Mercedes-Benz GLA 200 CDI 2014 Review

Conceptually the Mercedes-Benz GLA is quite brilliant.

Here’s a Benz that taps right into the compact SUV/cross-over boom, offering a wider (read: less affluent) audience access to the three-pointed star in a form that says anything but pauper pack.

Its cab-back styling is strong, distinctive and probably divisive; it’s all about being the centre of attention. Can you say the same thing about an Audi Q3, or especially, the BMW X1?

The genesis of the GLA is impressive too. It’s the fourth of five models to spring from Mercedes-Benz’s MFA front/all-wheel drive architecture, following on alphabetically from the A-, B- and CLA-Classes, with the CLA shooting brake not far away.

So a smart concept based on efficiently amortised underpinnings equals the potential for Benz to rake in the cash.

In comparison to the conceptualising, the driving’s almost secondary. And to be frank, that’s how the GLA 200 CDI comes across. It does the things cars need to do in a competent and efficient way without being exceptional.

If you want excitement try the just-launched turbo-petrol 250 4MATIC all-wheel drive or the forthcoming GLA 45 AMG version.

The bare bones of the GLA 200 CDI are these: it’s a $47,900 (plus ORCs), 4417mm-long, five-seat, five-door, high-riding front-wheel drive wagon that is powered by a 2.1-litre (not 2.2 as Benz keeps claiming) turbo-diesel four-cylinder engine attached to a seven-speed dual-clutch transmission.

Outputs are 100kW and 300Nm and the fuel consumption claim is 4.6L/100km and 122g/km CO2. In our week of commuting, testing and touring we achieved a still impressive 6.2L/100km, which equates to CO2 emissions of 164g/km.

The standard equipment list is solid without being lavish; important items include nine airbags, Becker MapPilot navigation, 18-inch alloy wheels, dual-zone climate control, a powered tailgate, Active Parking Assist, bi-xenon headlights and a reversing camera.

The seat surfaces are Artico (fake leather) but other standard (safety) equipment inclusions are Collision Prevention Assist, passive Blind Spot Assist, Pre-Safe, Attention Assist and Active Bonnet.

There's a substantial options list including goodies like Comand navigation ($2490), a seat comfort package that includes heating and memory settings ($990) and, of course, the requisite AMG Line sports kit ($2490). All were fitted to the test car along with metallic paint and some other goodies, driving the price up by more than $11,000.

Some techy stuff like a smart key for access and the ignition is missing. There is also no spare tyre as the GLA is fitted with run-flats and as part of the AMG Line option; they were upgraded on the test car to 19-inch Goodyear Efficiency 235/45 rubber.

Which segues nearly into what is perhaps the best part of driving the GLA; it’s ride. Yes, there’s a certain tension to it, which aids body control, but with more suspension travel than its orthdox MFA brethren there’s more compliance here.

Even on low-profile run flats and the AMG option’s lowered sports tune, it manages to remain civil and not become choppy. The biggest downer about the tyres is the amount of cabin noise they generate on coarse surfaces.

The rest of the MFA chassis, which combines MacPherson strut front and multi-link rear suspension, electro-mechanical rack and pinion power steering and all-round disc brakes, behaves well. In the tradition of MFA cars, the steering is sharp and responsive. So while there isn’t a lot of feel, there’s plenty of assistance for low-speed manoeuvring. Thankfully it doesn’t turn mushy at speed.

There’s no particular litheness to the way it handles and changes direction, but the GLA 200 CDI does feel lighter on its wheels than the 4MATIC diesel we sampled at the international launch in Europe. You’ll have no dramas wheeling it round the ‘burbs or the country. But parking sensors and a reversing camera are a great help for shopping centres and the like because rearward visibility is limited.

The drivetrain does not inspire like other aspects of the GLA do. There’s more engine noise entering the cabin at start-up and idle than you’d expect from a Benz, while a lift of the throttle higher in the rev range can prompt some rather strangled-sounding wheezing. The engine provides solid performance, but only through a relatively narrow 2000-4000rpm range. Below there it can be a bit laggy. The idle stop-start system works quite smoothly.

The dual-clutch transmission does a good job of keeping things bubbling away and the manual mode (there are also Normal and Sport modes) is fun if you are feeling enthusiastic. The only way to perform that task is via steering wheel paddles, as the gearshift is mounted on the steering column.

This back-to-the future feature is designed to create more storage space around the centre console, but there’s also the chance of getting into a confused state as you accidentally activate the combined wiper/indicator/high beam when looking for the cruise control and vice-versa, as these two stalks are located on the left to leave room for the shifter on the right.

As for storage; there are compartments under the front seats, bins and lidded bins in the centre console, cupholders and a 12-volt power outlet. Front door storage bins are quite small and not easy to get at.

The media screen at the top of the centre stack is a bit deceptive, until you realise it’s not an iPad and can’t take it with you! It’s not even a touch screen, as it is operated by the Comand dial and looks after everything from audio, to nav, to telephone.

The presentation of the interior lacks the exterior’s drama, but the test car had a nice combination of materials including a silver swathe across the dashboard and a long wave of leather-look stuff across the top of the dash.

The five circular air vents are an MFA signature. The steering wheel is trimmed in Nappa leather flat-bottomed and adjusts manually for reach and rake. The front seats were part of the AMG option, power adjustable, single-piece and very supportive

Their height made the rear-seat feel quite hemmed in, as the rear windows are also small. Headroom is limited, but toe, knee and leg space is okay, although the middle rear passenger loses out because of the transmission tunnel.

Storage includes dual string nets, small door pockets and cupholders in a fold-down armrest. There are also adjustable air-con vents and a 12-volt outlet.

The bench seat backrest angle adjusts and also split-folds flat, allowing the quite acceptable 421-litre boot space to climb to 1235 litres. A mountain bike will fit with the front wheel out. The boot also includes a parcel shelf, a ski-port, netted compartments on both sides, a 12-volt power outlet, four hooks and three child seat top-tether hooks.

So drill down below the look and the concept, and the GLA 200 CDI emerges quite well. It’s a two for one deal in some ways: buy it for the drama and the badge, then be able to live with it because it’s competent and sensible.