WE have a confession to make: in our first road test of the current-generation A-Class (click here for the road test), we had the Three-pointed Star in our eyes. We labelled the A180 a “compelling package” and stated that rival manufacturers “must be very concerned about the arrival of the A-Class”. It was adoration at first sight.
However, if you’re an avid CAR reader, you’d be well aware that we soon curbed our enthusiasm. In September ’13, the A250 suffered a defeat at the hands of the VW Golf GTI. The MFA-platform offspring in the form of the CLA fared little better, scoring a middling 70 out of 100. Only the A45 AMG has so far convinced us, but it costs a scary R600 000.
Our concerns with the little Benzes centred on four shortcomings: too-firm ride quality; cramped packaging; somewhat sub-par engines; and robust pricing when compared with natural rivals. The more we drove them, the more intrusive these elements became.
And then we travelled to Spain in April to sample the fourth iteration of Mercedes-Benz’s small-car range (we won’t even mention the lashing the B-Class received in its first test in June ’12) and were left impressed by Benz’s Audi Q3 opponent, the GLA crossover. It was tricky to assess the improvement in the ride quality on Spain’s smooth blacktop, but what we felt and heard was promising. What’s more, the cabin was roomier than that of the cramped A-Class and pricing initially seemed fair considering the range of improvements that had been made. This experience left us eager to discover whether the great showing in Spain would translate onto South Africa’s tricky road surfaces.
IT FINALLY RIDES!
See the five-spoke, 18-inch wheels on the GLA200 CDI in the accompanying pictures? They’re clues that this test vehicle is equipped with the Dynamic Handling package that’s a prerequisite when you order the AMG Line. The latter, which costs R17 100, encapsulates a body kit, AMG floor mats, roof rails, a multifunction sports steering wheel, the Sports Direct-Steer system (speed-sensitive power steering with a variable ratio) and, worryingly, sport suspension lowered by 15 mm versus the comfort (standard) version.
An MFA-underpinned product on dropped underpinnings rides like it has lead in its tyres. The GLA, however, is different. Even equipped with Dynamic Handling, the ride has a fair measure of compliance. The dampers smoothen bumps and lumps to a degree that would make an A-Class green, while still maintaining a modicum of the latter’s driving verve. The small increase in body roll is a very welcome trade-off in day-to-day driving, where the GLA is a more satisfying vehicle. We’d hedge our bets that Mercedes-Benz will extend some of the knowledge gained from the GLA’s more sensible suspension tuning to the A, B and CLA.
Less impressive were the brakes on this test vehicle. An average time of 3,22 seconds from 10 is mediocre.
BUT WHERE’S THE HEADROOM?
Concern number two: space utilisation. The A-Class and CLA are decidedly cramped vehicles that ask their occupants to stoop low before folding themselves into the pokey rear quarters. Upfront, they’re much better, but no match for the class best in terms of comfort or visibility.
Happily, the GLA offers a larger rear seat with a fair amount of legroom and more extensive glazing that creates the impression of even more space. It’s not big, granted, and lags behind a number of competitors, but compared with the A-Class and CLA the cabin is far user-friendlier.
That said, headroom at the front is poor, no doubt due to the inclusion of a bulky panoramic sunroof (a R11 500 option) on the test vehicle.
A number of testers measuring taller than 1,8 metres found that their scalps would rub against the roof lining.
Otherwise, the cabin is largely A-Class fare. The protruding infotainment screen has its detractors, as does the fact that none of the MFA models have standard climate control, but otherwise there’s little to fault. The driver’s seat adjusts extensively, as does the steering wheel, and the placement of the dual-clutch transmission’s lever on the steering column frees up a deep centre-console cubby.
Perceived quality, likewise, is better than that of the BMW X1 and just behind the class-leading Audi Q3.
“CEMENT MIXER”
One tester used this (somewhat unkind) comparison to describe the sound of the 2,1-litre turbodiesel nestled under the stubby, fluted bonnet. It’s certainly agricultural, and noisily grumbles when the stop/start system kicks it into life, but it does quieten down once the vehicle reaches cruising velocities (where wind noise becomes the pervading intrusion) and is, admittedly, no louder than the 2,0-litre unit found under the bonnet of the X1 sDrive20d.
It can’t match the Münchner’s outputs of 135 kW and 380 N.m, though. Cursed with a middling 100 kW and 300 N.m of torque that plateaus between 1 400 and 3 000 r/min, the engine doesn’t muster enough motive force to ever feel more than adequately powerful.
On our test strip, the GLA hit 100 km/h in 10,44 seconds and took 8,69 seconds to accelerate from 80 to 120 km/h. Aiding and abetting the CDI in this crime is the 7G-DCT transmission, which continues to disappoint. At a trundle, it shifts seamlessly when left to its own devices in comfort mode, but floor the accelerator pedal and it often gets flustered, choosing too low a ratio instead of allowing the engine torque to perform its trick. Switch it to sport mode and it’s always in a gear lower than it should be, which in turn amplifies the noise coming from the turbodiesel. We’d prefer a setting between comfort and sport … normal, perhaps?
STEP FORWARD, V40
When we planned this road test, we compiled a short list of the vehicles against which we like to pit the GLA and had the Q3 and X1 at the top of the page. However, we quickly cancelled out the BMW because it failed to garner much respect in previous road tests and we thought it would get a beating. Thus it was settled – the GLA would have to battle the formidable Audi, a vehicle that’s been a runner-up in our annual Top 12 Best Buys awards programme. Then Audi couldn’t provide one in time.
Cue an emergency CAR team huddle which brought forth somewhat of a left-field suggestion – the Volvo V40 Cross Country. After giving it some thought, the CC appeared to be the ideal fit: it’s also based on a current C-segment premium hatch, offers a turbodiesel engine coupled to an automatic transmission relaying the power to the front wheels, and is priced in the GLA’s ball park. Ideally, we would have liked a 110 kW/350 N.m D3, but Volvo sent a D4, which was fine, as the price would still be lower than that of the GLA200 CDI.
The Cross Country relies on standard crossover cues to distinguish itself from the handsome V40. In attendance are black-plastic surfaces, skid plates, contrasting sills, larger wheels and a black-mesh grille. It’s a handsome vehicle that looks smaller than the equally attractive GLA yet stands just 36 mm lower.
Inside, the driving position is 40 mm higher than the normal V40’s (yet it has more headroom at the front than the Benz) and it shows further differentiation with brightly coloured stitching.
The rest of the cockpit is the same as the V40’s, which is no bad thing. From the cool, configurable TFT instrumentation to the (optional) illuminated gearshifter, it shows more design flair than the conservative Benz.
Where the Swedish car lags behind the German is in terms of boot and utility space, long a bugbear of the V40 range. With the seats in place, the volume is a paltry 200 dm3 (versus the GLA’s 256 dm3). Fold the seats and this increases to 896 dm3 (the Benz has 992 dm3).
Utilising a five-cylinder, 2,0-litre turbodiesel engine that delivers a stonking 130 kW and 400 N.m of torque in a narrow band from 1 750 to 2 750 r/min, the D4 convincingly outperforms its German equivalent. It reaches 100 km/h 2,38 seconds sooner and takes a whole 2,90 seconds less to sprint from 80 to 120 km/h.
It’s equally noisy, though, displaying an off-beat thrum. This one bum note will be remedied later this year when Volvo’s new range of Drive-E engines make their way into the V40 series.
Our initial expectations regarding the Cross Country’s ride quality was that it would at least equal and most likely better the GLA’s. Our previous test of a CC (October 2013) praised the comfort levels, especially on rutted gravel roads. That vehicle, a D3, rode on the same wheels as this D4, so it was therefore somewhat surprising to discover that the ride was often choppy and occasionally crashy. We checked the tyre pressures and found nothing amiss, so can only speculate that Volvo has tweaked the suspension since we last drove one.
Test Summary
And so it boils down to price, because thus far the GLA and V40 have traded blows equally. That they’re so evenly matched may surprise some considering that the newer GLA is the product of significant financial investment into this platform (while Volvo was notoriously cash-strapped before Geely stepped in with coffers full of Chinese yuan).
So, price… At R439 700, the GLA200 CDI 7G-DCT is a whopping R56 400 pricier than the V40 D4 CC Excel Gear-tronic. Yet, even with this cost disparity, the Benz lacks the as-standard electric driver’s seat adjustment, climate control, upgraded audio system and extensive lighting and mirror-dimming packages of the Volvo. Add these items to the price tally and the difference becomes almost R100 000.
And, despite the fact that it has a Three-pointed Star on the nose, a longer maintenance plan, is more frugal (it used about a litre per 100 km less on our fuel route) and predicted superior residuals, it is in no way worth six figures more than the Swedish crossover. The team’s final voting scores tell the full story: 76/100 for the Volvo, 72/100 for the Benz.
Road Test Scores:
Mercedes-Benz GLA200 CDI 7G-DCT: 72/100
Volvo V40 Cross Country D4 Excel Geartronic: 76/100
