With the launch of both the CLA 250 Sport 4Matic and GLA 250 4Matic, Mercedes has plugged the gap in both cars’ line-ups with what will no doubt go on to be the volume-selling models. Damien O’Carroll reports.
Previously the platform-sharing small SUV (GLA) and sleek four-door “coupe” (CLA) ranges had started with, respectively, a small diesel (GLA 200CDI) and a small petrol (CLA 200) front-wheel drive models, and topped out with fire-breathing AMG versions, both packing the volcanic 265kW/450Nm 2-litre turbo petrol engine driving all four wheels through Mercedes’ 4Matic AWD system.
Similarly, prices went from mid-60s for the entry models then leapt to the 100K mark for the AMGs, so there was always room for the one in the middle that was always most likely to be the top seller.
Initially Mercedes-Benz NZ had planned for that to be a 2WD version of the CLA 250 Sport, but as it turned out the AWD model was going to be available sooner, so they went with that.
That sees the CLA 250 slide up alongside the GLA 250, with both packing the same 1,991cc 155kW/350Nm four-cylinder petrol turbo engine and the 4Matic AWD system. Both also feature Mercedes’ excellent seven-speed dual clutch transmission.
The GLA 200 CDI was a highly-specced car to begin with, and the GLA 250 carries on that theme with all of the lesser car’s spec, but also adding 19-inch alloy wheels, heated and electrically adjustable front seats, adaptive bi-xenon headlights, LED taillights, a panoramic sunroof, an off road package and, of course, the AWD system.
Similarly, the CLA 250 Sport packs all of the CLA 200’s prodigious standard equipment, but adds an even larger haul of new kit, such as aluminium interior trim, heated and electrically adjustable font seats, red stitching on the seats, steering wheel and arm rests, sports seats, stainless steel sports pedals, a flat-bottomed Nappa leather steering wheel, 18-inch AMG alloy wheels, an AMG body kit, red brake calipers, rear privacy glass, adaptive bi-xenon headlights, LED taillights, AMG sports suspension, a panoramic sunroof, sportier throttle and transmission settings and a modified ESP configuration.
As mentioned earlier, both sit in the middle of their respective ranges, with the GLA 250 4Matic coming in at $76,900 and the CLA 250 Sport 4Matic costing $79,900.
With 155kW of power and 350Nm of torque on tap, neither car is exactly slow off the mark, but the CLA obviously has the edge thanks to its crisper throttle response and weight advantage.
Once up and running both offer remarkably comfortable and compliant rides, despite their sporty leanings. The GLA rides considerably higher than the CLA and has the more compliant ride, but the CLA is the big surprise by being not that far off the GLA’s ride quality despite its lowered sports suspension.
With both being based on the A Class platform - and boasting a largely similar AWD system - it is no surprise that they do feel similar on the road, but there are differences, however subtle they may be.
The CLA is firmer and dives into corners with the same remarkable aggression as the CLA 45 AMG, albeit without all the roaring and spitting that the little AMG does. The GLA is more relaxed through the corners, but no less eager to turn into them in the first place.
The 155kW/350Nm 2-litre engine is wonderfully flexible and eager, providing both cars with the performance that their sweet chassis deserves.
The biggest difference between the two (other than their obviously different body styles, that is) is that the GLA can actually go some way off the black stuff. Not deep mud bush-bashing of course, but a slippery mud track up a steep hill is quite do-able for the GLA and even wet grass (occasionally the downfall of even the most capable 4WD beasts) proved to be little problem to it, despite the decidedly road-biased tyres.
Perhaps the most impressive off-road aspect of the GLA is its ability to manually be held in a low gear for hill descents – it has a hill descent control system, which is excellent, but the surprising ability to hold the transmission in first or second for a higher speed, but still-controlled descent is welcome.
