2015 Mercedes-Benz GLA 250 and GLA 45AMG - Two versions, no waiting...

In the race to get ahead in the premium segment, carmakers have to compete at every level and in every market niche. While the idea of luxury compact crossovers seemed like a very novel one just a few years ago, we now have some serious newcomers entering the fray to compete with the Acura RDX, BMW X1 and Land Rover Range Rover Evoque, with the Audi Q3 and the Mercedes-Benz GLA being the latest additions to the segment.

The 2015 Mercedes-Benz GLA is based on the new generation MFA platform that underpins the not-for-North America A-Class, as well as the B-Class and the CLA, making it the fourth vehicle to be spawned from this new architecture. From a styling standpoint, the GLA is a knockout with a muscular stance highlighted by twin powerdomes on the hood, an oversize vertical grille, aero style mirrors and an integrated roof spoiler. The overall impression is very sporty and sends a clear signal as to the vehicle’s performance potential. In this regard, the GLA 45AMG is even more impressive with it’s twin-blade AMG grille and front apron done up in matte titanium grey as well as it’s standard 19-inch five-spoke wheels (20 inch alloys are optional) and twin outlet sports exhaust. This one looks fast even when parked.

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Inside, the GLA is quite similar to the recent CLA sedan. The driver faces a twin gauge instrument setup with a 4.5 inch color display set between them as well as a three spoke steering wheel with 12 buttons and a column-mounted gearshift for the standard seven-speed dual clutch automatic transmission. In the center of the dash panel sits either a 5.8 or 7.0 inch (the larger one is part of the navigation option) color display with very crisp graphics. The GLA 45AMG’s cabin features a three-spoke nappa leather flat bottom steering wheel, stainless steel sport pedals, aluminium trim, sports seats with red contrast stitching as well as the floor-mounted AMG shifter shared with the CLA 45AMG.

A whole raft of electronic driving aids are part of the standard kit for all GLA models coming to Canada including Collision Prevention Assist, which triggers audio and visual warnings of an imminent rear-end collision and will also boost brake pressure when the driver reacts by pressing on the brake pedal. ESP with Dynamic Cornering Assist is also part of the standard equipment package and it will apply selective braking to the inside wheels when cornering to help the vehicle turn in to the corner, thus reducing understeer. The 4Matic all-wheel-drive system is also standard and so is an Enhanced On/Off-Road Package, which will modify throttle response, shift points and the ABS system and will also raise the body by 30 millimeters to cope with off-road driving, although the likelihood of customers actually ever driving their GLAs off-road is pretty much nil… Climbing in the back, you first notice that the rear door opening is not very wide and that leg and headroom are both limited for adults, meaning the GLA will be fine for two adults up front and two kids in back. Cargo room is rated at a decent 481 liters and can swell to 1235 liters with the 60/40 rear seatbacks folded. For the Canadian market, two models will be on offer with the GLA250 being powered by the turbocharged 2.0 liter 208-horsepower four-cylinder engine shared with the CLA while the GLA 45AMG gets the 355-horsepower turbocharged 2.0 liter four-cylinder engine hand-assembled by a single technician at AMG’s Affalterbach engine plant.

The international launch of the GLA took place in Malaga on Spain’s southern coast, where the roads are noticeably smoother than in Canada, on a mix of highways and winding country roads. In this environment, the GLA250 felt very much at ease and proved to be remarkably comfortable, except when driven at higher speeds on the highway where road noise and wind noise around the A-pillars became more bothersome. In the twisty bits, the steering was direct and precise. The combination of 208 horsepower and 258 foot-pounds of torque available on a very flat curve between 1250 and 4000 RPMs means that the GLA250 pulls away with some authority and the sprint from 0 to 100 kilometers per hour clocks in at a respectable 7.1 seconds.

The GLA 45AMG is quite a different proposition. It takes off like a banshee with a mix of induction noise and racecar-like soundtrack at full throttle, cracking the 100 kilometer mark in a scant 4.8 seconds… The power is very impressive and, as the transmission has been modified for a momentary ignition interruption during upshifts, there’s a short and raucous backfire that takes place when shifting to a higher gear, which adds to the overall experience. The transmission will also “blip” the throttle during downshifts to prevent engine compression and to make the driver look like an expert in heel-and-toe downshifting, even if he has absolutely no idea what that is all about. There’s even a Race Start function to maximize traction on takeoff from a stop as well as a race timer integrated into the central infotainment display. The ride and handling are also quite different from the GLA250 in that the GLA 45AMG has a lower ride height, stiffer springs and shocks as well as stiffer anti-roll bars. It corners with authority with nicely weighted steering; the only limitation to cornering speeds is it’s higher center of gravity compared to a sports coupe or sedan.

The start of production for Canada-bound GLAs is set for July of this year and the vehicles should hit showroom floors around September. Pricing has not yet been set and will be announced closer to launch, but we can expect that the GLA 250 will come in below the GLK’s base price of $43,500, and that the GLA 45 AMG will be north of that figure. With knockout styling, more than adequate powerplants and a full complement of safety technologies on board, the GLA is sure to be a hit.