Mercedes-Benz GLA-Class VS Alfa Romeo Stelvio
- 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
Alfa Romeo Stelvio
- Sexy design
- Sporty handling
- Great chassis
- Reliability fears of it being Italian
- Some cheap feeling touches
- Doesn't sound like an Alfa
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.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Alfa Romeo Stelvio
Just how important are looks, really? Sure, if you’re a model, or you’re asking Rihanna or Brad Pitt for a date, or you’re a sports car, or a super yacht, being attractive is helpful. But if you’re an SUV, like Alfa Romeo’s new, brand-reshaping Stelvio, does it really matter?
There are some people who believe all SUVs are ugly because they are simply too big to look good, in the same way that all 12-foot tall people, no matter how good-looking, would be undeniably off-putting.
Yet there are undeniably a lot of people who find SUVs, particularly expensive European ones, very much attractive, as well as practical, because how else could you explain the fact that cars like this Stelvio - mid-sized SUVs - are now the biggest-selling premium segment in Australia?
We’re set to snap up more than 30,000 of them this year, and Alfa wants to take as much of that tasty sales pie chart as it can.
If success could be put down to looks alone, you’d have to back the Stelvio to succeed fabulously, because it truly is that rarest of things, an SUV that’s actually attractive, even sexy. But does it have what it takes in other areas to tempt buyers into choosing an Italian option over the trusted Germans?
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
Alfa Romeo Stelvio8/10
Properly beautiful in a way only Italian cars can ever be, the new Alfa Romeo Stelvio really is what the marketeers promise - a more emotional, more fun and better-looking option to the German offerings we’ve been served up for so long. Yes, it’s an Italian car, so it might not turn out to be quite as well built as an Audi, Benz or BMW, but it will definitely make you smile more often. Particularly when you look at it.
Are the Alfa's looks enough to tempt you away from the Germans? Tell us in the comments below.
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.
Alfa Romeo Stelvio9/10
It might be unfair to suggest Italians are more interested in design than anything else, but it would only be honest to suggest that it often feels that way. And when that obsession with making things look good results in a car as curvaceous, sensuous and sporty as this, who could argue that it’s a bad thing?
I once asked a senior Ferrari designer why Italian cars, and super cars in particular, look so much better than German ones, and his answer was simple: “when you grow up surrounded by so much beauty, it’s natural to make beautiful things”.
For Alfa to produce a car, like the Giulia, that reflects its brand’s design aesthetic and proud sporting heritage - it is the brand that gave birth to Ferrari, as its spin doctors like to remind us - is almost expected, or predictable.
But to perform the same feat on this scale, on a big, bulky SUV with all of its proportional challenges, is a real achievement. I’d have to say there’s not a single angle from which I don’t like the look of it.
The interior is almost as good, but does fall down in a few areas. If you buy the 'First Edition Pack', a $6000 cost and one that’s only available to the first 300 people to rush in, or the 'Veloce Pack' they’ll also offer ($5000), you get really nice sporty seats and shiny pedals, and the panoramic roof, which manages to let light in without cutting your headroom off.
Buy an actual base model, however, for a notional $65,900, and you’ll get a lot less class. The steering wheel won’t feel as sporty, either, but no matter which variant you buy you’re stuck with a slightly cheap and plastic-feeling gear shifter (which is also a bit counterintuitive to use), which is a shame, because it’s a touch point you’ll use every day. The 8.8-inch screen is also not quite of German standard, and the sat nav can be temperamental.
The cool-steel gear-shift paddles, on the other hand, are absolutely gorgeous, and would feel at home on a Ferrari.
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.
Alfa Romeo Stelvio8/10
We were lucky enough to drive this car early, on a recent family holiday in Italy, and can tell you that the boot (525 litres) can swallow an astonishing amount of poorly packed crap, or a metric tonne of Italian wine and food, if it happens to be shopping day.
The load space is practical and easy to use, and the rear seats are also capacious We may or may not have tried to pack three adults and two kids in there at one stage (not on a public road, obviously, just for fun) and it was still comfortable, while I can easily sit behind my own 178cm driving position without my knees coming close to brushing the seat back. Hip and shoulder room are also good.
There are map pockets in the seatbacks, plenty of bottle storage in the door bins and two American-sized cupholders, and a big storage bin, between the front seats.
Price and features
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.
Alfa Romeo Stelvio8/10
If you’re buying the absolute base model Stelvio at $65,990, which we’d suggest you shouldn’t because it is a far, far better car with the adaptive dampers fitted, you get all those good looks thrown in for free, plus 19-inch, 10-spoke alloys, a 7.0-inch driver instrument cluster and the 8.8-inch colour multimedia display with 3D satnav, Apple CarPlay and Android Auto, an eight-speaker stereo, the 'Alfa DNA Drive Mode System' (which mainly seems to light up some graphics but supposedly allows you to choose between Dynamic, Normal and an eco-friendly option you’ll never use.
But wait, there’s more, including cruise control, dual-zone climate control, an electric tailgate, front and rear parking sensors, rear camera, hill-descent control, electrically adjusted front seats, leather seats (not the sporty ones, though) and a tyre-pressure-monitoring system.
It’s quite a lot of gear for the cash, but as we say, most people will want to step up to the extras you get - and most tellingly the adaptive dampers - with either the First Edition ($6000) or Veloce ($5000) packs.
Alfa Romeo is keen to point out how keen its pricing is, particularly against German offerings like Porsche’s Macan, and it does seem like good value, even at just north of $70k.
Engine & trans
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.
Alfa Romeo Stelvio7/10
Because I am older than the internet, I’m still mildly baffled every time I see that a car company is attempting to fit a four-cylinder engine into a largish SUV like the Alfa Romeo Stelvio, so I’m always politely surprised the first time such a small-engined big car manages go up a hill without exploding.
While bigger, faster Stelvios will arrive later in the year, with the all-conquering QV set to land in the fourth quarter, the versions you can buy now must make do with a 2.0-litre four-cylinder petrol engine making 148kW/330Nm, or the 2.2T diesel with 154kW/470Nm (a 2.0 Ti will also arrive later, with a more fabulous 206kW/400Nm).
It should come as no surprise from those numbers that the diesel is actually the better option to drive, with not only more usable, down-low torque (the max arrives at 1750rpm) but more kilowatts as well. The 2.2T thus gets from 0-100km/h in 6.6 seconds, quicker than the petrol (at 7.2 seconds) and also quicker than competitors like the Audi Q5 (8.4 in diesel or 6.9 petrol), BMW X3 (8.0 and 8.2) and Mercedes GLC (8.3 as a diesel or 7.3 in petrol).
Even more surprisingly, the diesel sounds slightly better, more growly, when you attempt to drive it hard, than the slightly wheezy petrol. On the down side, the 2.2T does sound tractor like at idle in multistorey car parks, and neither engine sounds even vaguely like you would want an Alfa Romeo to.
The diesel is the pick at this level - doing an impressive job despite being asked to do the equivalent of piggybacking Clive Palmer up a hill - but the 2.0 Ti (which will hit 100km/h in a more impressive 5.7 seconds) would be worth waiting for.
Alfa Romeo Stelvio8/10
Alfa is also keen to point out that its new Stelvio is class leading when it comes to fuel economy, with claimed figures of 4.8 litres per 100km for the diesel (no one else gets under 5.0L/100km, they say) and 7.0L/100km for the petrol.
In the real world, driven enthusiastically, we saw 10.5L/100km for the petrol and closer to 7.0 for the diesel. The simple fact is you will need, and want, to drive them harder than those claimed figures suggest will be possible.
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.
Alfa Romeo Stelvio8/10
Much like sitting down to watch the Socceroos lose again, I’ve learned not to expect too much from the driving experience offered by SUVs, because the way they drive clearly has little relevance to the way they sell.
The Alfa Romeo Stelvio comes as a genuine surprise then, because it drives, not just like a sports car on slightly rubbery stilts, but like an impressive but high-riding sedan.
Reports about how good the QV version is have been flooding in for some time now, and I've been taking them with large spoonfuls of salt, but it’s clear to see how that car can be so sharp and exciting to drive, because the chassis of this car, as well as the suspension set-up (at least with the adaptive dampers) and the steering, are built to cope with far more power and vigour than is on offer in this base model.
That’s not to say this version feels horribly underpowered - there are a few times when we were overtaking up a hill that more power would have been welcome, but it was never slow enough to be worrying - just that it’s clearly built for more.
In almost all situations, the diesel, in particular, provides enough grunt to make this mid-size SUV genuinely fun. I actually smiled while driving it, several times, which is unusual.
Most of that is down to the way it corners, rather than the way it goes, because this thing really is a light, nimble and enjoyable car on a twisty bit of road.
It feels genuinely involving through the steering wheel and genuinely capable in the way it holds on to the road. The brakes are genuinely good, too, with plenty of feel and force (apparently Ferrari had some involvement here, and it shows).
Having driven a far more basic model, without the adaptive dampers, and being less than impressed overall, I was surprised at how good the First Edition Pack cars we drove on some properly challenging roads were.
This really is a premium mid-size SUV I could almost, just about live with. And, if it’s the right sized car for your lifestyle, I’d absolutely understand you wanting to buy one.
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.
Alfa Romeo Stelvio8/10
There’s much talk from Alfa about how its offering wins on emotion and passion and design, and not being bland and off-white/silver German, but they’re also keen on saying that it’s a rational, practical and safe alternative, as well.
Alfa claims, yet again, a class-leading safety score for the Stelvio, with a 97 per cent adult occupancy score in Euro NCAP testing (aka a maximum five stars).
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.
Alfa Romeo Stelvio8/10
Yes, buying an Alfa Romeo means buying an Italian car, and we’ve all heard the jokes about reliability, and heard companies from that country claiming those problems are behind them.
The Stelvio comes with a three-year/150,000km warranty, to make you feel safe, but that’s still not quite as good as the Giulia, which is being offered with a five-year one. We’d be pounding the desk and demanding they match that offer.
Servicing costs are another point of difference, the company claims, being cheaper than the Germans at $485 a year, or $1455 over three years, with those services coming every 12 months or 15,000km.