Mercedes-Benz GLA Review

The Mercedes-Benz GLA sits in one of the most hotly contested parts of the market. Buyers wanting a premium-badged compact SUV can now choose from a long list that includes the Audi Q3, BMW X1, Volvo XC40, Range Rover Evoque and Alfa Romeo Tonale, while strong mainstream alternatives make the value argument harder still.

That means the Mercedes-Benz GLA cannot survive on image alone. It has to be desirable, but also good enough in everyday use to justify its price.

This version gets much closer to that than its predecessor ever managed. It is taller, roomier and more SUV-like than the first GLA, which makes it easier to justify as a family car rather than just a fashion-led derivative of the A-Class. It still shares a lot with the A-Class underneath, including its cabin design and infotainment, but the overall package feels more coherent.

The 2023 update helped too. Mercedes-Benz revised the look subtly, improved the infotainment offer and boosted standard equipment. More importantly, the current line-up is easier to understand than it once was. The GLA 180 remains the main current entry point, while the GLA 250 e plug-in hybrid is the standout alternative if you can charge regularly.

The Mercedes-Benz GLA’s biggest strengths are easy to identify. The interior looks striking, the driving position is comfortable and the car feels impressively mature in everyday use. It is also one of those cars that feels more expensive from the driver’s seat than some of its rivals manage.

The weaknesses are just as clear. It is not as roomy as the best family SUVs in this class, some trim levels become very expensive very quickly and there are rivals that feel more solid or more rewarding to drive. That does not stop the Mercedes-Benz GLA from being good. It just stops it from being the default answer.

For most buyers, the Mercedes-Benz GLA 180 in AMG Line Executive trim is the sweet spot. The 1.3-litre mild-hybrid petrol is not especially exciting, but it is smooth enough, efficient enough and strong enough for the sort of mixed urban and suburban driving many small SUVs spend their lives doing.

The GLA 180 is also the version that keeps the price closest to sensible. The GLA 250 e is the more interesting alternative if you can charge regularly, because its longer electric range makes it far more useful for short daily journeys. Without convenient charging, though, the simpler petrol still makes more sense.

Trim-wise, AMG Line Executive gives the Mercedes-Benz GLA the sharper look most buyers will want without pushing too far into indulgent Premium Plus territory. Sport Executive is not sparse, but AMG Line is the point where the GLA feels more convincingly aligned with its premium image.

The current Mercedes-Benz GLA range starts from £37,225 in the UK, and it does not take many trim or option upgrades to push that figure much higher.

That makes the Mercedes-Benz GLA expensive next to mainstream family SUVs, and even within the premium class it is not a bargain. The Audi Q3 and BMW X1 are close enough in price that the badge alone is not enough to settle the argument.

The defence is that the Mercedes-Benz GLA feels special enough inside to justify at least some of the premium. Whether that is enough depends on how much value you place on design, image and the badge on the bonnet.

The Audi Q3 is the main rival because it targets much the same buyer with a similarly premium badge, a smart cabin and a more conservative overall feel. It is not as visually dramatic inside as the Mercedes-Benz GLA, but it is polished, practical enough and easy to recommend.

The BMW X1 is one of the strongest alternatives because it is roomier, more practical and better to drive, even if it lacks some of the GLA’s interior drama.

The Volvo XC40 is worth considering if comfort and design matter, while the Range Rover Evoque brings more style-led appeal if you can accept higher running costs. The Alfa Romeo Tonale is another left-field option if you want something that feels a bit different.

Beyond the premium brands, a Kia Sportage or Hyundai Tucson makes the value case look very strong indeed, while a Volkswagen Tiguan is still the safer family-SUV choice if space matters more than image.

The front of the cabin is easy to like. The seats offer plenty of adjustment, the higher driving position gives the Mercedes-Benz GLA a more natural SUV feel than the old car, and visibility is decent enough all round.

Rear-seat space is better than before too. Taller adults can sit behind similarly tall front-seat occupants without too much complaint, and the Mercedes-Benz GLA feels much more usable as a family car than the A-Class hatchback it is related to.

Even so, it is not one of the class leaders for outright roominess. An Audi Q3, BMW X1 or Volkswagen Tiguan feels more generous in the back, and families wanting maximum cabin space for the money will find stronger alternatives.

Boot space is decent rather than standout. The regular Mercedes-Benz GLA offers 425 litres, which is usable enough for a weekly shop, a buggy or a couple of medium suitcases, but it is not class-leading. The plug-in hybrid takes a bigger hit, dropping to 385 litres, and that makes the GLA 250 e’s packaging compromise more obvious.

So the Mercedes-Benz GLA is practical enough for many buyers, but it is not the small SUV to choose if your first priority is squeezing in the most luggage or the bulkiest family gear.

The Mercedes-Benz GLA measures 4,412mm long, 1,834mm wide and 1,616mm high.

That gives it a slightly more upright and substantial shape than the old car, and helps explain why it now feels more like a proper SUV than a raised hatchback. It is still fairly compact, though, which is good news in town and less good news if you want maximum rear-seat and boot space.

Technology is one of the Mercedes-Benz GLA’s biggest selling points. Current cars get twin 10.25-inch displays as standard, one acting as the driver display and the other as the central touchscreen. Pre-facelift cars can be less generous, so the facelifted models make a much stronger case on equipment.

The MBUX system still looks very slick, with crisp graphics and plenty of features, while the ‘Hey Mercedes’ voice control remains one of the better systems of its type. Smartphone connectivity and built-in navigation are included.

The augmented-reality navigation fitted higher up the range is not just for show. It can genuinely make complicated junctions easier to read, which is why it feels more worthwhile than some other flashy premium-brand tech.

The weakness is that Mercedes-Benz still asks you to interact with a lot of controls through touch surfaces and steering-wheel pads. It all looks very modern, but some rivals are easier to operate quickly on the move.

The Mercedes-Benz GLA makes a strong first impression inside. The vents, ambient lighting, seat trim and screen layout all help give it the kind of showroom appeal buyers expect from the badge.

For the most part, material quality is good too. But if you go searching lower down, or drive it on rougher roads, the GLA can feel a little less solid than the best rivals. An Audi Q3 or BMW X1 still has the edge for sheer tactile robustness.

The current Mercedes-Benz GLA range still revolves around the GLA 180 and the plug-in hybrid GLA 250 e, while earlier and still-relevant versions broaden the picture with GLA 200 petrol and GLA 200 d diesel variants.

The Mercedes-Benz GLA 180 is the logical starting point and will be good enough for many buyers. It is not especially quick, but it is adequate for the class and should be the cheapest version to buy and run.

The GLA 200 is the better petrol if you want a little more punch, while the GLA 200 d still makes sense if you spend a lot of time on faster roads. The GLA 250 e is the most interesting mainstream version, because the plug-in system gives it useful low-speed shove and a far more convincing electric-only use case than earlier plug-in hybrids in this class often managed.

The Mercedes-Benz GLA is set up more for comfort and ease than outright entertainment. The steering is light, visibility is decent and the whole car feels easy to place in town.

Ride comfort is good enough, even on larger wheels, and the GLA generally feels more composed than some style-led alternatives. It is not as plush as a Range Rover Evoque, but it rarely feels harsh or unsettled.

Through bends, the Mercedes-Benz GLA is tidy enough without standing out. There is more body lean than in an A-Class hatchback, and the BMW X1 feels more confident and engaging if you enjoy driving. But for the way most buyers will use a compact SUV, the GLA’s calm, secure nature is perfectly well judged.

Refinement depends on the engine. The smaller petrols can sound coarse if pushed hard, while the diesel is a little gruffer at idle and under load. The plug-in hybrid is the smoothest version in everyday use, especially around town when it can rely more heavily on electric power.

The Mercedes-Benz GLA earned a five-star Euro NCAP rating in 2019, with especially strong scores for adult and child occupant protection.

Standard safety kit includes autonomous emergency braking, lane-keeping assistance, traffic-sign recognition and a reversing camera. Higher trims and option packs add features such as blind-spot monitoring, more advanced parking assistance and adaptive cruise control.

The Mercedes-Benz GLA 180 returns 42.9mpg on the combined WLTP cycle, which is respectable rather than remarkable for a small premium petrol SUV.

The diesel remains the mileage-friendly option, with the GLA 200 d capable of up to 51.4mpg.

The plug-in hybrid is the most interesting ownership proposition if you can charge regularly. The updated GLA 250 e offers up to 48 miles of electric range, which is enough to make it genuinely useful for plenty of everyday journeys rather than just a brochure talking point.

Mercedes-Benz covers the GLA with a three-year, unlimited-mileage warranty. That is acceptable for a premium brand, but it is no longer especially generous next to some mainstream alternatives.

Insurance groups for the mainstream Mercedes-Benz GLA range run from group 22 into the high-30s depending on trim and engine. Plug-in hybrid versions sit towards the upper end of that spread.

The standard VED rate from the second year onwards is £200 a year for petrol, diesel and plug-in hybrid cars.

The more important issue is the Expensive Car Supplement threshold. A lot of Mercedes-Benz GLA versions sit above £40,000 when new, which means they attract the extra £440 annual charge from years two to six.

In practice, that takes annual VED to £640 over that five-year period before it drops back to the standard annual rate afterwards. It is worth checking carefully, because a few versions sit below the threshold while pricier trims and option-heavy cars do not.