BUYERS of premium C-segment hatchbacks typically are young professionals who are either single or recently married. Such well-salaried individuals are likely keen to announce their ascent through the ranks of the corporate world through their choice of personal transport and purchase something that shows they are trendy but have the means to afford a new model with an upmarket image.
Until a few years ago, choices in the premium-hatchback sub-segment were limited – an Audi A3 was about as high as buyers could aspire. How things have changed in recent years. Volvo launched its V40 to high acclaim, Volkswagen debuted its latest-generation Golf, which has taken the perennial bestseller to new heights, and we cannot forget BMW’s baby, the 1 Series, or Lexus’s well-equipped petrol-electric hybrid, the CT200h.
As if well-heeled downsizers and young go-getters’ purchasing decisions were not difficult enough, Mercedes-Benz has introduced the A-Class into the local fray. The German firm is obviously keen to capitalise on this lucrative segment, something it was unable to do with the MPV-like previous-generations of A-Class.
The all-new model is a total departure from that which it replaces. When Mercedes unveiled the A-Class Concept two years ago, many wondered how true the production version would remain to the concept. The answer is: very.
As you can see in these photos, the result marks a dramatic departure from the upright stance of the predecessor. In fact, the new model is 160 mm lower in overall height.
The front end has a bold appearance that seems to have been derived from the new SL. Oversized headlamps finely detailed with LED daytime running lights, a simple grille treatment with a large three-pointed star and the absence of foglamps give the frontal aspect a neat and uncluttered appearance.
In profile, there are crease lines in the Benz’s sheet metal that create interplay between light and shadow, giving the A-Class an unmistakable profile.
The A-Class’s rear aspect is unique because it doesn’t bear resemblance to any of its siblings except for the B-Class. Chunky, square taillamps not only emphasise the width of the hatch, but also make the newcomer appear squat and low. The exterior appearance certainly sat well with the CAR team and drew many favourable comments from the public. In a sea of cookie-cutter Audis and Golfs and, let’s face it, the aesthetically challenged 1 Series, the new A-Class is a breath of fresh air that won’t concern the fashion police in the slightest.
The interior, too, works well. There are, as expected, various ways to customise the cabin of a new A-Class. The cars tested here feature the Urban (A180) and Style (A180 CDI) trim packages. In the former, sporty looking single-piece front seats greet you. Seat upholstery is cloth with an asymmetrical line motif, and the facia is trimmed in a chequered finish. The slightly more expensive Style option employs leather for the single-piece seats and on the facia. Some of us preferred the comfort and fit of the cloth seats, while others leaned towards the tactile nature and two-tone look of the leather interior.
The general design is attractive, with some nice touches such as the stylish, SLS-inspired air vents, and that large colour screen for the audio system. The ventilation controls are sited quite low on the facia. This is a small gripe in the manual car, where its traditional gear lever can obscure those controls.
Thanks to an infinitely adjustable driver’s seat and steering column, even the taller (and larger) members of the test panel found driving positions to suit their tastes and frames with ease. Rear legroom is slightly compromised when compared with its main rivals, but that is unlikely to bother your typical C-segment buyer.
Luggage volume is on par with most others in the class but there is no spare wheel. Mercedes has opted for run-flat tyres and a mobility kit so, with the split-folding seats in place, there is 208 dm3 of loading space. Drop the seats and this inflates to 912 dm3, which means there is a decent level of practicality.
Mercedes-Benz A180 BlueEfficiency 7G-DCT
Mercedes-Benz advocates forced-induction and downsizing as part of its BlueEfficiency fuel-saving measures. This incorrectly titled A180 employs a 1,6-litre, inline, four-cylinder engine fitted with a turbocharger. Maximum power is rated at 90 kW. More impressive is the 200 N.m of torque on tap from as low as 1 250 r/min.
In the case of our test unit, power is channelled to the front wheels via a twin-clutch transmission operated by a steering column-mounted stalk. This gearbox is not the best unit of its type, however; from standstill, there is a slight hesitancy that can be annoying. Apply more throttle and matters are slightly better, but you end up rushing out of junctions and away from traffic lights quicker than intended. Once the car is moving, though, the gearbox is as smooth as a regular automatic. There are selectable modes to sharpen the response: sport and manual are the alternatives. Choose the latter and you can emulate Benz F1 driver Lewis Hamilton as you swap cogs via steering-mounted paddles. We don’t recommend wringing every last rev out of the motor as it starts to sound a bit strained higher up in the speed range.
On the test strip, performance was on-par with its competition. The benchmark sprint time from standstill to 100 km/h was completed in 10,05 seconds, slightly slower than Mercedes’s claimed figure of 9,1 seconds.
Of more concern were the braking times registered during our punishing 10-stop routine. Only one of the stops was below the three-second mark and an average time of a relatively poor 3,20 seconds was calculated.
A possible culprit could be the tyres because the near-identical A180 CDI (fitted with different footwear) registered a far more impressive average time of 2,87 seconds.
Mercedes claims a frugal 5,4 litre/100 km fuel-consumption figure for the combined cycle. To emulate this requires a real feather-foot approach; you can expect to achieve closer to 7,0 litres/100 km.
Earlier in this test, we mentioned new A-Class models are shod with run-flat tyres. If past experience is an indication, this would mean ride quality that is less than ideal and which can turn to crashiness and border on the uncomfortable. None of these attributes apply to the A-Class. Despite both these cars riding on (optional) 17-inch alloys, the ride quality is commendable. Some imperfections obviously upset the cars’ composure, but on the whole the all-round independent arrangement does a very good job of bringing larger Mercedes-Benz traits to this segment.
Test Summary
With a base price of R275 000, the A180 BE offers a compelling package. And you don’t get some pared-down model, either, as the standard-specifications list is quite impressive. We’d give the DCT ’box a skip and go for the six-speed manual item instead.
When you factor in a class-leading maintenance plan of six years/100 000 km, rival manufacturers must be very concerned about the arrival of the new A-Class.