Mercedes-Benz GLA-Class VS Mercedes-Benz G-Class
- 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
- Good ride and handling finally
- Not as roomy as you'd think
- Smallish cargo capacity
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|
Just like smoking, base jumping and shooting rounds off in a firing range the Mercedes-AMG G63 really shouldn’t be allowed… but dammit it’s fun. Super capable over tough terrain and a bullet on the road this top-ranking G-Wagon is the rock star of the AMG line-up.
Now, you may think this new-generation G63 looks just like the old one, but it’s completely new and fun and expensive and ridiculous.
We piloted the G63 for the first time on Australian roads at its launch. So, what’s this tall, imposing SUV like to drive? Is the cabin as spacious as it may appear from the outside? And yes, it’s fast in a straight line, but what happens when you get to a corner?
|Engine Type||4.0L 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.
The Mercedes-AMG G63 shouldn't exist, but I'm glad it does. The previous generation was loud and fast, but had its flaws with poor ride and handling. This new gen G63 now rides comfortably and handles like a hero, while staying fast, loud and fun.
Is the G63 the ultimate SUV? Tell us what you think 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.
You know something looks interesting when people can't agree on whether it’s attractive or not. The CarsGuide office is divided on the new G63’s appearance with most saying it’s hot, but with a couple violently opposed to its looks.
Not that the new G63 looks different from the previous model, but that’s intentional. Mercedes-AMG knew the boxy personnel carrier-like shape was a massive part of this SUV’s appeal. The look has barely changed in 40 years. You could go back to the year 1979, push somebody into a time machine and when they fell out in the present day the first thing they’d say is: “Oh look, a G-Class”.
Despite the appearance that nothing has changed, almost everything has. The new G63 is longer, wider and taller than before at 4873mm end-to-end, 1984mm across, and 1966mm in height.
I’m 191cm tall and there aren’t many cars that I can’t stand beside and see over. Fortunately, if I even needed to wash the roof, I could hand off the side steps, which come standard and are as functional as they are good looking.
Also coming standard are the LED running lights which ring the outside of the headlight like a futuristic lining on an old-school design, so too are the LED tail-lights. The 'Panamericana' grille with its hat-tip to racing Benzes from the 1950s is also new part of standard kit. So is the tough looking side exhaust with two pipes poking out under the pronounced running boards on either side.
Our test car was fitted with the 'Night Package' which darkens the brake lights and adds the black treatment to the spare wheel cover, the bumper and mirrors. The pack also swaps the standard 21-inch wheels for 22 AMG cross-spoke matt black rims.
The G63’s interior has also been completely overhauled and updated with a dash featuring two 12.3-inch screens, which almost look like one giant widescreen display for nav and instrument cluster. The 'Exclusive Interior Plus' package box had been ticked on our test car and that brings diamond quilted nappa leather upholstery (ours was red) everywhere.
While it’s a sumptuous, luxurious, decadent cabin it’s impossible to ignore how vertical and upright the structure of the interior is – the windscreen, the dashboard, the doors - and then you spot the giant grab hold handle mounted on the glove box and you’re reminded that you’re actually in a hardcore off-roader.
The G63 is built on a ladder-frame chassis. Again, intentional. Yes, it’s the same as the Flintstones used in their car, but it adds immense rigidity, making it a mountain-eating monster on tough terrain.
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.
The G63 may not be as spacious as you think it is. While the ceiling is high, legroom can feel a bit restricted in the front and the back.
Riding shotgun I needed to have my front seat brought back almost to its limit so my legs didn’t feel cramped in the footwell. And while, at 191cm tall, I can sit behind my driving position with room to spare – it’s really thanks to the carved-out driver’s seat back.
There’s a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.
That centre console bin is enormous and the rest of the storage places are great through the cabin with large door pockets and cupholders in the front and second rows.
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.
The new G63 lists for $247,700, before on road costs, which is about $12K more than the previous model, but you’re gaining a completely new SUV with improvements in the form of two 12.3-inch screens for your instrument cluster and media, there’s the Burmester 590w 15-speaker stereo, automatic parking, AMG sports exhaust, proximity key, nappa leather interior, sat nav, TV tuner, Apple CarPlay and Android Auto, three-zone climate control, heated front seats and 21-inch alloy wheels.
The Edition 1 G63 will costs you another $19,500 on top of the list price but includes the 'Night Package' which brings the black elements along with the 'Exclusive Interior Plus' package and an interior which adds carbon-fibre trim.
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.
New engine, more grunt. Gone is the old 5.5-litre V8 turbo and in is the new twin-turbo 4.0-litre V8 (the same engine used in the Mercedes-AMG GT) with stacks more torque and the same power, at a whopping 430kW and colossal 850Nm.
How fast is the new G63? First, can I point out it weighs 2.5 tonnes, so take that into consideration. Second, it can nail 0-100km/h in 4.5 seconds. That is incredible.
Shifting gears seamlessly is a nine-speed automatic transmission.
The G63 is four-wheel drive and has three 100 per cent differential locks and low-range gearing.
Oh, come on, you don’t want to know this… skip to the next section.
You’re still here. Okay then, it’s 13.1L/100km over a combination of urban and open roads. That’s under ideal conditions, too. Our car was going through premium unleaded at about 16.0L/100km. Good thing is you have a 100-litre fuel tank.
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.
Have you ever driven a G-Class before? Nope, well then have you ever ridden an elephant, then? Passed time hanging out on the roof of your house just drinking beer? Sat on somebody shoulder’s in a game of swimming pool volleyball?
Okay, well you feel very high up and the bonnet stretches out before you like the hood of Mack truck, and that’s when you realise those weird-looking indicators on the guards double as signposts letting you know where the edges are.
But even then, it doesn’t feel big to drive, even the cabin feels a bit tight up front.
What it does feel is fast. Very fast. Dab the accelerator and the nose rises up and you better be pointing in the direction you want to go, because hold the pedal down and the G63 will yank you down the road at warp speed.
Acceleration isn’t supercar brutal by any means, but how it gets there is roaring through that side exhaust like a Viking running into battle, after waking up on the wrong side of the bed. With the windows down its deafening, but in good way.
Complaints about the old G63 centred around steering, ride and handling or more specifically the absence of those three things. In this new generation G63 those pain points have been addressed by replacing articulating ball steering with electric power steer, swapping the live front axle for independent front suspension and revising the chassis rails.
Now, the G63 can go around corners – incredibly well. Our test track was Victoria's Great Ocean Road, and if we were in any other large SUV, they would have been fishing us out of Bass Strait.
Steering is now accurate and progressive; the front end feels pointable and light.
Comfort drive mode is too comfortable for me, giving the ride a wafty bounce. Sport mode firms the dampers for good handling but keeps the ride comfortable, which adding weight to the steering. Sport Plus firms the adaptive dampers further and combines great cornering without an unbearable ride.
The G63 isn’t a vicious animal unlike some big grunt sports cars, but you have to keep reminding yourself you can’t drive it like one. Not because it will bite you, but because it’s 2.0-metre tall, 2.5-tonne metal box. A hilariously fun 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.
For child seats you’ll find three top tether points and two ISOFIX mounts across the second row.
Obviously, there’s a full-sized spare wheel. Don’t make me point it out.
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.