Class also features an E-Class style active bonnet.

In Europe, the emphasis is on attracting younger buyers to the brand with the new A-Class. In our market, it's more likely to be a mix of youngsters and the young at heart.

Benz insiders talk about making the A-Class a default choice for those looking to step up to a premium brand as well as those downsizing from existing badged models. To help this happen, the German marque pledges to make buying an A simpler than ever -- options will be packaged a la the B-Class for a start.

One pitched battle that seems likely to be fought out is that between Volvo's new V40 five-door hatch and the A-Class. Much will be made about the price differential between the two – should there in fact be one.

Program hierarchy are very clear about the benchmark for the A 250 Sport. While the base A-Class is very much baselined against 1 Series and A3, the Sport has only one car in its sights -– the Golf GTI. Insiders say their car is faster, pulls higher lateral G loadings and bests the GTI in every measure. When we asked for a Nurburgring laptime they just smiled and mouthed the letters A M G...

ON THE ROAD

Our first drive was on a mix of roads in Slovenia. And the impressions are very positive -- both in terms of the car and the south-eastern European nation. Wedged between Austria, Italy, Hungary and the Adriatic Sea, Slovenia is a mountainous nation that clearly has some very talented civil engineers -- the roads are entertaining and beautifully made. Much like the A-Class.

First up was time in a standard A 250 -- alas a model we are not destined to get Down Under. It's illustrative of the chassis settings of the standard car and some aspects of the engine performance of the A 250 Sport nonetheless.

At the top of the list of first impressions is the balance of road-holding and ride. The A corners flat and with a dedication to your chosen line that encourages you to push on. Steering response is relatively quick and linear, unlike some electrically-assisted systems which are artificial in feel, and even over broken tarmac and high torque or throttle loadings there's no kickback or histrionics.

Over the very same potholes and frost damage there's no harsh reaction or banging -- for a car tied down as well as the A 250 on 40 Series low-profile runflat tyres the ride is very impressive.

There's a degree of noise transference into the cabin in this sort of going but overall levels are low. Tyre roar's the loudest sound at autostrada-style speeds. At 110km/h things are very hushed.

The 155kW engine is responsive with no discernible turbo lag and there's clearly plenty of torque on tap at very low revs. That doesn't mean the drivetrain's fault-free, however. It's tempting to use the gearbox's manual function as, frankly, the gearbox's response in both Eco and Sport mode can be frustrating -- tardy to change down in the first instance; and then a little too eager to hold on to lower gears in the case of Sport. Let's put this down to calibration at this stage. The Benz engineers promise the tweaked A 250 Sport will address our concerns.

Expected to be the volume seller of the A-Class range Down Under, the A 200 BlueEfficiency is arguably a sweeter drive than the A250.

The turbo 1.6-litre Camtronic petrol four seems to lack for little. Certainly its 115kW output seems pound for pound more eager than the 155kW range topper.

Perhaps this is in part an impression earned thanks to the car's more engaging mechanical tunes. There's an interesting crispiness to the smaller engine when its working under load. The 7G-DCT transmission seems to work better with the powerplant, at least in the car we drove at the launch, and though small in capacity the engine never seems to lack for pulling power.

We drove the A200 up and over the ranges between the Slovenian coast and capital city Ljubljana and it was never challenged on the steep grades. On the freeway, it was quiet and quick at speeds that would land you in gaol in Australia. Despite our best efforts it still returned fuel figures in teh sub-10L/100km range.

The ride on the lower-spec car seemed a touch choppier than the A 250 we drove the day previous, but it was still far from harsh. There was an improvement in the steering too -- let's put that down to the fact the car did not feature the DirectSteer variable steering rack of the larger-engined car.

On the wonderfully entertaining Slovenian roads there was very little to fault the A 200. Without driving the 200 CDI turbodiesel it's hard to say it is the pick of the bunch but first up it offers and endearing blend of performance and efficiency.

Indeed, for a car that's likely to be around $40,000 it has much going for it -- not least of all the big three-pointed star at the pointy end.

Return for drive impressions of the A 250 Sport and 200 CDI models soon.

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