Mercedes-Benz GLA v Range Rover Evoque 2014 Comparison

Mercedes-Benz joins the compact prestige SUV segment this month with its new GLA-Class, a competitor to the likes of Audi’s Q3, the BMW X1 and, of course, the strong-selling Range Rover Evoque. With a starting price that’ll turn as many heads as its conservative good looks, the GLA is set to impress and will likely become one of the sales leaders in its class. So, how does it stack up to the current darling of the primo SUV hoard? We take to the hills to find out...

Until now, the Range Rover Evoque has been one of the compact prestige SUV segment’s strongest sellers, averaging over 200 registrations each and every month.

Until now, however, Mercedes-Benz has not had an entrant in that particular portion of the marketplace...

From this month Benz’s absence will be a thing of the past with the release of its all-new GLA-Class, a vehicle set to rival not only the Range Rover Evoque (tested), but also the likes of Audi’s Q3 and BMW’s X1.

The GLA is the fourth model to spring from Mercedes-Benz’s third-generation A-Class platform (MFA, or Modular Front Architecture in Mercedes parlance) which also underpins the B-Class and the CLA-Class.

Shorter and narrower than the Evoque, the GLA appears more like an oversized hatch than an SUV. But appearances are deceptive.

Inside, the use of available space is remarkably clever, extracting a considerable amount of passenger and cargo space, up to 40 per cent more than the A-Class on which it is based.

But it’s no match for the carrying capacity of the Evoque. Even with a space-saver spare wheel tucked beneath its floor (the GLA uses run-flat tyres and a temporary mobility kit in lieu of a spare wheel), the Evoque’s cargo area is impressive at 575 litres -- 154 more than the GLA’s.

Up back, both vehicles offer a 12-volt power outlets, cargo tie-down points, a cargo area cover and 60/40-split folding rear seat, however, the GLA also offers an electric tailgate, which is a nice touch when your arms are full of shopping and kids.

On the style front, and perhaps strangely considering its design age, the Evoque appears to be more modern, and more assertive. By comparison, the GLA is a safe bet, and is perhaps an anodyne take on the genre with a conservative, but also elegant approach to design both inside and out.

Inside, like outside, the personality of the SUVs is a world apart. The Evoque cocoons its occupants individually and presents a mature, cockpit-style format to its dashboard and centre console. It’s an approach that is almost at odds with the sporty and sumptuous feel of the GLA with its high-gloss plastics, chrome highlights and abundant proportions – all of which belie its impressively low list price.

Though it’s not like Mercedes-Benz has cut corners on quality. The fit and finish of the GLA is on par, and in some instances better than, that of the Evoque with tight, precise panel joins, lustrous paint, quality upholstery and a cohesive, almost opulent feel to the dashboard, door cards and centre stack.

The tactility of the GLA’s switchgear and primary controls also felt a little better that the Evoque’s, though we wouldn’t say the Rangie felt below par this regard, either.

When it comes to equipment, it’s striking just how closely matched the Evoque and the GLA really are, although the GLA offers more of its features as standard.

Things like 18-inch alloys, sat-nav, a rear-view camera and Active Parking Assist are all included at no extra charge on the GLA. When optioned, they add something like $4000 to the list price of an identical-grade Evoque.

Compared to the Evoque, the Mercedes-Benz GLA is almost $8000 cheaper in its base diesel automatic form. It retails from $47,900 (plus on-road costs) in 200 CDI format, against $55,875 (plus ORCs) for a similarly specified five-door diesel auto Evqoue.

Our test car, an all-wheel drive model, was dearer again at $57,895 (plus ORCs) and included almost $9000 worth of add-ons.

On the list were items including a hard-disc drive sat-nav system for $3400, Land Rover’s new nine-speed auto for $2480, xenon headlights and LED running lights for $1870, rear-view camera for $670 and front parking sensors for $620. In total, that’s a pre-drive-away price of $66,935.

But it’s not like the Merc escaped the optioneer’s hammer unscathed either – the GLA on test featured a more premium COMAND infotainment system at $2490, an electric sunroof at $1490 and a Seat Comfort package at $990, adding a total of almost $5000 to the list price.

But it’s on the road, and off of it, where the GLA and Evoque feel further apart... though not entirely for the reasons you’d expect. Our test cars – an occurrence of convenience rather than planning – were not exactly what you’d call evenly matched, with the Evoque offering all-wheel drive against the GLA’s front-wheel-only propulsion.

Our slightly higher-grade Evoque matched the GLA’s 18-inch alloy wheels and neared its engine displacement too (2179cc v 2143). Both vehicles ran a four-cylinder turbocharged and intercooled diesels, both were automatic, and both featured idle stop-start systems.

However, the GLA made only 100kW and 300Nm against the Evoque’s 110kW and 400Nm. It’s a significant difference, and one that, coupled to an optional nine-speed automatic transmission (six-speed standard), gave the Evoque a very definite advantage both around town, and on the open road.

Obviously, with one being front driven and the other all-wheel drive, there are going to be dynamic differences, though not quite where you’d expect.

The Evoque is quite ‘nosey’ in sharp corners and on wet roads, and on gravel it did tend to understeer even at moderate speeds, the all-wheel drive system needing a fair amount of provocation from the throttle before stepping in. It’s a trait typical of front-drive cars, but strangely, one we didn’t experience to the same degree in the GLA – despite its lack of AWD

The GLA felt more ‘hatch-like’ dynamically and managed to sweep through corners fluidly and without the need to modulate the throttle or dab the brakes to ‘settle’ the front before turn-in.

Ride comfort in the GLA also impressed and although the car felt stiff initially, it wasn’t until we found ourselves on a heavily corrugated dirt road that the Merc’s strut front, multi-link rear suspension showed itself as remarkably supple.

Even with 18-inch alloy wheels and 235/50-series rubber, the GLA offered a happy medium between corner grip and ride comfort [the Evoque Pure TD4 on test was fitted with 235/60-series tyres on 18-inch alloy wheels].

The GLA’s steering too was fluid and progressive with an appropriate level of assistance for the vehicle’s application. By contrast, the Evoque felt slightly heavy, more four-wheel drive-like, if you will. It also tended to resist driver inputs in longer-radius corners, which made for tiresome driving on winding roads.

So, that’s a tick in favour of the GLA... but don’t get too excited. There’s still a lot the Evoque did well, not least of all was its power delivery.

In stop-start traffic the GLA proved sluggish moving away from standstill. This wasn’t a fault of the idle stop-start system, which it has to be said is both quicker and less violent than the Range Rover’s, but more the combination of turbo and transmission lag.

Even underway the transmission was slow to ‘kick-down’ in the GLA’s default ‘E’ (or Economy) mode, and though things did improve in ‘S’ (or Sport) mode, it was obvious the 100Nm torque deficit gave the Evoque and its silky-smooth nine-speed automatic a very clear advantage.

Similarly, the Evoque was a quieter operator with less diesel rattle and vibration both at idle and under load. In fact, we reckon most punters would be hard-pressed to pick the Evoque as a diesel at all.

Sadly for the Range Rover, all the extra energy and velvety performance did not translate at the pump, and on our test at least, the Evoque Pure TD4 used one litre more than the GLA 200 CDI over the same course, consuming 6.8L/100km according to the trip computer [against 5.8L/100km for the GLA].

In the end, the Evoque and the GLA are likely to appeal to a different buyer set, but in truth they’re vehicles that are not worlds apart. Yes, they might look a little different outwardly, but their purposes are quite similar, and, if you can avoid ticking option boxes, so is their price.

In its base form the GLA represents exceptional value and is an SUV of ideal proportions for city-dwellers chasing prestige practicality. Sure, the Evoque is still a mighty capable and enduringly handsome SUV, but now more than ever faces some serious competition.