GRENADA, SPAIN. The international launch of Mercedes’ GLA compact crossover also ushers in a new, and somewhat unconventional, addition to the firm’s formidable AMG stable; the GLA45 AMG. I spent some time with the first crossover to emerge from Affalterbach to see what it’s all about.
What is it?
The GLA45 AMG can probably lay claim to being the firm’s most niche offering to date – despite already producing performance-fettled SUVS (G-, ML- and GL63 AMG) you’d normally never consider the words ‘crossover’ and ‘AMG’ to be found within any proximity of one another. It’s underpinned by the same platform utilised by the common-or-garden GLA, but with stiffened suspension that has been lowered to around 150 mm (standard models have a ride height of 170 mm) and revised elastokinematics.
Visually, the GLA45 is only marginally larger than the hatch and tones down most of the stock GLA’s requisite crossover accoutrements (e.g. a more restrained take on the GLA’s lower body cladding and a lower ride height). The styling isn’t that far removed from the A-Class but neat features such as more streamlined headlamps, revisions to the grille and characters lines on the flanks, along with neat brakelamps that bridge the design between A- and B-Class make it a handsome, if not overly rugged, looking car. Rolling on a fetching set of twin-tone 19-inch lightweight alloy wheels, it exudes a relative air of subtlety that non-Edition 1-attired models lack.
But it’s the remarkable 2,0-litre, four-cylinder, turbopetrol, powerplant (the most powerful production series example of its ilk) that’s the real highlight.
What’s it like to drive?
Surprisingly there’s little to separate the GLA45 from its hatchback cousin. With 265 kW and 450 N.m, the A45 AMG’s 2,0-litre turbocharged powerplant boasts a power density of a staggering 133 kW/litre. It serves the sort of shove that’s normally the preserve of performance-directed six-cylinder engines.
Throttle response remains crisp and the 7-speed dual-clutch transmission meshes very well with the powerplant and, in it’s most aggressive drivetrain setting, hangs tenaciously onto the gears as the engine pulls like a freight train; emitting a an addictive bellowing crack from its quartet of exhausts on upshifts and overrun.
All of this grunt is channelled to the tarmac via a performance-orientated version of Mercedes’ 4MATIC all-wheel drive system capable of apportioning drive from the front wheels under normal driving scenarios to a 50 per cent front-rear split when driven more aggressively.
This equates to plentiful grip that only gives way to the very slightest touch of understeer when really hustling the car through tighter sections of road.
Dynamically the GLA45 is never going to quite match the A45 in terms of outright agility, but it’s closer than you’d imagine. Yes, the higher stance did give in to a touch of body roll when tackling some of the twistier sections of our drive and there’s not quite the same pointiness and crispness of control that the hatch exhibits in similar conditions. But it’s by no means unwieldy. The speed-sensitive power steering is still full of feel and once you’ve adjusted your crossover driving proclivities to the GLA45’s nuances, the overall body control doesn’t detract from what is an entertaining driving experience.
Being the lowest slung, and most expensive rimmed, of the models on our drive we understandably didn’t take the GLA45 off the tar. But if the capable enough off-road characteristics of the higher-riding models are anything to go by the minority of adventurous GLA45 drivers who find themselves on a rutted track shouldn’t have too much to worry about if they’re approach is suitably cautious.
Is it liveable?
Again, in terms of interior fitments and functionality, the gap between the A45 and GLA45 is quite narrow. You’re confronted by a facia that’s largely lifted from the A-/A45, being suitably Artico clad, stitched and accommodating a compact, sporty steering wheel and figure hugging sports seats. The main difference is an elevated seating position that keeps in line with the car’s crossover/SUV proviso.
Although this model serves up more space than the hatch, around 1 235 dm3 with the rear backrests folded, the rear accommodation remains a touch pinched in terms of legroom.
But where the GLA45 really departs from its cousin is in terms of overall ride quality. With a number of its newer offerings we’ve noticed that AMG seems to have dialled down some of the hard-edged suspension characteristics to make its cars more civilised when tearing up the tarmac isn’t on the cards.
That extra bit of suspension travel serves up a surprisingly compliant ride that’s a palpable difference between from the A45’s already well-resolved set-up.
Overall
The GLA45 is a strange creature; while lacking the outright razor sharpness of the A45 it’s not that far removed in terms of driving experience but factors in an appreciably more comfortable ride, it’s appealingly styled and brings a modicum of practicality with it. There’s no doubting the appeal of that thundering motor and the sense of drama that accompanies it but at almost R720 000 you’d have to be absolutely determined to make a statement to consider shelling out for this seriously niche model, especially when the more focused and marginally more rewarding A 45 can be had for more than R100 000 less.
*Specifications:
Price: R718 500
Engine: 2,0-litre, 4-cylinder, turbopetrol
Transmission: 7-speed dual-clutch
Power: 265 kW at 6 000 r/min
Torque: 450 N.m at 2 250-5 000 r/min
Power density: 133 kW/litre
0-100 km/h: 4,8 seconds
Top speed: 250 km/h
Fuel consumption: 7,5 litres/100 km
CO2: 175 g/km
ETA: November 2014
*According to Mercedes-Benz
