I have been driving the GLA250 for about a half year. Absolutely no problems. It was parked outside in last year's Boston extreme winter and drove in the snow and ice like a champion. The car is a delight to drive. Fast with average 26 mpg (90% city, 30-31 mpg on highway at brisk speeds). I find the GLA a beautiful design and I received many compliment for it (often from Europeans who value the practical hatchbacks more than US drivers). What I don't enjoy is the wind noise on the highway, the very little leg room in the back and the low roof line at the front (I am 6'2")....but all those are compensated well by overall joy driving this car. I tested the BMW X1 and Audi Q3. Nothing changed after a year and a half. The car goes to a Mercedes dealer's service once a year. In between only gas and windshield washer tanks need fill up. Not even the tires needed air since I bought the car. (Here I had a line that claimed that the transmission settings were updated but I was wrong. It was wishful thinking. Sadly.) I had no technical problems in the first two years. UPDATE: Two and a half years of driving the GLA250 the car had no problem whatsoever. The single thing I am very unhappy about is the transmission's ECO mode. That is rather bad for a Mercedes. In the city (especially at slow cornering) the downshifting is delayed and abrupt. It shifts from 3 to 2 with a sudden jerk and unpleasant jump in gear2. The other shortcoming is - what many complained about - is the tendency of shifting into gear 7 also in ECO at ~ 35 mph which is annoying. The 2016 model has multiple gear options (e.g. comfort) but Mercedes won't bother to make the 2015 models any better by updating the software. This is such a disappointment in this otherwise great car that I am considering trading it in soon for a different brand. YEAR THREE UPDATE: See that for my initial impressions of the GLA250 above. Now the car turned three years old. Still running beautifully. The engine is superb. The transmission as annoying as ever and it was pointed out by a large number of reviewers. MB still does not bother upgrading the shifting properties. That is poor customer support especially because so many of us requested it. I took the car for the third annual service and they told me I need new tires. The car ran only 17500 miles and the Bridgestone Duellers are worn out on the front wheels (not sure whther they rotated them or not). They wanted to sell me that same junk tires again. What more, the Bridgestones come with NO WARRANTY (except defects). No minimum mileage, nothing. This is MB OEM quality and a $40k car. Last time I encountered this kind of tire "warranty" was my parents Russian Lada in the 1970s. If Mercedes thinks that this is their entry level car and people will buy higher class Benzes they ought to make a better impression.
I just got the car after procrastinating for a couple weeks. I had been looking at the X1, V60 and the GLA. the X1 felt cheap and the V60 wasn't equipped the way I wanted. I searched other CUV class vehicles and came up with the GLA. Took a drive and was hooked. I let it sit for three weeks the. Felt terrified someone else would buy it Overall, it's great. Good power fun equipment and great gas mileage I'll report more later but ow I'm in love.
Since taking delivery of my GLA in November 2014 I have grown to love this car. Although it my wife's car I can't get over how fun it is to drive. The smooth quite power is amazing the first time I really appreciate this car I was cruising on the FWY at 70 in 7th gear, I needed to accelerate quickly, pressed the gas pedal and the car just took off and never changed a gear. It's big enough for my golf clubs and luggage for 2 and that's all that matters to us. we did buy the GLA for cargo space just wanted a fun economical car for weekend getaways!
My wife and I looked at a lot of suv's and cars before buying our gla. It wasn't the cheapest or the most spacious but what it's defidtly not, is the same boring car or gas guzzling monster suv you see everywhere . It's a head turner and it shares the same heritage as the most exspensive Mercedes. If you listen to all the rhetoric from every critic on the net you'll never feel secure buying anything. You won't be disappointed if you buy one.
I got the sea blue and boy does it turn heads. Its my first automatic in years, which is a bit of a bummer because off the starting line it can be less than exciting. The Sport mode changes everything quickly- i love it. Gas mileage on highways is superb, gas mileage through the town is just ok. I really like the car a lot, and I adore it's looks. I wish the nav didn't misunderstand every single thing I say- it makes it easy less convenient than just talking to Siri on my iPhone through bluetooth. I wouldn't pay for that next time. Back seat isn't perfect, but you don't buy a car this size hoping for a giant backseat. I really find myself paddle shifting more than I expected, and I really like the sunroof and stereo quality. The climate is almost too cold. Great color. My first Benz and I significantly like it more than my husbands new c250 coupe.
Multimedia Package ($2,480 -- includes 7-inch display, navigation system, rearview camera, voice control, 10GB music storage, DVD player, SD card slot, traffic and weather information); Premium Package ($2,300 -- includes heated front seats, driver side and interior auto-dimming mirrors, dual-zone automatic climate control, a Harman Kardon surround-sound audio system, satellite radio, media interface); Sport Package ($2,200 -- includes 19-inch AMG wheels, perforated front disc brakes, AMG body styling); Interior Package ($1,700 -- includes leather upholstery, MBTex premium vinyl interior trim, sport seats); Panoramic Sunroof ($1,480); Bi-Xenon Headlamps ($850); Blind-Spot Assist ($550); Aluminum Interior Trim ($150)
Turbocharged, direct-injected, inline-4, gasoline with auto stop-start
DOHC, 4 valves per cylinder
Compression ration (x:1)
Horsepower (hp @ rpm)
208 @ 5,500
Torque (lb-ft @ rpm)
258 @ 1,250
Seven-speed auto-double-clutch manual and column shifter and steering-mounted paddles with sport/competition modes
Transmission and axle ratios (x:1)
There's a bit of turbo lag off the line when taking your foot straight from the brake to the gas pedal, but it isn't too bad. By 2,500 rpm it's making good power. The engine is pretty eager, revs decently hard, upshifts are reasonably quick. It makes quite a bit of intake noise and definitely isn't the most pleasing engine sound ever. The engine doesn't have any real personality to it, at least in terms of the way it sounds. The car squats down significantly at the rear when you mash the throttle pedal from a stop. One thing this car doesn't like is any kind of brake/throttle overlap (power-braking) to bring the revs up prior to launching down the drag strip. It won't let the revs rise at all when you do that. The all-wheel drive puts the power down well without any wheelspin front or rear, and our six acceleration runs were nearly dead even across the board, with 0-60 mph within a tenth of a second for all. Manual mode is engaged via a button, and then you use the steering wheel paddles. It blips the throttle on downshifts but does not hold gears to a rev limiter. It automatically upshifts at 6,200 rpm.
The GLA had impressively short stopping distances, but by the third stop there was significant brake odor, and by the fourth stop we experienced some pedal fade. The pedal wasn't fantastic-feeling from the beginning, with longish travel and a spongy pedal. We got even more pedal fade by the fifth stop, but the stopping distance didn't increase by much. The first and second stops were both 105 feet, the fifth stop was the longest at 109 feet and the sixth and final stop was 107 feet.
The GLA (with this equipment) is pretty athletic in the slalom. Its steering is clear and responsive without unnecessary weight or lag. It turns quickly, plants itself with confidence, and is also happy to transition back and forth with reasonable dexterity. Eventually, the electronic stability control (ESC) system senses the front tires losing grip and quickly dabs the appropriate brakes to correct the intended heading. It happens quickly, almost seamlessly and most drivers might never notice. There is a two-tier ESC setting, but there was no measurable difference in this test. On the steady-state skid pad test, however, we did measure a difference between the supposed "Off" and fully "On" settings. At the limit of body lean and tire grip, the GLA is well balanced enough that I could steer it with the throttle alone as the the front tires began to lose grip. Body lean is very well managed and there's certainly plenty of grip from the summer tires. Steering weight is appropriate and there's just enough information coming through the wheel to inform the driver about the front tires' grip levels. This certainly is a good performance for a compact crossover (like the Range Rover Evoque), but still doesn't offer the dynamism or driver engagement of the Porsche Macan S, which is the benchmark.