Mercedes-Benz A-Class 2013 Review

For that money Benz’s new baby delivers a generous level of standard equipment, the five-door hatch including features such as idle stop-start, 17-inch alloy wheels, a seven-speed automatic transmission and nine airbags, to name but a few.

The four-strong A-Class range offers a choice of turbocharged petrol and diesel engines, as well as more athletic A 250 Sport variant which will give enthusiast buyers a taste of AMG engineering ahead of the debut of the hard-charging A 45 AMG in September this year.

Capped price servicing also extends the value proposition of Merc’s new entry model, which is certain to be at least one factor that will draw aspirational owners to the three-pointed star brand for the first time.

Mercedes-Benz says its pricing strategy is purposefully aggressive, and makes no bones about offering the A-Class at a price point meant to draw buyers from not only its direct competitors, but from higher end Volkswagens, Volvos and other semi-prestige European and Japanese marques.

Our calculations suggest local pricing is a sharp as markets much closer to Benz's home base – including the UK.

On the first rung, the A 180 BlueEFFICIENCY offers a 1.6-litre turbocharged four-cylinder petrol engine married as standard to a seven-speed automatic dual-clutch transmission (this transmission is offered as standard across all four models listed and drives the front wheels).

Priced at $35,600 (excluding on-road costs), the A 180 BlueEFFICIENCY features cruise control, remote central locking, power windows and mirrors, halogen headlamps, urethane steering wheel, front and rear acoustic parking sensors, an electric park brake, steering wheel-mounted shift paddles, audio and infotainment controls, 17-inch alloy wheels, sport seats in ARTICO and fabric trim, active parking assist with PARKTRONIC self-parking system, a reversing camera and six-CD AUDIO 20 infotainment package with Bluetooth and media interfaces (3.5mm auxiliary input and USB).

It is topped by the A 200 BlueEFFICIENCY which offers a higher output version of the same 1.6-litre petrol engine. It adds a twin-spar grille, higher grade upholstery and interior trim, a leather-wrapped steering wheel, electronic folding mirrors, 18-inch alloy wheels and a dual-outlet exhaust to the equipment listed for the A 180 BlueEFFICIENCY and is priced from $40,900 (excluding on-road costs).

For the same money, and sharing an identical level of specification, the A 200 CDI BlueEFFICIENCY is the solitary diesel offering in the current A-Class line-up. The 1.8-litre turbocharged four-cylinder diesel is the most fuel efficient model variant of the current range with a combined cycle figure of 4.6L/100km (more fuel economy details are presented in MECHANICAL, below).

Finally, the current range-topper is the A 250 Sport. It is motivated by a larger 2.0-litre turbocharged four-cylinder petrol engine and is distinguished by a diamond-design grille, familiar to the initial 2011 New York motor show concept.

Priced at $49,900 (plus on-road costs) the A 250 Sport adds LED running lamps, red-painted brake calipers, ‘SPORT’ badging, bespoke throttle mapping, red seatbelts, red-flanged ventilation outlets, AMG lowered suspension, 18-inch AMG five-spoke alloy wheels, AMG body styling with red highlights, fixed bi-Xenon headlights and a panoramic glass sunroof to those items listed for the A 200 BlueEFFICIENCY variants.

Option packages are sensibly grouped to rationalise the most popularly selected additional features into eight well-priced bundles. Option packages range from $490-2990. A comprehensive list of A-Class option packages is available at Mercedes own configurator.

The iPhone integration option ‘Drive Kit Plus for iPhone’ is not offered on the new A-Class locally. Mercedes-Benz Australia says they’re looking to integrate the feature down the track.

It’s for these reasons, as well as keeping an attractive entry price, that Mercedes-Benz has offered a range of three petrol and one diesel engines with its local A-Class range.

At the entry end, the A 180 BlueEFFICIENCY arrives with a 1595cc turbocharged and direct-injected four-cylinder petrol. The unit develops 90kW and 200Nm while returning a combined cycle fuel consumption figure of 5.8L/100km. CO2 emissions are listed at 135g/km. Zero to 100km/h is achieved in 9.1sec en route to a top speed of 202km/h.

The mid-spec petrol offering, found in the A 200 BlueEFFICIENCY, is a higher output version of the same 1595cc unit just mentioned. Its output is listed at 115kW and 250Nm whilst consuming 6.1L/100km and emitting 141g/km of CO2. The A 200 BlueEFFICIENCY can accelerate to 100km/h in 8.3sec and boasts a top speed of 224km/h.

The lone oiler in the local A-Class line-up is a 1796cc variable-geometry turbocharged and direct injected four-cylinder. In the A 200 CDI BlueEFFICIENCY it develops 100kW and 300Nm whilst consuming just 4.6L/100km -- the most frugal of the four models offered. CO2 emissions are listed at 121g/km. Its nought to 100km/h time is listed at 9.2sec while top speed is claimed to be 210km/h.

Finally, top-spec A 250 Sport receives a larger capacity 1991cc turbocharged and direct injected four-cylinder petrol developing 155kW and 350Nm. It’s hot hatch territory for Benz’s baby though fuel economy and CO2 emissions are still very respectable at 6.6L/100km and 152g/km respectively. The A 250 Sport nips to 100km/h in just 6.6sec and offers a top whack of 240km/h.

All four engines drive the front wheels via Mercedes-Benz’s 7G-DCT seven-speed dual-clutch (automatic) transmission and are equipped with ECO start/stop (idle stop-start). The column-shift transmission is selectable through three modes: Economy, Sport and Manual, the latter controllable via steering wheel-mounted paddles.

The A-Class rides on a strut (front) and four-link (rear) suspension arrangement comprised mostly of aluminium. The set-up is offered in three guises, depending on variant, and is enhanced electronically by Extended Traction Control (XTC), itself an extension of the A-Class' stability control program.

Steering is electro-mechanically assisted and offered optionally with a variable ratio system available in conjunction with the AMG Sport Package. The turning circle is a respectable 11.0m. Braking comes complements of four-wheel discs with brake-hold function. The park brake is also electronic.

In all specifications the A-Class is fitted with a 50-litre fuel tank. Petrol models require 95 RON PULP (or higher).

Mercedes-Benz says it has no further plans for electrification, hybrid or otherwise, of its third-generation A-Class. The previous model’s platform will, however, undergo further development for hybridisation, plug-in and full EV applications.

An even higher output A-Class is expected in September this year when Mercedes-Benz Australia takes its first deliveries of the cracking A 45 AMG. The fire breathing performance flagship of the A-Class range utilises the same 1991cc unit as the A 250 Sport, albeit with an output augmented to achieve 260kW and 450Nm. It is expected to retail for circa $80,000.

The five-seat, five-door hatch rides on a 2699mm wheelbase and measures 4292mm in length, 1780mm in width and 1433mm in height. Front track is 1553mm and the rear track 1552mm, or 1542mm and 1541mm on A 250 Sport variants. Compared to the out-going version, the new A-Class’ centre of gravity is some 40mm lower, the seat height an impressive 178mm lower.

The A-Class tips the scale from 1370kg and offers a maximum cargo capacity of 341 litres. All models feature a 60:40 split-fold rear seat. See our international A-Class drive for more details on comparative packaging.

Inside, the A-Class takes on a familiar decor with SLS-inspired ventilation outlets, a dual-dial instrument panel, brand-typical head unit, HVAC controls and combination wiper/indicator stalk. The console is cleared for drink holders and infotainment controller thanks to the application of a column-shift gear lever on the outboard side of the steering columns. The cruise control stalk hangs to the column’s lower inboard side, obscured from view by the steering wheel.

Assorted oddment storage is offered throughout, including nifty door pockets, a small centre console bin, glovebox and tunnel-mounted net on the passenger side. Additional nets are also placed on the rear of the front seats and under the parcel shelf to secure smaller items.

The A-Class scored particularly highly in adult occupant protection (93 per cent) with safety assistance (86 per cent) and child occupant protection (81 per cent) categories also achieving high grades. Pedestrian protection, a strict new category to the EuroNCAP test, rated respectably at 67 per cent.

Mindful of the new criteria that were to be met in EuroNCAP testing, Mercedes-Benz has fitted its A-Class with the full complement of electronic driver aids, a collision prevention warning system, pop-up bonnet, driver drowsiness detector, a reversing camera across the entire range, and PRESAFE suite of occupant protection technologies.

All seating positions are fitted with anti-whiplash head restraints and three-point inertia reel seatbelts (the front with pyrotechnic pretensioners and belt-force limiters). The rear pews are offered with both top-tether and ISOFIX child restraint attach points.

COMPETITORS

Directly, the A-Class goes up against the Audi A3 (from $40,500) and BMW 1 Series (from $36,990). But it will also attract higher-spec Volkswagen Golf and Volvo V40 buyers. The same could also be said for upper-end Ford Focus and Renault Megane models, or just about any other primo hatch you care to name. And we guess that’s just the point – the Mercedes-Benz badge is finally attainable.

Mercedes-Benz says the A-Class’ assertive pricing strategy will see it find a home for “every car it can get”. Factory supply seems to be the only concern the luxury importer has in limiting the number of models it will sell in Australia, and expects to move every one of the 200 units it currently has allotted per calendar month.

ON THE ROAD
>> A is for athletic
Athletic probably isn’t a characteristic you’d expect from an entry-spec model, but the A 180 BlueEFFICIENCY is just that. For those wanting something a little more sedate, fear not. The car can respond to suit, and alters its personality accordingly between ‘E’ (Economy), ‘S’ (Sport) and ‘M’ (Manual) modes.

There’s a whisker of turbo lag from the get-go and when rolling back onto the throttle at lower speeds. It’s exacerbated by the longer throttle travel that accompanies ‘E’ mode, but doesn’t really impact the entry-model’s fluidity to any great extent – and in ‘S’ and ‘M’ modes, it all but disappears.

At regular speeds the A 180 BlueEFFICIENCY responds quite briskly to throttle input, as does the dual-clutch transmission. It’s not as sharp as, say Volkswagen’s DSG, but it does seem to understand the amount of pace you’re wanting to deliver, and acts accordingly.

The A 180 BlueEFFICIENCY’s chassis reacts well to changes in direction and feels agile when cornering. There’s enough natural grip on offer that the car doesn’t require electronic intervention -- even when pushed – and maintains traction in spite of its open differential.

Steering is quite direct and well weighted, considering the entry-spec model’s application. There’s enough feel to keep you in touch with the front wheels’ intention, though we should add that it’s not at all burdensome when trying to park.

Strong brakes are controlled by a well-modulated and consistently weighted pedal that offers nice initial bite, without being too grabby. We did, however, notice that the height in throttle and brake pedal position is considerable, meaning you have to lift your knee to jump from one to the other.

Consistency is a strong suite across the A-Class range and indeed all those positive characteristics noticed in the A 180 BlueEFFICIENCY were present in its more powerful petrol sibling, the A 200 BlueEFFICIENCY.

The extra power on offer is immediately evident in the A 200 BlueEFFICIENCY, but it still suffers from initial turbolag from standstill and low-speed roll-on. The car does, however, accelerate more briskly, as you’d no doubt expect, and is particularly stronger when overtaking. With the same engine tuned differently, the A 200 BlueEFFICIENCY’s dynamics are consistent with those of its ‘lesser’ sibling, feeling stronger dynamically only in its ‘pull’ from the corner under acceleration.

Sharing the same badge, but with three more letters, the diesel powered A 200 CDI BlueEFFICIENCY delivers an expectedly different driving experience from its petrol sibling. The car is less dependent on driver intervention from the automatic ‘mode’ switch, its additional whack of torque enabling altogether easier driving, with similar performance results.

There’s no real lag to speak of, the A 200 BlueEFFICIENCY’s variable geometry turbocharger seems to all but eliminate this character flaw. That said it remains obvious that peak torque is delivered  from 1600rpm, the car becoming more ‘enthusiastic’ as it accelerates through to just over 4000rpm.

Perhaps the only other downside of the diesel-powered model is that the nose feels slightly stiffer and moderately heavier than the petrol-powered models. It doesn’t affect the A 200 CDI BlueEFFICIENCY’s agility per se, but it does alter the way in which the car is steered. Compared to the petrol variants, the CDI requires modest but continual steering input as you enter a corner, the petrol is happier to hold a set line.

Of course the CDI version is aurally different; not louder, just different. It’s not as encouraging as the petrol and of course it doesn’t rev as highly. It a subdued note, more thrum than resonant and not at all rattly. Testing the car’s volume on a coarse chip asphalt road it registered a reading of 82dBA at 100km/h.

(For drive impressions of the A 250 Sport see our standalone review).

As an urban commuter, the new A-Class is a class act. It’s a resolved package with the right amount of bells and whistles, but at the same time a vehicle that won’t disappoint the enthusiast chasing his or her first Mercedes-Benz experience.

It lives up to the marque’s core values and offers enough of its own personality to be different from its rivals. And if this is how good the standard models are, we can’t wait for the A 45 AMG!

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