Ford Everest VS Mercedes-Benz GLA-Class
- All-round package
- Ride and handling
- Safety tech
- No AEB on Ambiente (coming in 2019)
- No reach-adjustment on steering wheel
- Exterior styling
- Interior and cabin appeal
- Rear space, and space overall
- Lack of boot space
- Driving position not too high for some
- Engine noise slightly un-sexy
Since we first published this story on August 24, 2018, there have been some changes to the Ford Everest range, including the entry-level Everest Ambiente (RWD and 4WD variants) getting advanced driver-assist safety systems, including autonomous emergency braking (AEB) with pedestrian detection, at no extra cost.
The Ambiente also now gets lane-keep assist with driver alert, traffic sign recognition and automatic high beams. That's all in addition to the line-up's reversing camera, rear parking sensors, roll-over mitigation, trailer sway control and more.
The 4WD Ambiente also gets hill descent control, hill launch assist and an electronically locking rear differential.
In other Everest news, the top-shelf 2.0-litre twin-turbo Everest Titanium 4WD has dropped in price to $72,290 so it now avoids the luxury car tax.
Changes are rumored to be coming soon for the Ford Ranger range – perhaps towards the end of 2019 – and those changes may also materialise in the next update of the Everest line-up.
Stay tuned for more Ford Everest news.
As originally published August 24, 2018:
Change is good but there will always be some who become enraged at the mere hint of it. Case in point: those who strongly dislike 2.0-litre twin-turbo diesel engines.
In February this year, when just such an engine was revealed as the powerplant of choice for Ford’s high-performance ute, the Ranger Raptor, CarsGuide comments, online chat rooms and beer gardens everywhere echoed with acid-tongued complaint and hearty objections that included such pearls of wisdom as “The only good two litres are milk and orange juice”.
Well, it looks like some of us have a bitter pill to swallow because that 2.0-litre engine is now in the new, refreshed MY19 Everest, Ford’s large SUV wagon, as well – and it’s here to stay. But don’t fret because the 3.2-litre five-cylinder engine remains in the Everest ranks.
In other good news, the 2019 Everest has AEB.
Any bad news? Maybe. Read on.
|Engine Type||2.0L turbo|
Apparently there is an ugly Kardashian, but you don’t care, or if you do, you shouldn’t, so let’s talk about the Hemsworth brothers instead.
In any other family, Luke Hemsworth would probably be called handsome, if a little short. Unfortunately for him, standing next to Liam and the God who walks amongst us that is Chris (I had to interview him once, he really is dreamy), Luke looks like he’s barely keeping his chin above the water line at the shallow end of the gene pool.
The Mercedes-Benz SUV range has quite a variation of lookers in its family tree as well, but I would argue that the new, entry-level GLA is pretty much the Chris of the range, or at least the Liam. The unfortunate, slightly large-foreheaded GLB would obviously be the Luke.
The only problem with all this, of course, is that the car that originally gave birth to the GLA - the A-Class - is more attractive than all of them, and Craig Hemsworth, sire of the family, doesn’t quite pull that off.
The point is that the new GLA is going to be even more popular than the original one, which sold a staggering one million units worldwide, because it is not only bigger and taller, but better looking, inside and out.
And let’s face it, no one is buying an urban SUV like this for the way it can climb a snow-covered alpine pass. Even all-wheel drive is optional.
But the GLA has this niche nailed, and the new one - thanks to its style, space and the effortless way it rides - is going to be an even bigger success.
|Fuel Type||Premium Unleaded Petrol|
Originally built off the Ranger platform, the Everest has always been overshadowed by its overachieving ute stablemate. But now, with the introduction of AEB and some up-speccing to its Everest line-up, Ford has ensured its large SUV wagon is still a strong contender in the race for top honours in the market.
The line-up's volume seller is the Trend and that's still a pretty good sweet spot for the range.
Most of us don’t want a big, shouty 4WD, but we do expect a lot in our new vehicles: we want a quiet, refined family-friendly SUV that drives well, has plenty of safety tech, car-like ride and handling, and good fuel consumption. In its Everest, Ford has come pretty close to producing one of the best around. If only the Titanium's price-tag wasn't so high.
Is the Everest's 2.0-litre twin-turbo the way of the future or a misstep? Tell us what you think in the comments section below.
You can tell that this car is going to be a success just by looking at it. For a lot of people, to see one will be to want one, and when they sit in that hugely high driving position and gaze upon the future-fabulous interior they’ll be even more sold.
It’s fair to say the GLA 250 does everything well - aside from providing boot space - and with great comfort, and in terms of looks, inside and out, it reaches the level of outstanding.
Personally, I’d take the lower and sleeker A Class every time.
Nothing much to report here. The Everest has always had substantial presence and nothing has changed in that respect; it’s a good-looking unit.
Among the styling tweaks are a new grille design, revised bumper and fascia design, halogen projector headlights with halogen daytime-running lights, a laminated acoustic windscreen, a 10-speaker audio system, as well as an 'Ebony' interior colour scheme with contrast stitching and chrome highlights.
If there’s any potential strife to the interior look and feel here, it may be that it’s too neat and tidy – too plain – and in danger of becoming a bit dated.
The Titanium has new 20-inch split-spoke alloy wheels.
I have to say that it’s quite an effort for a car company to get me interested in the look of an SUV, but from its tough, bold and yet stylish grille to its taut back end and BMW-aping rear light cluster, the new GLA really is a looker.
I had the good fortune to bring our GLA 250 test vehicle home and park it right next to the previous model, in the same colour, thus properly ruining the day of one of my neighbours.
The growth in size is clear - the new car is 12cm taller, 30mm wider and has a 30mm-longer wheelbase, yet overall it is 14mm shorter, which makes it look neater as well as stronger - but it’s the little tucks and tweaks of design that have really improved the look. The rear-light cluster is worth mentioning again, as it's just so much nicer.
While the original GLA was simply a case of making an A Class on stilettos, its success has encouraged Benz to really pour some effort into its successor, and the result is clear. This thing is a real looker.
Inside is nice and roomy. It’s also well blended together; chrome, leather accents, as well as clear, easy-to-read instrument displays and colourful Sync3 screen. Nice, small touches, such as the illuminated blue edging around USB ports, add to the cabin’s premium feel.
The front seats are very comfortable and electrically adjustable; the third row can be deployed or stowed away by using buttons on the right-hand rear interior wall of the cargo area.
Those in the front are well catered for with access to two 12-volt sockets, and two USB ports.
Storage spaces include glovebox, two cup holders and a deep bin between driver and front passenger, and bottle holders in each door.
Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.
There are two ISOFIX anchor points in the second row and the cargo area has bag hooks each side, as well as luggage tie-down points on the floor.
The main goal of the GLA’s new, more SUV-like shape, in practicality terms, seems to have been to lift the driver even further off the ground, because the command-seating position is obviously a big selling point for someone who finds the A Class too ground-hugging.
So, while some of that growth in height has been used to increase head room to the point where I could easily wear Abraham Lincoln’s hat while driving, much of it has gone to making the driving position a full 10cm higher than in the previous GLA (it’s also 14cm higher than in an A Class).
Personally, the height of the seat drove me slightly spare, and every time I got in I tried to lower it, only to find it doesn’t go any lower, but, tellingly, my wife - who is not far off being an elf - loved it.
What I did like was the back seat, which is truly voluminous. Through clever packaging, Benz has managed to liberate no less than 12cm of extra legroom back there, and I could properly stretch out.
With its standard double-paned panoramic roof and huge windows (part of huge doors, which do come close to scraping on any gutter higher than a match box), it’s a very glassy interior indeed, and visibility is excellent.
There are two cupholders between the front seats, and there’s storage for big bottles in each door. Oddment storage is plentiful, although they could have more if they did away with the now redundant mouse pad and the so-called “arm rest” behind that, which feels more like a gear-shift lever they forgot to remove when they put the shifting functions up on a column stalk.
There’s no need for the track pad any more because the giant and truly very lovely 10.25-inch touch screen does everything via touch, and sits next to another screen the same size that acts as your dash readout, making the whole thing look like a particularly long iPad.
While other car companies, including Audi, which has long been the winner in any interior-design conversation, are still just jamming big screens on top of dashboards, Benz has turned its entire dash into a digital display, and it looks amazing, and futuristic. Like a concept car you can actually buy.
The overall feeling of quality and tech - particularly at night when it all lights up beautifully in a colour of your choosing - in this alluring interior is one of the main reasons buyers will flock to the new GLA.
The seats are not as sporty as some, but they’re comfortable enough.
The one letdown, however, which comes as a shock with all that space in the rear, is the boot, which is just 435 litres, compared to the Audi Q3’s far more practical 530 litres. It really is a surprise when you open the back and see so little there, and that really does lower the practicality mark.
Price and features
The Everest range remains a three-model line-up: entry-level Ambiente, mid-spec and volume seller Trend, and top-spec Titanium.
One of the other more notable new features in the range is 'Inter-Urban Autonomous Emergency Braking' (AEB) with 'Pedestrian Detection' and 'Vehicle Detection', which is now standard across the Trend and Titanium; it will become standard on Ambiente in 2019.
Keyless entry and push-button start are now standard across the range, and Trend and Titanium get Ford’s hands-free power tailgate.
Also new to the Trend are leather-accented seat trim, eight-way power driver's seat and a leather-trimmed gear shifter.
All prices to follow exclude on-road costs.
Everest Ambiente pricing is: RWD 3.2L (five seats) $49,190; 3.2L RWD (seven seats) $50,190; 3.2L 4WD (five seats) $54,190; and Ambiente 4WD 3.2L (seven seats) $55,190.
Everest Trend pricing is: RWD Bi-Turbo $56,190; 4WD 3.2L $59,990; and 4WD Bi-Turbo $61,190.
The Ford Everest Titanium is only available as a 4WD with the twin-turbo engine and 10-speed auto at a cost of $73,990, including luxury car tax. We spent the lion’s share of our time at the launch in a Titanium so we’ll focus on that variant.
The new exterior prestige paint is Diffused Silver for $780.
The 2019 Everest is due in showrooms this month.
I find it hard to believe I’m saying this about a Benz, but at a starting price of $66,500, the GLA 250 4MATIC does seem like quite a lot of car for the money. This might be influenced by the fact that I know a couple who recently dropped more than $70K on the smaller A Class (they actually went shopping for a GLA, but then fell in love with the look of the little hatch).
There, are of course, always issues with the Germans when it comes to what you do and don’t get for your tempting entry price, and in the case of our test vehicle it would stick in my craw quite badly to pay $385 extra for its Polar White paint. Yes, white paint costs extra.
While the Titan Grey Pearl and Black Lugano Leather is nice, it’s only in the car as part of the $2838 AMG Exclusive Package. Throw in the Sports Package at $1915, which gets us the sexy 19-inch AMG alloys, and the Driving Assistance Package for $1531 worth of extra active safety, drop on a dollop of LCT at $1329 and the asking price for our urban SUV hits a less-enticing-sounding $74,498.
Your standard inclusions for the $66,500 are a very lovely panoramic electric sunroof, heated and electronically adjustable front seats, with memory function, lowered comfort suspension and sports-direct steering, plus the Off-Road Engineering Package, while the standard, non AMG wheels are also 19-inch alloys, presumably just less sexy ones.
And you don't have to pay extra for Apple CarPlay, which is nice.
Engine & trans
The new-generation twin-turbo engine – 157kW at 3750rpm and 500Nm from 1750rpm-2000rpm – is paired with a 10-speed torque-converter automatic transmission, the same combination as used in Ford’s high-performance models, Mustang and Raptor.
But this working partnership is a better match here, in the Everest, than it is in the Raptor, in terms of smooth delivery of power and torque at low and high speeds, as well as doing everything in an unfussed manner – low-key but still effective.
As mentioned, the previous-gen 3.2-litre 143kW/470Nm five-cylinder turbo-diesel engine and six-speed auto is still offered in Ambiente and Trend, ensuring those who prefer their engines bigger are catered for.
The Titanium has full-time 4WD with low-range gearing ('4x4 Low') and electronic diff lock, as well as a 'Terrain Management System' with four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock) to suit different terrain.
The GLA 250 comes with 2.0-litre turbocharged four-cylinder petrol engine that makes a handy 165kW and 350Nm, which is sent to all four wheels using 4MATIC all-wheel drive. The claimed 0 to 100km/h time is 6.7 seconds.
Your silky smooth gearbox is an eight-speed, or 8G-DCT automatic, in Benz speak.
The engine feels powerful enough, without being exciting, and sounds pleasant enough, without sounding sporty - it's pretty much Goldilocks for an urban SUV.
Best-of-the-bunch 2.0-litre fuel consumption is listed as 6.9L/100km (combined) in the Trend RWD, and 7.1L/100km (combined) in the 4WD. We noted an average of 9.8L/100km on the dash but there may have been some heavy right foot involved in prompting that figure.
The Everest has an 80-litre fuel tank.
The Everest’s 2.0-litre is not going to get any pulses pounding with its engine note, that’s for sure, but it more than makes up for any lack of rough, gutsy charm – perceived or otherwise – by being the consummate quiet achiever. Because it is very quiet … and it achieves.
The good news is that we pushed the 2477kg Titanium pretty hard off the mark, as well as made a series of overtaking moves and clocked up a bit of open-road cruising and it just burbled along nicely. There’s a real no-fuss quality to its delivery of big torque at low revs. It certainly seems to work better in the Everest than in the Raptor, which we drove at launch a few weeks ago and the consensus there was that it was underpowered and underwhelming.
The Everest is also very quiet inside. Ford reckons the twin-turbo is “much quieter” than their 3.2-litre models due to advanced sound insulation and 'Active Noise Cancellation' which has helped to improve cabin quietness. Well, the 3.2 is pretty quiet anyway, but in the short time I’ve spent so far in the 2019 twin-turbo Everest, I have no reason not to believe them.
Its steering has that real Ford feel – light and lively but precise – and on its revised coil-spring suspension, the Titanium’s ride and handling is even smoother than before. It was firm, bordering on stiff at times, but perhaps the Titanium’s 20-inch rims on road-biased Goodyear EfficientGrip SUV tyres set at 38 psi could be blamed for some of that; 18 x 8.0-inch alloy wheels and tyres are a no-cost option on the Titanium.
We did some decent 4WDing on this launch out near Lithgow and the Everest was infrequently challenged anywhere near the limits of its off-roading capabilities.
In fact we intentionally drove our tester in Normal mode and took the ‘off’ line through sections of terrain that would have likely put some rivals in a spot of bother but, with judicious use of that 10-speed auto, especially that low first, we trucked through no problem.
The Everest’s hill descent control deserves a mention also as it’s rather smooth and effective; it holds very low speeds (registering as 0km/h on the dash), can be adjusted via buttons on the steering wheel, and was not jerky or jarring like some systems in other off-roaders can be.
When we did dial through the drive modes of the terrain management system to actually suit the surface we were driving on there was no surprise at how efficient and effective it was, as we’ve used it quite extensively before in the bush and on beach sand.
The Titanium has 227mm ground clearance. We observed a few Everests on different terrain and, especially on deep sharp-edged ruts and short steeper-angled rocky climbs its underslung full-sized spare tyre behind the rear axle can seem like it’s about to become a plow – and there's something else to watch out for.
One fellow journo pointed out that what appears to be the AdBlue tank protrudes below the bottom edge of the full-sized spare, eating into a bit of ground clearance and the Titanium’s departure angle; posing a bit of a damage risk if your 4WDing takes your Everest into particularly tricky territory.
The Everest has a towing capacity of 3100kg (braked) up from its previous 3000kg; unbraked max is 750kg. The Titanium has a payload of 623kg, a GVM of 3100kg and a 5900kg GCM.
With such a high driving position, the worry is that you’re going to feel like you’re sitting on the new GLA rather than in it.
But the fact is that, once I became accustomed to the fact that I couldn’t get the seat as low as I wanted to, it all became comfortable enough, and I could get on with fully appreciating the ride quality.
While the GLA has a good, Germanic solidity to the way the interior is bolted together - the doors are almost too heavy, I fact, and can be tough for little people to close - it’s the way it sits on the road that really impresses.
The little Benz soaks up the bumps, particularly in Comfort mode, and provides the kind of ride and handling quality that you’d expect in a six-figure German car. Or a Benz of old, you might say.
Critics of A Classes past were heard to complain that they just didn’t ride as softly or richly as a Mercedes should, but the company has put things to rights with its smaller cars in recent years and you really feel like you’re getting the badge you paid for here.
Step out of the cruisy, snoozy Comfort setting into Sport, however, and the CLA feels out of its, well, comfort zone. It’s almost too toey for its own good, wanting to lurch around, holding each gear desperately and making noises that are merely loud rather than sexy.
Engine noise is a little intrusive whenever you try and accelerate fiercely in the GLA, in fact, but there is some handy pace there if you really need it.
Fast driving does feel out of character for the GLA 250 variant, however, and those who want that kind of thing should wait for the AMG-fettled version that will arrive in the next month or so, bringing 225kW and 400Nm.
As a cornering weapon, this car is more of a butter knife, smoothing its way around bends with minimal bodyroll. It’s an urban SUV, and it drives like one, albeit a very good one.
Typically, the steering is also light and easy to use rather than heavy and talkative.
Being the 4-MATIC variant, the GLA 250 also offers an Off-Road mode, which takes full advantage of its torque-on-demand all-wheel-drive system, but sadly our slightly brief introduction to the car didn’t provide us with the chance to hurl it down a scree-covered mountain side, nor to test out its version of hill-descent control.
The Everest range has a five-star ANCAP rating as a result of testing conducted in 2015.
Standard safety gear across the range includes seven airbags (driver and front passenger, side front, side curtain (to third row) and driver's knee), ABS, DSC, RSC, EBD, traction control, EBA, reversing camera and rear parking sensors.
Driver-assist tech in the top-spec Titanium includes AEB, adaptive cruise control with forward collision warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and a tyre pressure monitoring system.
It has five child-seat anchor points and two ISOFIX anchors in the second row.
The GLA has not been ANCAP or Euro NCAP crash rated yet, but the first car got five stars from the Euro test and was never ANCAP tested. It’s safe to say they design their cars around being damn sure they get five stars.
You’ll also be getting no less than nine airbags - front, pelvis side and window bags for driver and front passenger, sidebags for the rear occupants and a knee bag for the driver.
In terms of active safety, the Active Brake Assist - which works up to 60km/h - is standard, as is Blind Spot Assist, with exit-warning function, which alerts the driver to approaching cyclists or vehicles when they’re about to open their door. Active Lane Keep Assist is also standard, as are the Active Bonnet, Traffic Sign Assist and Cross Wind Assist.
But you will have to stump up for the Driving Assistance Package to get things like Active Lane Change Assist, Active Emergency Braking Assist and Evasive Steering Assist.
Your GLA comes with a five-year, unlimited-kilometre warranty, which is Japanese good, if not Korean good.
In terms of servicing, you can choose to purchase a Service Plan or pay as you go with capped-price servicing.
The costs for three annual services are $2050 for the Service Plan, or $2550 with the Capped Price Servicing (first is $550, second is $750, third $1250).
Service Plans can be bought in four or five-year lots, at $2950 and $3500 respectively.