Mercedes-Benz GLA-Class vs Ford Ranger

What's the difference?

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.

The Super Duty is the most formidable workhorse in the Ranger fleet. It projects a feeling of immense strength each time you drive it, reflecting payload and tow ratings well beyond traditional limits for vehicles of this size combined with formidable all-terrain capabilities. For tradies wanting the ultimate Ranger workhorse, the Super Duty is clearly in a class of its own - a class which it created.

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.

The Super Duty, originally based on Ford’s F-series full-size US pickup range, has been a mainstay on farms, building sites and in remote terrain since its inception as a standalone model in 1998, but this is the first time the nameplate has been applied to the Aussie designed and developed Ranger.

Ford claims the Ranger Super Duty resulted from extensive consultation with workers in industries that depend on their trucks in the harshest remote environments, from forestry crews and emergency service workers to land managers and fleet teams.

The challenge was to create a medium-sized truck with higher payload/tow ratings and greater all-terrain capability, as the only vehicles strong enough to carry their gear were too big and unwieldy to access critical locations.

In response, the Ranger Super Duty features a unique reinforced version of the Ranger’s chassis frame, incorporating readily accessible mounting points for a variety of aftermarket accessories and specialised equipment.

There’s also a new heavy-duty rear axle assembly with the largest and strongest differential ever fitted to a production Ranger for enhanced load-carrying capacity, paired with a unique uprated version of the US Bronco Raptor’s front diff.

The two-speed transfer case also has larger and stronger components than the regular Ranger and its low-speed gearset has been upgraded to match the F-series Super Duty.

Other chassis enhancements include uprated eight-stud wheel hubs with stronger bolts, improved cooling system to manage engine temps under heavy loads and during sustained off-road driving, a sealed engine snorkel and high-mounted breathers for the drivetrain/fuel system to enable its 850mm wading depth (50mm deeper than standard Ranger) and more. There was also a brutal and prolonged durability testing program to validate its Super Duty status.

Off-road credentials include steep 36.3 degrees approach, 26.9 degrees ramp breakover and 29.3 degrees departure angles, 299mm ground clearance and an expansive 13.6-metre turning circle which is the largest of all Ranger variants including the wide-tyred Raptor.

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.

Proof of the increased solidity of the Ranger Super Duty single cab-chassis is its hefty 2518kg kerb weight, which in bare cab-chassis form (without tray) is 625kg more than a standard 2.0L Ranger XL single cab-chassis 4x4 equivalent.

The Super Duty’s 4500kg GVM results in a huge 1982kg payload limit. It’s also rated to tow up to 4500kg of braked trailer and with its towering 8000kg GCM (or how much it can legally carry and tow at the same time) it can tow its maximum 4.5 tonne trailer weight while hauling almost one tonne of payload.

These are big numbers when compared to our standard XL Ranger example, given that the Super Duty has a 645kg higher payload rating, 1000kg higher tow rating and 1650kg higher GCM rating.

The galvanised full steel tray is equipped with six internal load anchorages, each rated up to 1800kg, which lie flush with the checker-plate floor when not in use.

There’s also external rope rails beneath the tray along each side and a sturdy front bulkhead with wire-mesh rear window protection.

As previously highlighted, this tray ensemble includes a driver-side lockable toolbox and passenger-side water tank (complete with handwash pump bottle) mounted behind their respective rear wheels.

Its work-focused interior is a comfortably familiar place for Ranger single cab-chassis workhorse owners, with fabric bucket seats, wipe-clean vinyl floor and large ‘Super Duty’ lettering embossed in the passenger side dash.

Cabin storage includes a bottle-holder and bin in each door, pop-out cupholders on each side of the dash, an overhead glasses holder, upper/lower glove boxes plus a well-equipped centre console with wireless phone charging, USB ports, two cupholders, 400W (230V) inverter and a storage box with internal 12V socket and padded lid that doubles as an elbow rest.

The Ranger Super Duty is currently available in a trio of cab-chassis configurations comprising single cab, extended cab and dual cab body styles, with a dual cab ute variant and higher-grade XLT trim option due in mid-2026.

Our test vehicle is the single cab-chassis, which like all Super Duty variants comes standard with a 3.0-litre V6 turbo-diesel, 10-speed automatic and full-time 4WD, for a list price of $82,990 plus on-road costs.

Its standard equipment list includes rugged 18-inch steel wheels with 33-inch tall General Grabber 275/70 R18 all-terrain tyres and a full-size spare.

There’s also LED headlights/front fog lights/daytime running lights, zone lighting (360-degree lighting around the vehicle), a sealed engine snorkel, 4500kg tow-bar with integrated trailer brake controller and towing assistance features, onboard scales to help calculate payloads, composite side steps, heated door mirrors with puddle lamps, a frame-mounted steel bumper, twin recovery points front and rear, high-strength steel underbody armour, a big 130-litre fuel tank and more.

The work-focused interior features smart key entry and push-button start, an electric parking brake, 400W (230V) inverter, 12V socket, three USB ports, wireless phone charging, overhead auxiliary switch bank, dual-zone climate and more.

The driver is treated to a configurable 8.0-inch colour digital instrument cluster plus a big 12-inch central touchscreen for a multimedia system that includes 'SYNC' voice activation, wireless 'FordPass'/Apple/Android connectivity and digital radio.

Factory options and accessories can be ordered individually but Ford also offers three optional equipment packs tailored for different vehicle applications comprising the 'Work Pack', 'Farm Pack' and 'Adventure Pack', with pricing dependent on cab type and tray finish.

Our example showcases the heavy-duty galvanised steel tray, water tank with handwash bottle, lockable toolbox and all-weather floor mats shared by all three packs, plus the Work Pack’s 'Integrated Device Mounting System' (IDMS) and wheel nut (tension) indicators, the Farm Pack/Adventure Pack’s ARB Summit bull bar and the Adventure Pack’s rock sliders and high capacity Warn winch.

It’s also fitted with a rear ladder rack from Ford’s genuine accessories range, so depending on what combination of options and/or accessories are ordered (combined with on-road costs) you could pay more than $100K, drive-away.

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.

All Ranger Super Duty models are powered by the same 3.0-litre V6 turbo-diesel, which meets tough Euro 6.2 emission standards using AdBlue. It produces 154kW of power at 3250rpm and a towering 600Nm of torque at 1750rpm.

This is paired with a 10-speed torque converter automatic with the choice of sequential manual-shifting using a toggle switch on the shift knob. It also offers seven drive modes to optimise performance in different terrain applications.

The full-time 4WD transfer case allows drivers to switch between high and low ranges and access other technologies when tackling difficult terrain including 'Trail Control' (low-speed off-road cruise control), 'Trail Turn Assist' (applies braking to the inside rear wheel to tighten turning radius), front and rear diff locks and more.

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.

Vehicles in this GVM class do not come with official fuel consumption figures. Even so, we clocked up 385km during our tradie-focused test which included our usual mix of suburban, city, highway and unsealed road driving, of which about one quarter was hauling its near maximum payload.

When we stopped to refuel at the end of our test, the dash display was showing average combined cycle (urban/extra-urban) consumption of 13.4L/100km which was lower than our own figure of 15.5 calculated from fuel bowser and tripmeter readings.

That’s still decent economy for a heavy-duty off-roader driven in the daily grind of metro traffic, during which it hauled more than one tonne of payload for a day.

Therefore, based on our own test figures, you could expect a real-world driving range of more than 800km from its big 130-litre diesel tank.

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.

It has a comfortable driving position with huge door mirrors providing commanding views. There’s also plenty of headroom for blokes my size (186cm) plus manual adjustment of the steering wheel and seat (including lumbar support) and a big left footrest for additional support.

The steering feels great like all Rangers, backed by sure-footed handling and strong braking response. The unladen ride quality is surprisingly supple for such a heavy lifter, given the combined effect of its baggy tyre sidewalls and the vehicle's substantial sprung weight helping to iron out the bumps.

Given its hefty kerb mass, acceleration feels slightly subdued compared to a standard V6 Ranger, as you’d expect. However, it still provides a satisfying surge of response in urban use thanks to 600Nm of torque and gearing that keeps the engine operating at or near its peak torque output at around 1800rpm.

It’s a relaxed highway cruiser with low engine and tyre noise. The most noticeable ingress at these speeds is mild wind buffeting around bulky fixtures like the engine snorkel, door mirrors and tray bulkhead, but it’s not overly intrusive with conversation not requiring raised voices.

To test its payload rating we firstly put our test vehicle on a public weighbridge. Unladen and with a full tank of fuel, it tipped the scales at 3130kg which after deducting the 2518kg base kerb weight revealed a sizeable combined accessory weight of 612kg.

So, given accessories are included in kerb weight, the Super Duty’s 'naked' 1982kg payload rating drops by the same amount to 1370kg, which is still a mighty capacity for a vehicle of this size.

We strapped 975kg on the tray, which combined with our crew of two equalled a total payload of 1150kg (still more than 200kg under its limit) which the onboard scales vaguely confirmed. The robust rear leaf springs compressed a mere 30mm in response, leaving ample bump-stop clearance that ensured no bottoming out on our test route.

The Super Duty carried this payload with arrogant ease, maintaining its surefooted handling and scoffing at our 13 per cent gradient, 2.0km set climb. It also displayed strong engine braking on the way down, in a convincing demonstration of its heavy load hauling ability.

ANCAP safety ratings do not apply to vehicles in this GVM class but it has a suite of passive and active features including nine airbags, AEB with pedestrian detection, traffic sign recognition, tyre pressure monitoring, lane keeping and adaptive cruise control.

A new feature under the rear of the tray not previously available on Ranger cab-chassis variants is what Ford calls the ‘rear driver assistance technology bar’ which delivers numerous safety functions including front/rear parking aids, 360-degree camera, blind-spot monitoring with trailer coverage and reverse brake assist with cross-traffic alert.

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.

The Ranger Super Duty comes with the same five years/unlimited km warranty shared by all Ranger models, with up to seven years of conditional roadside assist available if serviced at Ford dealerships.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Ford offers a pre-paid service plan that provides capped price servicing for the first five scheduled services up to five years/75,000km, which totals $2100 or a reasonable average of $420 per service.

Ford has a long-established network of around 180 dealers spanning all states and territories including key rural and regional areas.