Mercedes-Benz A-Class 2018 Review - International

Mercedes-Benz hasn't been tempted to reinvent the hatchback with the latest 2018 A-Class. Far from it… A casual glance might make some think the firm's BMW 1 Series rival has undergone nothing more than a reskin for its fourth incarnation.

The reality couldn't be further from the truth, despite being based on the old car's MFA platform, the new Mercedes-Benz A-Class is radically different from the car it replaces, with a stiffer new structure and an entirely new body.

That’s why the new Mercedes-Benz A-Class is significantly larger in this generation -- growing 120mm in length, 16mm wider, 6mm taller with a 30mm longer wheelbase. Admirably, despite its larger proportions, engineers claim a respectable weight saving of between 20 and 30kg depending on the model.

Helping it slip smoothly through the air, the new Mercedes-Benz A-Class now boasts an advanced aero package that incorporates nearly flat underfloor, redesigned mirrors and re-profiled A-pillar, a rear spoiler, a working diffuser and wind-bending front bumper.

The result is a class-leading, headline-grabbing drag coefficient (0.25Cd) – although that figure is for a Euro-spec entry-level A 180 that gets tiny 16-inch windtunnel-tuned alloys and special tyres.

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Australian choice

In our market, just two petrol engines will be offered in the new Mercedes-Benz A-Class – an all-new 1330cc turbo-petrol four-cylinder (co-developed with French car-maker Renault) and a more powerful 2.0-litre turbo-petrol four.

The smaller of the two engines powers the A 180 (which is likely to push out 100kW) while the more powerful 120kW A 200 will be the Aussie entry-level car – for the launch period at least.

The punchy turbocharged 2.0-litre, meanwhile, lives under the bonnet of the all-wheel drive A 250 4MATIC flagship -- until the faster A 35 AMG model is unveiled.

In Australia, there won't be the option of any diesels, while the A 180, A 200 and A 250 4 MATIC will all come with a seven-speed dual-clutch automatic. No manual gearbox will be offered.

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S-Class cabin fever

One look at the cabin of the new Mercedes-Benz A-Class suggests many potential customers will be reaching for their chequebook — even before they've cranked the engine for a test drive.

That's because, courtesy of its standard twin 10.25-inch 'widescreen' displays, the A-Class gives a convincing impression you're sitting in an S-Class rather than a humble hatch.

Throw in a set of cool chrome turbine air-vents (which glow red when you increase the heat and blue when you dial down the temp) and you might think it's game set and match for the A-Class when it comes to fit, finish and quality.

Not so fast — a fingertip touch test below the eye-line does reveal some materials you wouldn't find in an Audi A3 or even Volkswagen Golf. Chief culprits are the scratchy, cheap feeling plastic steering wheel column cowling, a disappointing glovebox lid and unpleasant front and rear interior door-handles.

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Hey Siri, I mean Mercedes

All (most?) is forgiven once you become acquainted with some of the new technology that makes its debut on the baby Benz.

Headline news is the arrival of the MBUX touch-screen interface that can also be operated via a touch pad in the centre console, the multi-function controls on the steering wheel and the car-maker's intelligent voice control that, like a smartphone, can be activated by saying "Hey Mercedes".

It sounds gimmicky until you begin using it.

Like Apple's Siri, the system can be a bit hit and mostly miss initially but, thanks to its embedded artificial intelligence, it soon begins to decipher even the thickest of accents. From then on, it can do everything from opening and shutting the sunroof blind, to raising or lowering the cabin temperature, or even operating the navigation.

Another highlight of the new system is sat-nav that is capable of imposing arrows on a live feed of the road ahead to indicate exactly what lane you should be in -- helping even my jet-lagged brain make sense of where exactly I should be going.

Later on, thanks to over-the-net updates, the Mercedes-Benz A-Class will be able to communicate with other Mercedes vehicles, helping your car find recently vacated car parks in the city, or report live traffic conditions.

Active Distance Assist DISTRONIC and Active Steering Assist are also standard in the new A-Class. Active Emergency Stop Assist (AEB) and "intuitively understandable" Active Lane Change Assist are also onboard in what is a substantial increase in active safety equipment at this price point.

Clever tech, but most owners of the current-generation Mercedes-Benz A-Class will better appreciate how engineers have addressed its failings in the new car -- chiefly, the lack of interior space.

Thanks to its more generous proportions, the new A-Class now boasts more head and legroom as well as more space for your feet. The new A-Class is still far from class-leading (and a tall adult will struggle for knee-room sitting behind a lofty driver) but it's a big improvement.

Same goes for the boot. That's grown 29 litres to a decent 370 litres – or 1200 litres with the split/folding rear seats tumbled.

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Driving change

Behind the wheel, the A-Class has a lot to live up to, especially the A 250 4MATIC that has always been a convincing, classy alternative to a Golf GTI. Frustratingly, for our drive, the A 250 we tested did without the 4MATIC all-wheel drive that Australian versions come equipped with as standard.

Producing 165kW – 10kW more than the engine it replaces -- even with the limitations of front-wheel drive the A 250 can hit 100km/h in just 6.2sec and it feels quick on the road. In fact, even in the dry, the muscular 350Nm torque peak delivered from just 1800rpm is easily enough to overwhelm the front tyres, making you wish for 4MATIC.

Like before, the seven-speed dual-clutch auto is well up for the task and is smooth around town, yet offers lightning-quick changes when you're in the mood on country roads.

The 2.0-litre turbo four (a development of the old model's engine) has been thoroughly overhauled and now features the world's first conical-shaped cylinder bores (for lower friction), two-stage variable valve timing, advanced fuel-injection and a particulate filter.

Despite delivering the goods, alas, the new state-of-the-art turbo engine misses out on an inspiring soundtrack and can sound coarse at times.

While developing the fourth-gen A-Class, engineers prioritised tackling another bugbear of the old model — the amount of wind and road noise entering the cabin. Now, Mercedes-Benz claims its more grown-up hatch offers the refinement of a car in a class above.

The A 250, for example, features an additional bulkhead under the bonnet to dampen sound, as well as more widespread use of absorbent material to soak up unwanted noise.

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All grown up

It was difficult to judge quite how much quieter the new A-Class really is but all this talk of being more grown up does appear to have impacted dynamics.

Previously quite an engaging drive, the new A-Class’ steering now feels numb off-centre in a way the old car didn't. This is great for high-speed cruising but makes it difficult to judge traction and precision on a tight and twisting country road. This takes the edge off driver involvement.

The A 250 carries over the old car's multi-link rear axle that adds agility and improves the ride. Lesser models, like the A 180 and the A 200, come with a less sophisticated torsion beam set-up that, while cheaper to develop, was necessary to package the forthcoming plug-in hybrid version's lithium-ion battery. Without the ‘dumber’ rear suspension there's not enough space.

We didn't get the chance to sample the torsion beam variants either, fuelling concerns that perhaps the ride and handling deteriorates. Until we drive one, we'll reserve judgement.

Luckily, Australian buyers will have the option to add back the multi-link set-up on low-spec models if they tick the AMG Line suspension or AMG Exclusive boxes, which also add adaptive dampers.

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Less is more

Switching from the range-topping A 250 (that up to half of Australian A-Class buyers will pick) to the A 200 (25 per cent of volume) is an interesting experience.

Replacing the old 1.6-litre turbo, the new downsized 1.33-litre offers more power (+5kW) and matches the old car's 250Nm torque peak. When not worked hard, the smaller engine feels a decent enough match.

Indeed, against the clock, Mercedes claims the 120kW A 200 can reach 100km/h in 8.2sec.

Alas, like its 2.0-litre sibling, the small four-cylinder lacks an invigorating soundtrack -- sounding very strained at high revs. It also doesn't feel quite as flexible as the old 1.6-litre that was pensioned off due to new emission regs.

The reason for that impression is likely that the old car could deliver its torque from just 1250rpm, while the more modern engine generates its maximum pulling power from 1620rpm.

We've already mentioned how Mercedes-Benz Australia isn't prepared to skimp on kit for the 2018 A-Class and early indications are that all models, whether it's the entry-level A 180 or range-topping A 250 4MATIC, will come with the twin 10.25-inch cockpit displays.

The advanced MBUX infotainment and 'Hey Mercedes' will also be standard kit. Also standard will be LED headlights, keyless start, sat-nav, a reversing camera, nine airbags and a 225-Watt premium sound system (including a subwoofer), which should take the sting out of the expected $1500-2000 price rise.

For many in the market for the classy premium hatch, the new Mercedes-Benz A-Class will remain their first choice. Opposition like the aging Audi A3 and BMW 1 Series now both feel old hat beside the new baby Benz.

Arguably, the significantly cheaper Volkswagen Golf makes a better stab dynamically and offers impressive quality, but it lacks both the style and class the new A-Class oozes.

How much is a new Mercedes-Benz A-Class?
Price: $57,000 (estimated, A 250 4MATIC)
On sale: August 2018 (A 200), December 2018 (A 180, A 250)
Engine: 2.0-litre turbo-petrol four-cylinder
Outputs: 165kW/350Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 6.5L/100km
CO2: 149g/km
Safety rating: N/A