Mercedes-Benz GLA45

• Introduction: Incognito
• Month 2: High Road Realisation
• Month 3: They See Me Rollin'
• Month 4: Three Month Hiatus
• Month 5: Pack and Slide
• Month 6: Farewell - Imperfect Perfection

Introduction: Incognito

Is Mercedes-AMG's SUV a hot hatch in disguise? Let's find out

The Mercedes-AMG GLA45 S has both confounded and impressed me during its first month at MOTOR.

On paper, against the context of the potent A45 S hatch which just claimed third at PCOTY, the GLA45 S can seem underwhelming and hard to justify. It’s more expensive, has more divisive styling, is heavier, and is a member of the cursed three-letter-acronym segment – SUVs – bringing with it a whole luggage set of preconceptions about its performance credentials.

And yet, I find myself writing this while members of our video team use it for filming duties, anxious and eager for the key be clasped in my grubby fist once more.

Far from being happy to pass it off to others due to a perceived compromised personality, I want to hoard the GLA45 S like a dragon atop a pile of gold, spitting liquid flame upon anyone who dare take it from me.
That’s not just a honeymoon period sheen either. I’ve had plenty of time to get to know the GLA, using it for regular commuting and a full comparison test against its core rival, the Audi RS Q3.

To say it has been a comprehensive introduction would be a severe understatement.
So far the niggles have been minor, but incessant. Upon start up you are greeted with a seat belt warning for the rear pews, despite the seats remaining unoccupied.

It’s as if the AMG has decided I’ve adopted a set of ghost triplets. From previous experience with Mercedes’ current generation of infotainment, the GLA’s inbuilt MBUX system was turned off before I had even left the depot at initial pick-up – if I hear another automated voice ask “how can I help you?” before I shuffle off this mortal coil it’ll be too soon.

Fuel consumption hasn’t been fantastic. The official combined claim is 9.6L/100km, which I have been unable to come close to matching. This is probably more than slightly influenced by the full-throttle antics the GLA45 S brings out of me at every traffic light. With some longer highway driving slated next month, it’ll be interesting to see if the four-pot’s thirst is abated somewhat.

"Of all the long term test cars I have had come through ... I can’t recall another I’ve gelled with as quickly"

The most noticeable change in day-to-day use for the GLA compared to it’s A-Class equivalent is linked to your right foot. Throttle response has been softened in its initial response. This translates on the road like there is an element of turbo lag that has been introduced. However, power hasn’t been adjusted from the responsive A45 S, and switching upwards through the GLA’s drive modes progressively sharpens up response times.

To make the small SUV more palatable to, well, SUV buyers it appears the bottom end of the throttle map has been given a lobotomy.

Despite the haircut down low, the GLA45 S isn’t drastically slower than its more focused A45 S sibling in either a straight line or around a race track. Our independent performance testing shows the GLA is just five tenths slower to 100km/h than the A45 S, and doesn’t fall more than a second behind until you are travelling in excess of 160km/h.

Scott Newman drove the pair around the Haunted Hills hillclimb circuit, and while the A45 S was quicker, the GLA remained within nine tenths over a 62-second lap. This impressive performance indicates that the ‘lag’ on step-off is an artificial characteristic introduced by engineers, and not something baked into the system. You can watch the full video of the AMG 45 siblings tackling Haunted Hills on the MOTOR YouTube channel.

Sure, slower is slower, but a 4.4-second 0-100km/h sprint is still seriously quick, and the GLA isn’t entirely without merits. I’ve already begun to appreciate the improved entry and egress ergonomics, more refined suspension tune, and raised ride height of the SUV bodystyle compared to its hatch sibling.

A trip to Phillip Island circuit to watch some race cars extolled these benefits best, with the GLA clambering over gutters, climbing grassy hills, and traversing gravel troughs around the circuit without worrying the front bumper. It’s not hardcore off-roading, but I wouldn’t ever countenance doing the same thing in an A45 S. Combine that with the prodigious performance, and I hope you can begin to see why I dislike sharing the GLA.

It’s early days yet, but of all the long term test cars I have had come through the garage, I can’t recall another I’ve gelled with as quickly. I hope my co-workers can forgive the hissing sounds I’ve been making every time they walk past my desk and look at the keys. - CK

Things we love:

1. Useable grunt
2. Sleeper styling
3. Exhaust theatrics

Things we rue:

1. Low-down lag
2. On the thirsty side
3. Phantom belt error

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Update One: High Road Realisation

Our pro snapper snatches the GLA 45 keys for a super sedan shoot

These days, perhaps somewhat cheekily, if a shoot I’m on is too much of a trek out of town, I’ll hold out my hat for the keys of something that’s kicking around the editorial carpark. With the alternative being a French hot hatch with all the long-range road trip manner of a three wheeled skateboard, I hope you’ll forgive me for trying one’s luck. A date with BMW’s new G80 M3 and Alfa Romeo’s updated Giulia Q (which you can read about in the June issue of MOTOR) near one of Victoria’s ski fields warranted one such cry for mercy.

Word returned that Kirby’s Mercedes-AMG GLA 45 S long termer was free. Having briefly helmed this car months prior and formed somewhat cynical opinions on just who exactly a circa-$110K pint-sized SUV with supercar aspirations was conceived for, I was keen for more seat time.

Just the week before, I was chaperoning the GLA’s lower riding and arguably less contradicted sibling, the Mercedes-AMG A45 S, for MOTOR’s tyre test. Personally, I believe the current A45 to be perhaps the most thought-out Affalterbach product in the current catalogue. Or at least I did, until I my dear mother struggled to get in its low-slung cabin while taking the family out for dinner one night. This transgression swiftly took the shine off the hyper hatch’s presence in front of our house. Perhaps a high-riding alternative makes sense after all. Time to get behind the wheel to see if my hypothesis holds true.

Rolling out of the office gate and its immediately apparent that the GLA 45’s ‘everyday’ Comfort mode has less edge than the A45’s comparable demeanour. The ride is still on the firm side, but there’s more forgiveness at slow speeds which is a big tick for everyday liveability. Similarly, so is the gearbox. While Comfort errs too much on the docile side in certain situations, overall the GLA 45 S is the smoother pebble in the stream of stop/start traffic.

My stint in the GLA started with a night run up the Hume after I’d completed a day’s shoot in the studio, so I was looking forward to finally sitting down and making the most of my time with the tech-heavy cabin. Right off the bat however, I found that no matter the seating position, the outer backlit air vents on the dash reflect off the side windows and directly into my line of sight for the wing mirrors. Much like a HUD, this doesn't prove too distracting when driving with plenty of light around, but routinely checking mirrors in dark scenarios only served to confirm that the backlit air vents were indeed still there. Thank heavens.

The first opportunity to gauge any dynamic difference comes quite early on, courtesy of a highway on-ramp filter traffic light. With the steering wheel architecture still fresh in my mind, dialling the GLA into ‘unsociable slingshot’ mode takes but a crank of a dial and a prod of a button for full agro and manual control of the gears. Poised and ready, the initial jump at the green for the ‘Form 1 Lane’ sign has all the bravado of a soggy firework, with the GLA 45 taking at least two seconds to deliver any meaningful torque to the wheels. This feels like an eternity when your car has talked itself up by displaying a chequered flag between the dials and raising its idle at a standstill.

Credit where it’s due however, once the car has eased its way off the line, the acceleration is ballistic. Firing through the first few gears takes seemingly less time than it takes to get the thing on song in the first place, and the car comes into its stride in a way that punches far above what its looks suggest (particularly this white non-aero kit example). The ultimate sleeper on sale today? Perhaps.

The GLA’s higher riding package doesn’t really hinder progress in the bends either, with prodigious front-end grip on offer from turn in to power out. It shares a tendency of all the current 45-badged AMGs to have a suggestion of rear-end rotation giving an almost all-wheel-steer feeling, as if the car’s pivot point is somewhere in front of the rear axle. Having the ride in Comfort is all I find necessary on the alpine roads we’re on for the shoot, with impressive body control in the softest setting. Firmer modes up towards Sport and Sport+ are still palatable but only offer marginal dynamic improvements while on public roads.

Using the GLA 45 S as a camera car in the company of the new BMW M3 and Alfa Romeo Giulia Q is an interesting one. If the weather was a tad damper it would probably be the quickest point to point missile out of the three, and yet it presents itself with real world ride height, non-gimmicky (if a bit bland) styling and small SUV packaging designed for everyday duties.

However, I’m less reluctant to return the keys than I was with the A45 S the week before. The A45 S comes across as a more focused tool; and the slight resultant compromises are something I’m able to live with – not entirely surprising for someone who’s daily driver is a Renault Clio 182 on coilovers. The GLA is a jack of more trades but ultimately, it’s hard to shake the feeling that while I love what it stands for, it offers way more performance than anyone looking for a GLA is after. That being said, if you’re in the market for the broadest of talents, look no further. - AB

Update Two: They See Me Rollin'

It's time to find out if they GLA 45 S is more than a city runabout

“This isn’t the test I was meant to be doing”, I think to myself as I look through the GLA’s windshield. Winding ahead of me is a dirt road, lined with gumtrees and pockmarked with nasty potholes.

I’d promised Enright a straight-forward assessment of ‘my’ long-termer’s ability on the highway, and yet here I was, well and truly off the beaten path. But, that’s what happens when you have the smallest AMG SUV at your disposal. You end up doing things a little differently, and are all the better for it.

Most of the driving this month was done while I took some well-earned leave, which included my partner and I visiting friends and family. That meant the day before I encountered ‘The Dirt’ I’d put in several hours with the cruise control set in a truly mundane highway schlep. This created an appetite for a bit of excitement and so I went hunting for an appropriately coiled and challenging road in a late-night scour of Google Maps. Note to self: choosing routes sight unseen doesn’t always turn out as planned.

All too quickly the winding bitumen stopped and I was left with the aforementioned, well, track. In a hatch, I would have turned around seething with disappointment in the name of sump preservation. But not in the GLA. Its raised ride height meant I could witness a stunning view at the mountain’s summit.

Tamer driving saw fuel use dip under Mercedes’ claimed combined consumption of 9.6L/100km.

Excuse me while I get all practical for a moment. The GLA’s boot measures 435 litres of volume. It’s not particularly deep, but is wide, and will hold two full-size suitcases plus a couple of day bags with ease. Despite being Mercedes’ smallest SUV, there’s also plenty of room for adults in the rear. I spent several days driving four-up, with the shortest occupant measuring six-foot tall, but there was nary a complaint from the rear pews when it came to legroom.

There were comments on seat comfort, however. With a lack of lateral support on the lower cushion, driving enthusiasts are left short changed, while the firm bolstering all round has full-time passengers similarly irked. In an attempt to please everyone, Merc has missed the mark here.

Where the Germans have excelled is the active cruise control system, which is one of the finest on the market. Paired with the active lane keeping it makes long hours in the saddle a relative breeze. Credit also needs to be given to the sizeable and customisable head-up display.

At a true 110km/h, the GLA has eighth gear selected, and is humming along at a neat 1500rpm. On fresh tarmac it’s all rather pleasant, with impressive suppression of wind noise.

However, once you head beyond the sparkling tollways things begin to take a dive. Tyre roar is a constant on coarse-chip bitumen, which is disappointing for a vehicle with this price tag. The Continental SportContact 6 rubber fitted as standard isn’t aggressive enough to forgive this transgression.

With daylight hours shortening I’ve also had an opportunity to spend more driving at night. It’s a dramatic experience, with the interior lit like a nightclub entrance in the colour of your choosing – I went for a particularly acidic green – while the matrix LED headlights do an impressive job of illuminating the way forward.

However, if you leave the headlights in their auto setting, you are also signing up for the automatic high beam function. This wouldn’t be so bad if it didn’t flick between high and low settings at whim, with no rhyme or reason, even on empty country roads with no oncoming traffic or visible road signs. Best to take charge manually.

Even on these mundane trips the GLA still gives you subtle winks and nudges toward what it is capable of. Slowly ply the throttle to build speed for an overtake and there is a clear whistle as the turbo winds up. Lean further and all hell breaks loose. Far from being harsh, the ride is never a gentle waft, with a distinct AMG muscular poise to the way it absorbs bumps on the highway.

The GLA isn’t going to be at the top of my preferences for future road trips if all I’m doing is schlepping from A to B. However, when you reach your destination you aren’t left without options. Want to head to the lookout via the dirt? A-OK. Keen to try out some new driving roads? Hell yeah! Need to transport friends and family? No stress. It may not be a Master of All, but it’s pretty damn good. - CK

Things we love:

1. Versatility
2. Boost whistle
3. Active cruise

Things we rue:

1. Coarse-chip noise
2. Auto high beam
3. Middling seats

Update Four: The Three Month Hiatus

Kirby’s love affair with the baby AMG is put on an unexpected pause

The Mercedes-AMG GLA 45 S has a way of making the mundane exciting. It’s calm and palatable when desired, but with a simple touch of a button it transforms into a sleeper that can get the better of the likes of a tuned VW Golf R, HSV GTSR Maloo, and Porsche Cayman.

On a recent commute all was going splendidly. I was humming along with the active cruise set, tunes on blast, flicking between suspension settings to get a better understanding of the ride compliance (I can confirm the firmest setting is redundant away from the smoothest of bitumen).

Then it happened.

A warning flashed up on the dash, informing me that the right rear tyre had just experienced a sudden and significant loss in tyre pressure. Cue much swearing. Full credit needs to be given to Mercedes’ tyre pressure warning system, which alerted me to the drop in pressure instantly. Without it, I likely wouldn’t have noticed the deflating rubber as quickly, and been able to adjust my driving accordingly. The instant alert allowed me to do some rapid mental calculations on where the nearest off-ramp was, with the slow countdown of remaining PSI allowing me to adjust the plan on the fly.

Thankfully for me, I was able to limp the GLA to our work car park, stored safely until a truck arrived to take it to a tyre shop.
This was important, because otherwise I’d be stranded on the side of the road getting frustratingly intimate with the process of using a puncture repair kit. Frustrating, as the item that screwed me over was a bolt of not insignificant size that managed to obliterate the side of a tread block. This was one tyre that couldn’t be resurrected.

I understand that not every vehicle has space for a full-size spare tyre in the boot. However, it remains a failing of the packaging department that a space-saver isn’t hidden underneath the GLA’s boot floor. I suspect I wouldn’t be alone in being willing to sacrifice some boot space to have the peace of mind a spare tyre would provide.

As for the rubber itself, the GLA 45 S wears Continental SportContact 6 tyres in 255/40/R20 sizes on all four corners. While there are times when I yearn for something more aggressive to really highlight the GLA 45 S’s incredibly potent performance credentials, the Continental hoops do an impressive job taking care of the everyday duties. There is a reason it won our tyre test in 2018, offering impressive performance in both wet and dry conditions, allowing AMG’s 4Matic+ all-wheel drive system to excel.

If you find yourself in a similar situation to me, expect to pay roughly $500 a corner for new boots, depending on the tyre shop. That is, if you can find a tyre to begin with; the new rubber fitted to ‘my’ GLA had to be shipped down from Queensland.

Once fresh rubber was fitted and I had the keys back it became readily apparent that my honeymoon period with the GLA was over. I’ve started to notice that the brakes produce a god awful wail during very light applications at low speed. Heavier inputs are fine, but when being gentle in heavy traffic you’ll be subjecting everyone around you to a deeply unpleasant sound.

Before an errant bolt ruined my commute I had some grand plans for the GLA this month – including a solo drive through some of the Victorian alpine region’s finest stretches of tarmac before winter road closures set in. Can some quality one-on-one time rekindle the passion? That’ll have to wait until next time, dear readers. - CK

Things we love:

1. Warning system
2. Pumpin' stereo
3. Everyday useability

Things we rue:

1. No spare
2. Rubber availability
3. Squealing brakes

Update Five: Pack and Slide

Kirby delves into the duality of the Mercedes-AMG's character

The moment of oversteer while exiting a typically damp Melbourne intersection caught me by surprise. I was at the wheel of the Ford Mustang Mach 1, which had just stepped the rear out while performing a routine departure and all I could think of was ‘my’ Mercedes-AMG GLA 45 S.

You see, I had no intention of doing any sideways shenanigans when I had hopped into the ’Stang that morning. Rather than be entertained or thrilled, I was actually quite embarrassed at how such a gentle throttle application had resulted in the anti-social display.

Despite the ’Stang being in its ‘Normal’ drive mode and every safety system fully equipped, it still stepped out in a way that could all too easily catch inattentive drivers off guard. A quick reaction applying opposite lock meant the moment was mercifully brief, but it spoke to how the GLA had been subtly modifying my behaviour.

Now four months and more than 5000km into our relationship, I’ve developed a deep affinity and understanding of the small SUV’s intricacies. It’s part of the reason the slide in the ‘Stang was so surprising – in similar conditions with the equivalent settings, the GLA 45 S is entirely unflappable.

That’s not to say it won’t permit any sort of traction-loss, quite the opposite (more on that later). But there is a friendliness built into the GLA that means, despite its 310kW outputs, it is calm and comfortable regardless of the weather conditions. Ultimate daily driver? It’s a strong contender for me.

I’ve previously criticised the Continental tyres for being too loud without providing a significant enough performance reward yet, as the worst of a Victorian winter sets in, I’ve been impressed by their tractive abilities in trying conditions.

Unfortunately another snap lockdown scuppered plans for a proper weekend blast on my favourite driving roads, but it has given me time to refine and perfect the ‘Individual’ driving mode pre-set. After plenty of fiddling and modifying, I’ve landed on my preferred settings which are thus: steering and suspension in Comfort, sports exhaust activated, engine in Race, and ESC set to Master. Motoring journalists, eh. We are an awfully predictable bunch.

I can activate this with the simple press of a button on the steering wheel, which I do for 98 per cent of my journeys sans passengers. The comfort tune for the dampers is all you need in the GLA away from a race track, and there’s plenty of weight and feel baked into the steering system for daily driving in its Normal setting. My justification for the sports exhaust? Well, I’m a big bogan at heart and the pops and bangs are always entertaining.

The Race mode may initially seem like overkill, but it is actually perfectly useable every day.

Communication with the driver is a strong suit for the GLA 45 S, and while its normal ESC setting stamps out any antics early (unlike the Mustang mentioned earlier), the Mercedes gives you the confidence to lower the safety net even in damp low-traction settings. The ‘Master’ ESC setting is brilliant for confident drivers. Far from being a safety nanny, the computers place their trust in you to be able to handle any oversteer moments, only intervening if you make a proper mess of things. Getting it wrong takes almost wilful intent, with the GLA’s 4Matic+ system shuffling power predictably; meaning slides are both initiated and corrected smoothly.

Now, excuse me dear reader, while I step away from dynamics and power and discuss the day-to-day practical reality of the GLA. People are likely to opt for the AMG SUV over it’s hatchback A-Class sibling because not only do they want to transport people regularly – but things. By moving to the higher-riding 45 you gain 65 litres of boot space (with a total of 435).

For my practical test I took the GLA to pick up a full sim-rig (including seat, wheel and pedals) which was purchased as an indulgent birthday present to myself. The day prior I had attempted to fit a 49-inch ultra-wide monitor across the rear seats, but it was a few centimetres too long.

No stress I thought, I’ll just lay the seats flat and feed the box in via the boot. The rear pew is convenient enough to flick down, simply pulling a lever near the headrests to unlatch. But, the seat doesn’t go fully flat, instead sitting with a slight incline. It’s not a massive issue, but annoying when transporting longer (precious) items.

To the GLA’s credit, the rear seats can slide forward and back by 14 centimetres for improved legroom.

My time with the GLA 45 S is drawing to a close, and while my affection for this sleeper SUV is growing, so is the dread at its eventual return. Best I organise something special for the farewell. - CK

Things we love:

1. All weather use
2. ESC calibration
3. Individual mode

Things we rue:

1. Not-so-flat seats
2. Another lockdown
3. Nearing the end

Update Six: Farewell - Imperfect Perfection

The GLA’s flaws come under the spotlight before it exits stage left

I have realised I’m in a minority. Not for the regular reasons of gender, religion or sexual orientation – I’m as generic as they come in all of the above. But I’m in the minority in liking the exterior styling of ‘my’ Mercedes-AMG GLA 45 S. When asking onlookers their opinion, reactions have ranged between apathy to antipathy. The most common criticism has been one of anonymity, that the GLA’s smoothed-off edges and subtle exterior treatment do nothing to advertise its talents as a performance car.

The GLA 45 leaves MOTOR’s long term garage this month, so I thought it only right to provide it with a worthy defence. The same anonymity that has been derided by others is the exact trait that I am most enamoured by. There’s an endearing confidence in a car as downright fast as the GLA 45 S that doesn’t feel the need to shout about it with large wings and flared bodywork. Wide arches and aggro aero are cool, but not every model requires it, certainly not a small SUV.

I recently took a friend for a blast in the GLA. With no pre-flight warning, I opted to show instead of tell when it came to the GLA’s capabilities. Having underestimated the little white SUV on looks alone, she was left shocked at its abilities.

Much of that is thanks to what’s hiding under the bonnet. It has been said before, but it’s worth repeating that the 2.0-litre turbo four-cylinder M139 engine under the bonnet of the GLA 45 S is one of the greatest combustion engines ever built. Its power and potency is as laugh-inducing today as it was when I first encountered it.

There’s no denying its place as the headline act in this vehicle. However, a star front man is only as good as his backing band, and the eight-speed dual-clutch transmission in the AMG is a peach.

But, to butcher the Peter Parker Principle, with great power, comes great consumption – as attested by the average fuel use after five months. With premium fuel prices at an all-time high, one recent stop at the servo set me back near-enough $100 for a full tank of fuel. Considering I’ve been refuelling on average every 400km, the maths on liquid running costs aren’t pretty. For potential buyers that might not be such an unpalatable issue, given they would have already clambered over the $108,100 entry-price hurdle.

Astute readers may have noticed that I’ve avoided discussing the GLA 45 S’s value proposition – until now. There is no denying the GLA 45 S is an expensive car. The premium that Mercedes demands compared to rivals can be hard to swallow initially.

However, this baby AMG is without peer in its class. In fact, you need to step toward larger mid-size SUVs to find any compelling rivals, and most would still struggle to come close in outright performance. Instead, they offer greater practicality for your dollar.

In the GLA’s favour it doesn’t require any additional box-ticking to be at its best, meaning any optional extras are purely an indulgence for prospective owners instead of a post-purchase fix for lacklustre product planning.

There’s plenty to like about the GLA’s cabin with its slick screens and ultra-cool lighting. But its here that I unearth persistent gripes. The firm seating and intrusive road noise tarnish the 45 S’s long-distance credentials, while the piano black plastic that surrounds the central vents doesn’t match the six-figure price tag Mercedes asks customers to put on the table.

Whatever issues I may have with the quality of materials, no complaints can be made regarding how it is bolted together. During the GLA’s tenure in the MOTOR garage we’ve drag raced it, taken it on several dirt roads, completed a gruelling comparison test, and traversed a total of 7562km – and still no squeaks or rattles have appeared. Which is impressive.

At the end of the day the GLA 45 S is a performance car, so before handing the keys back I went for one last drive. I wanted to reaffirm that my initial experience wasn’t off kilter. What I discovered is that even after months of regular use, the GLA is as shockingly quick as when I first slid behind the microfibre-wrapped steering wheel.

Prodigious grip paired with almighty power is a fearsome combo, but the AMG inspires confidence at every bend. Get comfortable and it’ll become a malleable tool, working alongside you to extract as much fun as possible. And it’s at that point, when you are having such a ridiculous time that you feel like the smile is going to be permanently etched onto your face, that the flaws of the GLA wilt from memory.

Would I recommend the GLA 45 S to anyone considering it? Absolutely. Without any hesitation. It’ll scramble your brain and push your heartbeat to redline on a twisting mountain road, and then punch its ticket on a daily commute day-in, day-out. The consummate everyday performance car is ready and waiting for those lucky enough to be able to afford it.
You can look down your nose at the Mercedes-AMG GLA 45 S for being an SUV all you like but doing so is a disservice to yourself. AMG has built an all-time sleeper, and it deserves our respect. - CK

Things we love:

1. That engine
2. That gearbox
3. Sleeper status

Things we rue:

1. Fuel costs
2. Premium price
3. End of the road