PHOTO BY MERCEDES BENZ
ON SALE: Now
BASE PRICE: $49,225
AS TESTED PRICE: $64,525
DRIVETRAIN: 2.0-liter turbocharged I4; AWD, seven-speed dual-clutch transmission
OUTPUT: 355 hp @ 6,000 rpm, 332 lb-ft @ 2,250-5,000 rpm
CURB WEIGHT: 3,457 lbs
FUEL ECONOMY: 23/29/25 mpg(EPA City/Hwy/Combined)
OBSERVED FUEL ECONOMY: 18.9 mpg
PHOTO BY MERCEDES BENZ
FUN ON THE OPEN ROAD, IF YOU CAN FIND ONE
I’ve been pondering the CLA45 AMG and GLA45 AMG, plus the non-AMG cars upon which they’re based, since they debuted. I think I’m a bit closer to figuring out why they don’t sit quite right with me after driving this GLA45 AMG: They’re not very well-matched to the hypothetical lifestyles of the young, up-and-coming first-time Mercedes buyers we’re told they’re designed to appeal to.
This AMG-tuned take on the potentially useful GLA hatchback, for example, is fun to wail on when you’ve got open road ahead of you. Unfortunately, that only serves to underscore how un-fun it is to drive on city and suburban streets.
PHOTO BY MERCEDES BENZ
There are truly nice elements here. The seats are rigid and well-bolstered, but you’d expect that in an AMG, so no real complaints; plus, they’re thin and attractive, with metal-accented shells that seem a bit like something out of a concept. The steering wheel is suitably chunky and nice to grip. Love or hate the display screen plopped onto the dash, the infotainment system is at least straightforward and reliable.
PHOTO BY MERCEDES BENZ
And the motor! Leave aside the fact that it’s very un-Benz (maybe that’s why the automaker is rolling out the new Mercedes-AMG naming convention), it’s a very old-school-turbo hoot boasting some very modern performance figures.
While a lot of forced-induction engines have all but eliminated lag, power takes a fraction of a second to come on here. It sure feels like longer than a fraction of a second, though -- apply throttle, wait, wait, wait, then whoosh and you’re off like a rocket. I can’t say I mind; it gives the engine character. Enough character, in fact, to back up the assertive, Abarth-like rips and snorts of its exhaust.
Overall, the car gives the impression of some sort of weird, unholy Euro-Japanese tuner special, and when you’re driving it aggressively, it’s undeniably fun.
PHOTO BY MERCEDES BENZ
That changes when you’re scooting around a crowded city or lurching along in rush hour. In stop-and-go traffic it’s a total drag. The dual-clutch, combined with the instant it takes for the engine to summon up its 332 lb-ft of torque, yields a lot of lurchiness. The stop/start function, probably key to achieving anything like stated fuel economy, doesn’t do anything to smooth things out. And the stiff AMG suspension offers virtually no isolation from brutal potholes and road imperfections.
Which brings me back to my point. You expect to make some compromises when you buy a performance car like an AMG product. But what’s the upside to the GLA45, assuming you don’t live next to unpoliced driving roads or have a track nearby? It’s a car that can be fun, as nearly any car can be in the right setting. Yet it doesn’t seem to offer any combination of features or characteristics or value that would make it appeal to the young Urban Achievers it seems to be gunning for.
Except, naturally, for the luxury brand/automaker logo on the nose.
I’m all for frivolous cars, but at $64,525 for what’s supposed to be an entry to Mercedes’ high-performance house, it’s going to take a bit more than an interesting engine and a good ol’ “we did it because we could” to get me on board. The same is true, to a lesser degree, about the non-AMG version. It just took some time in the range-topper for me to see that clearly.
PHOTO BY MERCEDES BENZ
So, THAT was weird. I don’t know if I’ve ever driven a car quite like this before. A five-door hatch (or is it a small SUV?), oodles of power and grip, hugging seats...and thank goodness for all wheel drive or this thing would be basically undrivable.
As it is the steering is razor sharp and one of the best steering wheels in the car biz controls it. The suspension keeps the body straight and true and controlled. Is the suspension too harsh? Not really TOO harsh, but yeah, you feel what’s happening beneath you for sure, and I’m usually the first to whine about a too-stiff ride. This I could live with.
There’s plenty of oomph as one would expect (I like this engine and would like it even more with less turbo lag), it sounds cool in sport and manual mode and the brakes are just wonderful. The platform felt rock solid. The seven-speed dual clutch sometimes felt like it isn’t keeping up with the rest of the powertrain -- there’s some hesitation trundling around town, though less in sport and/or manual mode.
I suppose the easiest way to sum up the car is, this GLA simply drives like a really fast hatchback with tons of grip. I can hear it now: Why not save some $$ and get a Golf R, then? Good question. After I drive one, I’ll let you know.
I really just can’t decide if I like the look of this thing. The general shape is cool. If you weren’t right up on it, you’d be excused for seeing a smallish hatchback. But it ain’t that small. Our tester was also coated in a…I’d say Columbia blue hue, also not my favorite for a semi-sports cars.
And I’d have to call this a sports car, even though there is a little elegance to it. It IS an AMG, and it rips and snorts on ignition, so I guess that’s what we have to call it. A sports hatch, a big sports hatch, maybe. The giant air intakes and pointy chin spoiler say sporty, though the back end looks a little drab. I do enjoy the drilled brake discs with red calipers, though.
Inside, it’s the white leather and chrome-trimmed seats that will catch your eye. They almost look too sporty for this shape of car. The carbon fiber trim on the dash looks good, though it feels a hollow underneath, and Merc’s air vents have to be the best, ergonomically, in the business. They rotate to open and closed, and pivot any which way the driver chooses.
I’m not a huge fan of these nav/entertainment screens that aren’t mounted flush into the dash, but that seems to be Mercedes’ thing nowadays. It’s not intrusive or anything, it just doesn’t look as clean as I’d like. Always love the flat-bottomed, suede-covered wheel. Every car should have one.
The first test of this four pot came early as I was driving home on a recent Friday in traffic. A spot opened up in the next lane and I went for it. It hesitated for what felt like a full second before launching into the next lane, I’m sure the person coming up had to slow down. A lot of the late Mercs seem to do this and it’s a little unnerving.
Once the PTU (power takeoff unit) decides where to route power -- up to 50 percent rearward -- the GLA45 goes off like a bottle rocket. You can feel all four tires grip the pavement, or slip, depending on gravel, and before you know it you’re shifting to second with the paddles, which send a satisfying brraaaap out of the exhaust pipe. This car is quick, I was going to say surprisingly, but it’s an AMG, so, not that surprising.
Thicker antiroll bars and a sportier -- than the GLA250 -- suspension keep things level, both on braking and acceleration. In turns you can see the horizon tilt out of the corner of your eyes, but just barely. And it grips, too. Even hard on the power, around a turn, those outside wheels seem to pull you through the corner. This would be a good one to get on the track, which we will, at some point. The brakes have a tad bit more travel than I’d like, but have a nice bite once engaged.
Parking lot maneuvers are helped by a steering system that’s feather light at low speeds. I was able to bumble around a crowded lot with ease. It does firm up at speed, but still doesn’t produce a ton of feel.
The GLA is in a weird segment. It could steal sales from a host of wagons, hatches and sedans, IF buyers can handle the strange look and/or shape. This AMG though, I don’t know. Even at its base price of $50K, it seems like it’s trying to be too many things to too many people. Don’t get me wrong, it’s very fun to drive, aside from that acceleration lag. I just don’t know if this AMG will be as successful as the rest of the posse.
Options: Multimedia package including Command system with navigation, rearview camera, 7.0-inch high-resolution LCD screen with 3-D map views, enhanced voice control system, 10GB music register, DVD player, Gracenote album information including cover art, SD card slot, Sirius XM traffic and weather, navigation map updates included for three years ($2,480); Premium package including Sirius XM Radio with six-month service, media interface, heated front seats, harman/kardon Logic7 surround sound system, garage door opener, compass, drivers side and interior auto-dimming mirrors, dual-zone automatic climate control ($2,300); AMG performance seats ($2,250); ash leather ($1,500); panorama sunroof ($1,480); Parktronic with park assist ($970); carbon fiber trim ($950); AMG 10-spoke alloy wheel-silver ($850); universe blue ($720); blind spot assist ($550); AMG performance steering wheel ($500); AMG performance exhaust ($450); red brake calipers ($300)
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