Audi Q7 vs Mercedes-Benz GLA-Class

What's the difference?

The Q7 was at risk of irrelevancy due to the unfortunate timing of its rivals' life cycles, but Audi made sure that wasn't going to be the case.

As far as mid-life facelifts go, Audi has knocked it out of the park with the Q7, so much so that the case can be made it's now the class leader.

In many ways this Q7 feels like an all-new model, which is quite something. More importantly, the positives well and truly outweigh the negatives.

With Mercedes-Benz’s vast number of SUVs, there is room for an urban luxury crossover niche, and the GLA delivers in spades.

Indeed, in 250 4Matic guise, it is that rare thing – a high-riding hatch with dynamics to shame most dedicated pocket-rockets. It really is a hoot if you find the right road, regardless of weather conditions. The Benz has towering talent.

However, even without desirable options like adaptive dampers and a full suite of driver-assist safety technology, the GLA is expensive, does not quite carry off the price tag from an interior quality point of view, and struggles to maintain the degree of comfort and refinement expected from a Mercedes – with or without the $3K necessary to score adaptive dampers.

Still, especially because of the way the GLA looks, goes, stops and steers, if you can afford it, you’ll be rewarded. There’s never been a more rounded GLA.

Good on Audi for throwing the kitchen sink at the second-generation Q7. As far as mid-life facelifts go, this is a really good one.

Up front, the headlights, 'Singleframe' grille and bumper have all been redesigned to ensure the Q7 isn't out of place in Audi's new-generation line-up. Either way, this is a large SUV with presence in spades.

Changes around the side are less drastic, limited to new sills and fresh sets of alloy wheels, including the 20-inch items seen here, which we reckon are pretty unexciting.

The rear end is the best angle thanks to the redesigned tail-lights and rear diffuser, both of which look great. We particularly like the former's segmented design, shared with the headlights.

That said, the real story is happening inside, where Audi has well and truly flipped the script. The old cabin was ageing well in some regards, but not others, and that was reason enough for a complete overhaul.

If the new interior design looks familiar, it's because it is, having been lifted from the much newer – and mechanically related – Q8 large SUV.

Needless to say, it's a technological tour de force, with not one, not two, but three large display screens dominating the cockpit.

Of course, Audi's much-loved version of a 12.3-inch digital instrument cluster is one of them, although it's running new software now.

What is completely new, however, is the pair of stacked central touchscreens, with the top unit measuring 10.1 inches in diameter and the lower item checking in at 8.6 inches apiece.

Both are powered by Audi's latest-generation multimedia system, with the former handling most functions, while the latter is responsible for the climate controls.

Aside from being a fingerprint magnet, this set-up works pretty damn well. Yes, some functions require a few too many taps to get to, but the acoustic and haptic feedback bring some unexpected tactility to what is a largely buttonless system.

Look past the obvious, though, as it's more or less business as usual for the Q7, which is chock full of lovely materials, including the 'Cricket' leather upholstery seen here.

Take for instance the soft-touch plastics used on the upper dashboard and door shoulders. Even the hard plastics found lower down look and feel suspiciously good!

Metallic trims are used throughout to brighten up the interior, while gloss-black finishes are liberally applied to the dashboard and centre console. Frankly, we could do without them as they are fingerprint magnets. Yep, keep a microfibre cloth in the glove box.

Looking like a mini-me GLC, today's GLA trades some of its predecessor’s edgier design elements like the slammed roof and exaggerated broad-shouldered stance for a more amorphous if elegant appearance. Even with the cliché plastic cladding around the squared-off wheel arches, it’s still a looker.

The net result is arguably the most attractive of all the MFA2 A-Class offshoots. It sits well within the Mercedes hierarchy of SUVs, bringing a swoopy coupe-like silhouette compared to the ultra-upright GLB.

Along with being 30mm wider, it’s also visibly taller than before, with a handy 213mm of ground clearance compared to just 157mm last time around. And the wheelbase has been stretched to the benefit of rear-passenger room – a bugbear of the old GLA. That's progress.

Measuring 5063mm long, 1970mm wide and 1741mm tall in facelifted form, the Q7 is large for a large SUV, which goes some way to explaining why it's only available with seven seats.

That said, the third row is more of temporary solution than a permanent one, even for kids.

Granted I'm an adult that's 184cm tall, and therefore not the target audience here, it's still tight back there, albeit up with the best in class.

With the second slid all the way forward, I manage to have my knees pressed up against the seat backrest, while headroom is severely limited.

Footwell space is okay, and so too is toe-room. Again, children will cope, but only on shorter journeys.

Ingress and egress to the third row is made easier by the 40/20/40 split-fold middle bench, which can tumble forward easily with the pull of a tab and then a latch. It's not glamorous, but it's doable.

Conversely, the second row is spacious and easy to get in and out of, even when set up to make the rear occupants as comfortable as possible.

Behind our driving position, around 10cm of legroom is available, depending on the positioning of the bench. No matter what, though, there's plenty of toe-room, and two inches of headroom is on offer, despite the panoramic sunroof.

Indeed, this is one of very few SUVs that can accommodate three adults abreast in relative comfort, even with the transmission tunnel reducing footwell space.

For reference, top-tether and ISOFIX child-seat anchorage points are spread across the second and third rows.

Cargo capacity with the power-folding third row stowed is generous, at 865L, and can be expanded up to 2050L with the middle bench stowed. An undisclosed amount of space is available with all seven seats in use. Either way, it's more than enough for the weekly shop (as you can see in our pics).

The boot is made more useful thanks to the inclusion of four tie-down points and one side storage net, while the lack of a load lip makes dealing with bulkier items a lot easier.

The only real issue we had was where to store the load cover when not in use. There's no false floor to gobble it up, meaning it'll annoyingly live at home when you've got six or more people on board.

That's not to say the Q7 doesn't have other storage options; it's got plenty of them, such as the useful storage nets on the back of the front seat backrests.

The glove box is pleasingly large, although the central storage bin is not, with most of its space taken up by the wireless smartphone charger.

The door bins are simply massive, with the front items capable of accommodating a large bottle and two regular ones, while their rear siblings can take one of each.

Two cupholders are located between the driver and front passenger, while another pair is hidden in the middle row's fold-down armrest. Rear occupants are treated to two smaller items.

Connectivity-wise, in an old-school twist, four USB-A ports are split between the first and second rows. In both instances, a 12-volt power outlet is found nearby.

The former's input options are located in the central storage bin alongside SD and SIM card readers, while the latter's reside at the rear of the centre console, below the central air vents and climate controls.

Compared to before, the 2021 GLA is some 122mm taller, so ushers in a higher hip point for loftier seating – reducing that jumped-up hatch feel. Headroom improves obviously, as does rear legroom, a corollary of a 30mm wheelbase stretch (to 2729mm).

Wide apertures also make entry into and out of the German-built GLA child's play, though the solid heft of their doors is serious business at this end of the segment, very satisfyingly Teutonic and totally on-brand. This is something you won’t enjoy in a Subaru XV.

Then you s-c-r-a-p-e the underside of the front doors on the pavement literally every time you swing it to get out, and wonder whether Mercedes engineers have ever been to Australia. This fail drove us spare. Heaven help the GLAs in towns and cities with bluestone sidewalks. Maybe all that extra AMG packaging is the culprit.

Still, most of the other basics are spot-on and can’t really be faulted; cosy yet spacious for four adults – especially up front, ample vision, an excellent driving position aided by heaps of seat and steering wheel adjustability, cosseting front sports buckets that you just sink into, torrents of ventilation from those delectable turbine vents and stacks of storage. Collectively they make the GLA a welcoming, opulent place to travel in. Only the hapless fifth occupant squished between the outboard rear-seat passengers might think otherwise. But nobody buys this Benz for carting people around. That's the GLB's job.

Several years ago, Daimler poached a senior Audi designer and since then Mercedes’ dashboards have morphed into a multi-coloured multimedia diorama of touchscreen technology that threatens to completely take over the universe. Choose the right combination of colours and lighting and it's like your very own White Night on wheels. Starting with 2018’s A-Class, the striking, spangly MBUX system that underpins all this has come to be widely admired and imitated. For aesthetics anyway, with its vivid hues, panoramic displays and simple, tiled applications, it’s been a real trip.

Anyway, back to reality. From a tactility and functionality point of view, there’s still work to be done.

Access to the multimedia (including our GLA's banging optional audio system) and car settings areas is possible via a mildly fiddly finger-pad arrangement down forward in the centre console, or smaller yet much more annoying thumb sensor tabs on the wheel spokes. These are not easy to modulate on the move. Additionally, their menus can be confusing to navigate through and sometimes counterintuitive in operation. Mercedes obviously realises this as a quick-guide pamphlet is provided on old-fashioned cardboard paper. How quaint.

Eventually all areas can be mastered over time, but the functionality is complicated and may overwhelm the not-so-tech savvy. Additionally, the ‘Hey, Mercedes!’ voice control is impressive for getting MBUX to perform basic multimedia and vehicle settings-related changes, but it too-often erratic, unreliable and ultimately frustrating for more complicated commands. Perhaps elocution lessons on behalf of the operator may help.

But not as much as the profound disappointment we endure from the cheapness of some of the materials, the wincing cellophane-like sounds when pressing on some of the surfaces such as the door cards, or that emanate after a particularly bumpy section of bad roads. Sheeny reflections and hard textures in a car optioned with extras that total up to nearly $82,500 just don’t cut it.  

At least in this latest-gen GLA, the rear seat area seems much improved over the previous models, with more space, comfy and supportive seating (remember ours featured the $607 sliding function that ought to be standard) and a reclining backrest. All amenities are present, with deep pockets, fresh air from twin vent outlets, reading lights and thoughtfully placed armrests – but, again, the latter’s extendable cupholders feel brittle and cheap.

Further back, the 435-litre cargo area is sufficiently sized and practical for smaller family use (at last), aided by a 40/20/40 backrest fold and that slide-able cushion to extend capacity further. There is no spare wheel, but a tyre inflation kit is fitted in lieu.

Overall, then, better than before, with that fundamental rock-solid heft, luxurious aura and alluring premium-car aroma. The dazzling MBUX screen-related visuals, too, are endlessly entertaining to explore when the vehicle is not moving, but the GLA’s cabin is still not quite up to Mercedes’ reputation for exacting over-engineered excellence.

Or even to the standards of some mainstream alternatives.

The latest GLA’s evolved dimensions is presumably to put some space between it and its GLB 5+2-seater SUV fraternal twin, giving Mercedes-Benz blanket SUV market coverage. From GL (for Geländewagen, or off-road vehicle) A, B, C, E and S (as well as the G-wagen icon that started it all back in '79), there’s a premium option for everybody… if not every budget.  

In the GLA’s case, the entry-level 200 front-driver starts from $55,100 (before on-road costs); moving up to the $66,500 250 4Matic, and then to two performance powerhouses – the AMG 35 4Matic and supernaturally fast AMG 45 S 4Matic+ flagship, from $82,935 and $107,035 respectively.

Even the base GLA 200 includes new and improved autonomous emergency braking (AEB) among other safety-related technologies, as well as the brand’s glamorous MBUX multimedia system with wireless Apple CarPlay/Android Auto, digital radio, satellite navigation, reverse camera, climate control, wireless phone charging, powered tailgate, automatic parking, auto high beam, rain-sensing wipers and 19-inch alloys.

All the extra techy stuff doesn’t come for free though – prices jump almost $10,000 over the less-powerful previous-generation GLA 180 that the 200 replaces – though we expect the former badge to return in time.

In contrast, the GLA 250 4Matic is ‘only’ $3500 more expensive than its predecessor, gaining a terrific 2.0-litre four-cylinder turbo instead of a Renault-Nissan-sourced 1.3-litre turbo, all-wheel drive (with an Off-Road Engineering Package that gives the car some very light off-road capability), and other niceties such as heated electric front seats with memory function, a panoramic sunroof, more direct steering and lowered suspension (for a sportier drive).

Note that adaptive cruise control costs extra – a curious oversight at this price point. It’s part of a $1531 optional Driving Assistance Package, which also includes Active Lane Change Assist, extended semi-autonomous driver assistance in traffic jams (meaning full stop/go capability) and route-based speed adaptation. Do it.

Our test car had it, along with a $915 Vision Package (includes fancier adaptive headlights and a 360-degree camera), $1915 Sports Package (with AMG styling upgrades inside and out, perforated disc brakes, privacy glass, shift paddles and lowered ‘Comfort Suspension’), a Night Package (less brightwork, more black finishes) and sports direct-steering with corresponding wheel), $1531 20-inch AMG Black alloys, a $1915 Communications Package with upgraded audio and head-up display among a litany of other gear, $2838 AMG Exclusive Package with adaptive dampers, cooled as well as heated front seats, an ‘Energising Comfort’ ambience-enhancing 'experience' and special leather upholstery, $1531 Patagonia Red metallic paint and $607 rear-seat fore/aft adjustment. Total cost after the added luxury car tax: $82,446. Gulp.

Not cheap in anybody’s language. Nor, for that matter, are the GLA’s rivals, which owe their existence to the original’s spectacular sales trajectory and the trail that this blazed last decade.

Lexus’ loaded UX 250h hybrid AWD and Audi Q3 Sportback 40TFSI quattro slip slightly below the standard GLA 250 for both pricing and power, while the BMW X2 M35i and its Mini Countryman JCW cousin, along with Jaguar’s E-Pace E250, also offer in-the-same ballpark pricing but quite a bit more space as well as pace.

It’s also worth noting that Volvo’s XC40 T5 AWD conspicuously undercuts all from just $57,000, though now we’re talking about putting square pegs into round holes. Speaking of which…

The 50 TDI is motivated by a 3.0-litre turbo-diesel V6 engine, producing 210kW of power from 3500-4000rpm and 600Nm of torque from 2250-3250rpm.

For reference, the 45 TDI has the same unit but develops 170kW from 3250-4750rpm and 500Nm from 1750-3250rpm.

The former sprints from a standstill to 100km/h in 7.3 seconds, while the latter is 0.8s quicker, putting it in hot-hatch territory.

Either way, an eight-speed torque-converter automatic transmission sends drive to all four wheels via Audi's signature quattro system.

Both variants also feature a 48-volt mild-hybrid system, which consists of a belt alternator starter (BAS) connected to the crankshaft, and a 10Ah lithium-ion battery pack located under the boot floor.

And for those looking to do a little more than usual with the Q7, maximum braked towing capacity is 3500kg.

Mounted transversely, Mercedes’ M260 1991cc 2.0-litre four-cylinder petrol engine features a twin-cam, 16-valve design, a twin-scroll turbocharger and variable-valve timing, to help deliver 165kW of power at 5500rpm and 350Nm of torque at a low 1800rpm. With an impressive 97.2kW per tonne, it can hit 100km/h in 6.7 seconds, on the way to a 240km/h top speed.

All four wheels are driven by an eight-speed dual-clutch transmission (DCT), though most of the torque at lower speeds or during reduced throttle loads is delivered to the front wheels until extra traction is required out back. The gearbox is one of the very best of its type we’ve experienced – seamless, strong and largely lag-free.

The 50 TDI's claimed fuel consumption on the combined cycle test (ADR 81/02) is 6.8 litres per 100 kilometres, while carbon dioxide emissions are 180 grams per kilometre.

Audi says the aforementioned 48V mild-hybrid system reduces fuel consumption by 0.7L/100km thanks to its coasting ability, which sees the engine turn off for up to 40 seconds between 55km/h and 160km/h. It also engages idle-stop from 22km/h. In reality, it all works pretty well.

During our week of testing, we averaged 8.9L/100km with limited highway driving, which is a pretty solid result. Naturally, longer journeys will see that figure come closer to the claim, if not exceed it.

It's also worth noting the standard fuel tank takes 75L of diesel, although the optional item accommodates 85L. The 50 TDI also requires AdBlue, with a 24L tank on board.

For reference, the 45 TFSI manages 7.0L/100km and 184g/km.

Weighing in at 1668kg (kerb), and with a bluff nose and high ground clearance also not helping, we didn’t expect great fuel economy, particularly given how hard and fast the GLA 250’s performance bandwidth is. It’s tempting to just blast your way from point A to point B.

However, at the pump we averaged 9.8 litres per 100km, which isn’t too bad at all considering the available muscle. The official figure is 7.5L/100km, for a carbon dioxide emissions rating of 170 grams per kilometre. With a 51-litre fuel tank, the theoretical range is around 680km.

Note that the GLA 250 requires 95 RON premium unleaded petrol as a minimum.

The Q7 is a big beast, but it's not as intimidating to drive as you may think.

In fact, it's very easy to live with, if you don't mind managing its size in certain scenarios, such as finding a park in a busy shopping centre.

The SUV's electric power steering is speed-sensitive, which means fewer inputs are required at low speed, making parking and other manoeuvres easier, while stability is improved at high speed.

While not the first word in feel, this system is nicely weighted and surprisingly direct, endearing the Q7 with some sports-car characteristics.

That said, our favourite element is its independent suspension set-up, which consists of multi-link axles with air springs and adaptive dampers.

Needless to say, ride comfort is superb, with the SUV just floating along, even on uneven surfaces.

Introduce a coarse-chip road or a pothole, though, and the Q7 does become unsettled. But this is probably more noticeable because the ride is otherwise so sublime.

Instead, it's through the corners where it's truly exposed, with body control decent but nowhere near class-leading. Yep, it's here that its 2135kg unladen weight (excluding 75kg for driver and luggage) is really felt.

Flick the SUV into its Dynamic drive mode and things noticeably pick up, with extra heft added to the steering and the suspension firming up and hunkering down by up to 40mm. It's an improved experience in the bends, but not a memorable one.

However, our biggest bugbear is the exaggerated turbo lag served up by the 50 TDI's engine. Below 2000rpm, it has absolutely no go. Above it, though, it hammers.

Being a diesel unit, it doesn't have a lot of revolutions to play with, so you find yourself hunting for its upper reaches when accelerating, even around the town.

Making the most of the situation, the 50 TDI's smooth automatic transmission is responsive to kick-downs, but it's not lightning quick, meaning progress is stunted more often than not.

It also doesn't help that the eight-speeder is tuned for economy and therefore likes to keep engine speeds just above idle. This is particularly evident when attempting to power out of a corner.

When playing in the engine's upper reaches, the 50 TDI well and truly comes alive, serving up punchy acceleration, which is easier to access with the aforementioned Dynamic drive mode engaged. It makes shift patterns more aggressive and prompts more consistency.

A soaring 2.0-litre turbo engine application, this is a slick, stirring and robust performer that can also do efficiency as effortlessly as launch the GLA 250 4Matic towards the horizon. Let’s not mince our words. This is a fast and fiery mover.

Three drive modes – Eco, Comfort and Sport – provide a wide spectrum of acceleration and throttle responses, and all deliver precisely what you’d expect. Eco’s fine for pottering around town smoothly and serenely; Sport morphs into a searing and seamless speed demon; and the default Comfort sits somewhere in the middle as the best of both worlds. There really is no faulting Mercedes’ M260 masterpiece.

The DCT also happens to be one of the better dual clutch autos, avoiding the lag and clunkiness pitfalls usually associated with this sort of gearbox. It’s even comparatively smooth off the line on hills. Ours came with the optional handy set of manual-mode paddle shifters, adding a welcome level of interactivity autos tend to overlook. Too bad Mercedes persists with that fiddly column lever that is forever prone to knocking the car out of drive. Even after 15 years, it's still so annoying.

What all this means for the urban driver is strong acceleration for flitting in and out of traffic gaps, as well as incredibly instantaneous point-to-point responses for commanding manoeuvrability, thanks to ultra-eager steering and assisted by outstanding brakes.

With struts up front and a multi-link rear end as standard, the GLA 250’s chassis, too, is a transformative for what is essentially a high-riding hatchback – but only if your pockets are deep enough.

Fitted with that near-$3K AMG Exclusive Package that includes adaptive dampers, our Benz displayed a definite hot-hatch attitude that really would make it the darling of Golf GTI owners who’ve outgrown their rides but not their girl/boyracer desires. Superb handling and hunkered-down roadholding really do make this the driver’s premium compact crossover. You can pretty much point and shoot this Merc as you might a Golf R, and likewise in most weather conditions thanks to all that reassuring tenacious grip.

Plus, if you’re put off by the hard ride in Sport, the Individual mode allows the driver to engage the soft damper mode while the engine and steering retain the hardcore settings. It’s a win-win situation – as long as you can stretch to that AMG Exclusive pack. We strongly recommend it, given the balance between ultimate high-speed control and comfort.

However, while this is all good news for rural and country folk seeking hot crossover fun, back around town, poor urban road conditions can reveal a flaw in the chassis’ ability to properly smother bumps and ruts. It’s the small frequency stuff that seems to transmit through, never really settling down.

The result is a jittery ride, that may somewhat undermine the GLA’s upmarket sheen. There’s also a fair degree of road noise coming through. Perhaps sticking with the 19-inch alloys instead of those lovely 20-inch rims is the solution here.

Mercedes-Benz is a long and proud pioneer in passenger-vehicle safety, and the GLA is no exception… except that for the full suite of safety assistance you need to fork out more in the GLA 250.

The standard roll-call of advanced driving assist systems includes nine airbags (front, pelvis side and window bags for driver and front passenger, side airbags for rear occupants and a knee airbag for the driver), AEB with pedestrian and cyclist detection, and blind-spot monitoring with an exit warning that alerts the driver of approaching cyclists or vehicles if the door begins to open into their path.

The AEB system has a working range of between 7km/h and 200km/h.

Active Lane Keep Assist, an active bonnet that raises to reduce head injury, Cross Wind Assist, Pre-Safe accident anticipatory systems and traffic sign recognition tech are also present.

Additionally, front and second-row seatbelt reminders are fitted, as well as two rear-seat sited ISOFIX child-seat anchorage points and a trio of child-seat tether points behind the backrest.

But you’ll need to fork out another $1531 for the optional Driving Assistance Package, which includes adaptive cruise control with full-stop/go, Active Lane Change Assist, extended semi-autonomous driver assistance in traffic jams, and route-based speed adaptation.

At the time of publishing, the H247-series GLA’s crash test rating results had not been published, but the closely-related GLB tested in 2020 managed a full five stars.

All Q7 variants come with a three-year/unlimited-kilometre warranty, which is well short of the premium market's new five-year standard.

Audi also bundles in three years of roadside assistance, although this term can be extended up to nine years if the vehicle is serviced at an authorised dealership, which is nice.

Speaking of which, service intervals are every 12 months or 15,000km, whichever comes first. Capped-price servicing plans are available, costing $2310 for three years or $3190 for five.

Unlike many luxury brands that persist with a sub-par three-year warranty, Mercedes-Benz offers a five-year/unlimited kilometre warranty.

Intervals are every year or 25,000km, with a capped price service plan starting at $550 for the first year, $750 for the second year and $1250 for the third year, totalling $2550. Alternatively, buyers can also choose a Service Plan, starting at $2050 for the first three years (saving $500 from the normal capped-price service plan), $2950 for four years and $3500 for five years.