Mercedes-Benz A-Class 2016 Review

Mercedes-Benz A 200, A 250 and A 45 AMG

Australian Launch Review
Broadford, Vic

Fewer nameplates have gone from zero to hero with the pace of the Mercedes A-Class. With its move to a 'conventional' hatchback design in 2013, and sharp pricing, its success has been a shock to buyers and rivals alike. Now refreshed, the A-Class introduces more equipment across the range, plus all-wheel drive for the perkier A 250 Sport. The A 45 also gains grunt, and an optional locking front diff.

The upgraded A-Class is now on sale, offering a full range of variants from the bargain-basement A 180 at $37,200 right through to the fire-breathing A 45 at $77,900.

We've previously reported the changes to the range, but in brief buyers are getting a subtle facelift, a special 'Motorsport Edition' package, stronger engine output for both A 250 and A 45, and a couple of technical tweaks – revised ratios and the AMG Dynamic Plus pack (including a locking front differential) for the A 45, and 4Matic all-wheel drive for the A 250.

Mercedes-Benz ran a media launch for the revised A-Class out of the tight, twisty and moderately challenging motorcycle track at Broadford in Victoria, where the A 45 quickly impressed for its improved demeanour into and out of corners. The vehicle tested on the track came with the AMG Dynamic Plus package, and the locking front differential played an important role in the A 45's agility with the power applied in bends.

Get the right line into a corner and the diff would steer the car deeper into the apex on the throttle without any input through the steering wheel. It felt exceptionally safe and capable around the circuit. Out on the road the A 45 steered very precisely and, while the ride was firm, it was not a shattering experience, given the car's performance potential.

Colleague Tim Britten's slot car analogy from Australia's Best Drivers Cars in 2015 rings true for this new model too.

Also tested on the track, the A 250 impressed, despite its slightly softer dynamics. The engine lacked the ultimate top-end power that made it worthwhile running right up to redline on a track like Broadford, with such short straights.

Out on the road it was a different matter; the A 250 had plenty of torque in the mid-range – and enough for easy cruising at lower engine speeds too – but here it was worth holding a gear for the last few hundred revs. The same was true of the A 200, despite that car's further performance deficit in the higher reaches of the rev range.

In corners the A 250 offered very responsive steering and nimble handling. It also rode well, but its front-wheel drive sibling, the A 200, delivered a more supple ride that bettered the all-wheel drive model. That said, the A 250's ride and handling balance was acceptably good.

The A 200 was a particular surprise package for its safe and communicative chassis. At lower speeds the A 200 had a conventional front-wheel drive feel about it, with slower turn-in, but steering and handling sharpened up at higher speeds and the A 200 felt livelier as speed crept up to the blanket limit.

Brake pedal feel encouraged finely calculated braking, right up to the point where the front tyres were beginning to protest, without triggering the antilock system. Drivers with a sporting bent will appreciate this aspect of the 200.

Both engines in the A 200 and A 250 were quiet, refined, and sounded less 'sanitised' than some Benz four-cylinder engines.

The A 45, of course, was raucous and punchy, but a Benz spokesman indicated that some of the car's fun, flatulent factor may have been toned down for the new, more powerful engine. It was hard to tell on the track, with head wrapped in balaclava and racing helmet, but on the road it did seem a bit more subdued.

All three engines ran through a revised dual-clutch automated transmission that operated smoothly and free of fuss.

The revised box brings with it a 'sailing' function for the A 200 and A 250. Backing off on a hill each car shifts into neutral and the engine idles to save fuel. The A 200 remained in 'sailing' mode for the best part of a minute as the car coasted downhill into one town as the speed limited dropped back from 100 to 60km/h.

Not a new idea as such, 'sailing' having been offered in Volkswagen's CC launched here three years ago, the fuel-saving facility has the potential to benefit rural drivers just as idle-stop does for urban drivers. The A-Class has idle-stop too, it should be noted…

Over a 73km drive route combing country roads surfaced in coarse-chip bitumen with some freeway travel, the A 200 used 8.4L/100km, according to the trip computer. The A 250, over the same route, used 9.7L/100km and the A 45 finished the drive sitting on 10.4L/100km.

Wind noise was more apparent in the A 250, which offered better suppression of road noise than the cheaper A 200. The A 45's engine was audible even when cruising. All three vehicles held engine revs at around 1800rpm in top gear at 100km/h.

The A-Class remains a small package hindered by low roofline in the rear. And no amount of tweaking for an upgrade is going to resolve issues with sheet metal and hard points.

Crash safety has had some influence on the design of the A-Class, with the B pillars unfortunately quite hard to see around, when making a right turn at a T intersection, for example. Ironically A-Class drivers are just that much more likely to test the car's crash protection in the real world if they miss the fast-arriving vehicle from the left due to the B pillar on that side of the car.

The driving position was set up with stylish instruments that were generally easy to read, although the A 45's speedo was missing a 100km/h increment that would be helpful for at-a-glance comprehension (Those watching their points might wish choose the digital speedo function via the trip computer). Otherwise the A 45's racier looking instruments were the pick of the bunch, and the A 45 also boasted an AMG trip computer selection, for such things as a lap timer facility and information about engine and oil temperatures.

Benz's Agility Select system is now Drive Select, which is operable from a button in the centre fascia. Pressing repeatedly scrolls through the various options available, including 'Eco', 'Sport+' and everything in between. Unlike some similar systems we've tried in the past, the Benz set-up in the A-Class doesn't compromise driveability unduly. The Eco setting doesn't result in performance dropping into the deepest and darkest crevasse. At the other extreme, 'Sport+' doesn't require a circus strongman licence to haul on the wheel while parking the car.

The AMG-fettled A-Class offered outstanding front seats. You won't need to throw these ones overboard for track days. The seats in the other two variants fit snugly around the sides, but felt just a bit flat and unyielding in the base.

For a small car, the A-Class provided plenty of cubbies, cupholders and bins for the front-seat passengers. By adopting the column-mounted gear shifter of other Benz models, the A 200 and A 250 came with a deep storage bin in the centre console, where the T-bar-style selector was located in the A 45.

The 'Thermotronic' dual-zone climate control fitted as an option in the A 200 required more switchgear and real estate in the centre fascia, leaving the simpler system in the A 250 lending that car's interior a slightly spartan ambience. But overall, the whole feel of the interior, with brushed aluminium and carbon-fibre trim was aesthetically pleasing.

Rear-seat accommodation was fine for kids and adequate for average-size adults at a pinch. The low roof line makes rear seat access a chore. I found knee room was passable, and there was room under the front seat for placing feet, but the seat base was mounted quite low.

Luggage space is practically and easily accessed, although the tailgate is fairly heavy to lift, considering its size. With the facility to fold down the rear seats for a larger load-carrying volume the boot space can be expanded considerably (1157 litres), but at 340 litres it falls short of the rear-wheel drive BMW 1 Series by 20 litres with the seats in the raised position. The Audi A3 is larger again, at 380 litres. There's no spare tyre in the rear of any A-Class variant.

Unlike the A 250 tested, the A 200 came with face-level vents for the rear-seat occupants (in the rear discharging from the centre console over the transmission tunnel). According to Benz, the difference between the two boiled down to the optional Thermotronic system in the lower-priced car.

Largely the same recipe as before, the A-Class for 2016 nevertheless introduces worthwhile changes that will keep it in touch with its obvious rivals in the market.

2016 Mercedes-Benz A 200 pricing and specifications:
Price: $42,800 (plus on-road costs)
Engine: 1.6-litre turbo-petrol four-cylinder
Output: 115kW/250Nm
Transmission: Seven-speed dual-clutch
Fuel: 5.8L/100km (ADR Combined)
CO2: 135g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2013)

2016 Mercedes-Benz A 250 Sport 4Matic pricing and specifications:
Price: $53,500 (plus on-road costs)
Engine: 2.0-litre turbo-petrol four-cylinder
Output: 160kW/350Nm
Transmission: Seven-speed dual-clutch
Fuel: 6.7L/100km (ADR Combined)
CO2: 156g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2013)

2016 Mercedes-AMG A 45 pricing and specifications:
Price: $77,900 (plus on-road costs)
Engine: 2.0-litre turbo-petrol four-cylinder
Output: 280kW/475Nm
Transmission: Seven-speed dual-clutch
Fuel: 7.3L/100km (ADR Combined)
CO2: 171g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2013)

Also consider:
>> Audi A3 Attraction (from $37,800 plus ORCs)
>> BMW 118 Sportline (from $36,900 plus ORCs)
>> Volvo V40 T3 Kinetic (from $37,990 plus ORCs)