Mercedes Benz has an extraordinary model range and they keep on coming.
The recently introduced A Class and revamped B Class, as well as the about to be released C Class, shows the company is complementing its traditional luxury sedan base with cars that appeal to a to a much younger market.
The latest to hit the streets is the GLA. It's a sort of beefed up A Class hatch/SUV with a slightly taller ride height and a very reasonable price.
This is the all wheel drive GLA 200 CDI.
Starting from around 57K it's a fine entry level model for those who had always yearned for a Merc but couldn't come up with six figures for the purchase. Problem solved.
The GLA has a strong road presence, with styling that should appeal to many.
During my week with the car, several people said it looked a bit like a Mazda 3 in profile, although the GLA's styling cues are much stronger than the Mazda and in a different league altogether.
The only real similarity is the information screen atop the dashboard. In both cases they look a bit like an afterthought, as neither is retractable.
The 2.2 litre diesel produces 100 kw and 300 nm of torque. It's not the quietest diesel I have tested, being quite audible at idle and under acceleration, although on a steady throttle or at highway speeds, it becomes virtually unnoticeable.
The GLA -CDI sips fuel at an average 4.6 litres per 100 kilometres, which is excellent economy. It's a spirited performer in standard mode, but when the Sport button is pushed, there's more than enough extra urge to fling you even more rapidly down the road. The 7 speed autobox is faultless.
The "idle-stop" feature which cuts the engine to save fuel when the car stops and automatically restarts when the brake is released, is the default setting. I found it annoying as I do in other cars with the same feature and I usually turned it off. Happily the GLA has an electronic park brake which self releases, when you drive off, but you have to press the under dash button to set it.
You'll be delighted with the ride on the GLA's 18 inch wheel/ tyre combo... it's firm-ish, but not uncomfortable, and it's sporty enough to encourage sure handling through the twisty bits on your favourite road.
You won't mistake the interior for anything but a Mercedes. Quality fit and features abound. Bi Xenon headlights, auto lights and wipers, sat- nav, heated seats with three position driver's memory, digital sound system with six speakers, driver assist steering, active cruise control and lane departure warning feature as well as a reversing camera to name but a few. However the reversing camera doesn't work unless the screen is turned on beforehand.
The GLA 200 CDI doesn't have keyless entry, but at least the slot for the key is easily accessible to the right of the steering column.
As is usual with German made cars,the leather clad seats are firm but still comfy, and it's easy to find a good driving position. Not so easy, is finding the interior bonnet release lever. It's buried well under the fascia, almost to the firewall on the driver's side. It took a few frustrating minutes to find it and only then, after examining the handbook.
Room inside the GLA is adequate.but those sitting behind tall front seat passengers will struggle a bit for legroom, unless they can convince those up front to slide forward a bit more.
The test car had the optional panoramic glass sunroof, and because of the higher roof line I didn't have any headroom issues, despite being 6'3" tall myself.
The boot is not very large and there's no spare wheel, but you do get a power tailgate which is a good idea.
I liked the GLA 200 CDI, as will many of you looking for something classy and a bit different from the ever growing assortment of cars available in Australia, from more than 50 manufacturers.
There are other variants of the GLA including (of course) a high performance AMG version.
I think you might have a tough time choosing.
Peter Sellen
It's been many years since I drove the first hybrid car, the Toyota Prius and I was impressed with the way the technology worked so well. Since then I have driven all manner of hybrids and electric cars including Honda's Civic, Toyota Camry, various Lexus hybrids, the Holden/GM Volt, Mitsubishi's MIEV and the Tesla Roadster.
The latest on my to do list, is the Outlander PHEV from Mitsubishi.
The PHEV has two electric motors, one each on the front and rear axles. Like the Prius and others of its ilk, there are numerous dashboard displays indicating what's driving the car at any given time and how much charge is left in the large underfloor battery pack.
With the battery fully charged, you can travel about 50 kilometres on just the electric motors.
So if your daily commute is less than that, the petrol engine remains unused. The petrol motor develops just 87 kw and 186 nm, but when used in tandem with the electric motors you get an extra120 kw and 332 nm. Fuel consumption with mixed electric/ petrol power is a remarkably efficient 1.9 litres per hundred kilometres. The PHEV has a small 45 litre petrol tank, but with the option of all electric drive for those periods of less than 50 kilometres, that's probably a good enough size.
Performance on just electric drive is brisk, with full torque available off idle. If you do need more power, flooring the throttle brings in the two litre petrol motor until you back off again. You can select "Charge" or battery "Save" mode with two console buttons. If you want to do a bit of gentle off roading, another button locks the central differential.
Descending hills is an opportunity for regenerative braking/battery charging.You can choose the degree of engine braking with steering wheel paddles or the console shifter.
Select "Charge" and the petrol engine starts up at a fast idle, and will fully charge the battery in less than an hour's continuous driving.
Driving until the battery is at its lowest ,should see the petrol engine kick in automatically to revive it, but that didn't seem to happen too often, so I chose the manual recharge option which worked well.
However the PHEV battery can only be charged externally overnight with a 15 amp system. You can't just plug it in to your 240 volt home wall socket, ( as you can with the Volt.) You'll need a 10 amp transformer. A little inconvenient to say the least, as I suspect very few homes have a 15 amp power supply.
To cope with the extra weight of the 200 kilogram battery pack, Mitsubishi has stiffened up the Outlander's suspension to the point where it's harsh and uncompromising, unlike the standard Outlander which has a very compliant and comfortable ride.
In the PHEV you will feel every minor crack and bump in the road, which is unfortunate and spoils what should be a unique experience. It seems like the only thing absorbing bumps is the air in the tyres.
A good suspension test is this. Pushing down firmly on the front fender and releasing it, usually produces at least one or two small bounces. But on the PHEV there is no bounce. None at all.
Comfortable seats help here, but struggle to compensate.
The Outlander PHEV is as well equipped in the cabin as the standard Outlander.. the car on test here, trimmed to the Aspire grade. Standard fare includes heated leather seats, collision warnings, active cruise control, sunroof, rear view camera and a power tailgate.
Should you choose to buy an Outlander PHEV, you won't stand out in the crowd.. styling is exactly the same as other Outlander models.
As a result, few people will know of your sensible, tech savvy ride..unless they scrutinise the badges.
Overall, a good effort Mitsubishi...give us a bit more softness in the suspension and you'll be onto a real winner.
Prices start at just over 47K for the base PHEV and 52K for the Aspire version.
Peter Sellen.
If you can twist your bank manager's arm a little tighter, and can come up with an extra 15 to17k or so, over the base model Jeep Cherokee Sport in the previous post, you'll soon be congratulating yourself on your discerning decision to purchase a Cherokee Trailhawk.
In terms of comfort, off road ability and equipment the Trailhawk is a quantum leap over the Sport, and one of the best, if not the best in the mid sized SUV segment. The body style is the same for all new Cherokees, but the extra features that relatively modest 17k will buy are very impressive.
The list is long and comprehensive and includes multiple 4WD transaxle settings from snow to rock and an auto mode to adjust for the terrain you're driving over, hill descent, one of the largest information touch screens available on any vehicle, (you can also scroll through any number of information and settings on another display between the speedo and tacho,) bright xenon headlights with auto high beam function,( those lights far superior to those on the Sport, which should also have them) active cruise control with collision warning and auto braking, and a lane keeping sensor that keeps the Trailhawk from wandering off track if your attention wanders.( similar to that in the Mercedes E class cars tested here earlier.)
Further goodies include a power tailgate, blind spot warnings in the folding and heated wing mirrors, a reversing camera with images displayed on that huge central screen( the biggest on any car I've tested,) steering wheel mounted remote buttons for selecting audio options, and a self parking feature. Ten speakers deliver excellent sound quality and there's also "surround sound" too if you feel like it.You also get a secret storage hideaway beneath the front passenger seat.
The Cherokee Trailhawk's ride is one of the best in the segment... smooth and comfortable on almost any road surface. Again,very impressive.
The large leather clad multi adjustable power heated front seats add to the comfort quotient, making the Trailhawk a delight to travel any distance. Red trim stitching helps make an already classy, and modern interior even moreso.
Room inside the cabin is identical to the Sport model, and there will be no complaints from passengers about head and legroom. However forking out the extra shekels to buy the top of the range model, still doesn't get you a drivers "dead" pedal. As in the cheaper Sport, there's no relaxing place to park your left foot. It's an omission that could irritate some potential buyers.
The Trailhawk has a 3.2 litre petrol V6 engine with 200 kw and 316 nm.
Floor it and the Jeep will surprise you with it's refined performance. Zero to 100 kph is achieved in about 7 seconds.
I averaged about 12 litres per 100 kilometres in the week I had the car, in mostly urban driving, giving a rather modest range of just over 300 kilometres. That's a good deal less than some of its rivals.
The Trailhawk is mainly driven through the front wheels, except when extra traction is needed, then all four wheels do the work. The Trailhawk shares the same 9 speed transmission as the rest of the four model Cherokee range. The test car did not have keyless entry and start. You need to buy an extra technical pack for that to be included. Starting the car with the key is a tad awkward unless you're left handed. The key slot is hidden by the steering wheel on the left of the column. But I guess you'd adapt to it after a while.
How well the Trailhawk handles off road conditions has been well chronicled in other publications, so needless to say, with a four wheel drive lineage going back to 1941,you know it's more than up to the challenge of tackling whatever terrain you choose to navigate. There's even a small plaque on the front fender wings that attests to those off road skills, proclaiming it as "Trail Rated."
On road, at both urban and highway speeds, the silence in the Trailhawk cabin is commendable...no rush of wind or tyre roar disturbs the peaceful ambience. Steering feel is good and well weighted and although the Jeep is relatively heavy, you can still have fun with enthusiastic, confident cornering.
The Trailhawk's on, and off road prowess and equipment levels put many of its competitors in the shade. Spending that extra 17K has numerous rewards as mentioned above, including great value for money.
If you can stretch the budget by that much, I'm pretty sure you won't regret it.
Peter Sellen
Jeep sales in Australia are going gangbusters; as mentioned in a previous post, Jeep's advertising campaigns are proving very effective. The Cherokee being the company's best seller.
On test here, is the base model Cherokee Sport. Some will bemoan that the new styling isn't rugged looking enough, but I didn't mind the new softer front grille treatment.
It's quite a big car and there's plenty of room for heads and legs inside.
The cloth covered seats are large and comfortable, and finding the right driving position is easy thanks to a tilt and telescoping steering wheel and height adjustable (manually) front seats.
For just over 33K you get an electronic park brake, gas struts for the bonnet, folding and heated wing mirrors, (with puddle lights,) reversing camera, rear ventilation outlets for back seat passengers, a console with two handy separate compartments and a couple of 12 volt outlets for accessories.
The cheapest Cherokee misses out on some of the niceties you might have been expecting.
For example there's no leather bound steering wheel,auto climate control, auto headlight or wiper function, heated seats or satellite navigation ( You do however score a compass displayed in the central information screen.) Interior temperature settings are indicated by a small arrow moving up or down between a tiny blue or red mark on the upper corner of the screen. You don't get any numbers displayed to tell you what the temperature actually is, like on most other cars.
The rear luggage area is pleasingly large and a full sized spare wheel is included.
There are plenty of storage cubbies in the doors and one on the top of the dashboard as well, although I wouldn't recommend putting anything like a cd in there on a 44 degree Australian summer's day....it would be destroyed.
Jeep still doesn't fit a footrest on the transmission tunnel for the driver's left foot and that's a major comfort oversight. Your foot is left flapping around at an awkward, uncomfortable angle in the footwell.
The two wheel drive only Cherokee Sport has five seats and will most likely be mainly used as urban transport, but it's still rugged enough for those occasional off road holiday forays.
On the road, the Sport is quite comfortable, the ride is average for the class and visibility is good except for a blind spot in the C pillar, thanks to a thick black surround on the tailgate window glass.
The 2.4 litre petrol four cylinder engine is quite gutsy with reasonable torque, that eagerly launches the car when given a good prod of the accelerator. It has 136 kw and 229 nm.
The Cherokee is quiet on the move and at highway speeds there's little wind or road noise. The Sport lives up to its name by tackling most corners without drama.. in fact it's very car -like in the way it drives.
Jeep's new 9 speed gearbox works well and usually seemed to find the right ratio at the appropriate time. although occasionally it would hold a lower gear too long before changing up on light throttle, for no apparent reason. Gears can be manually selected on the console.. there are no steering wheel paddles.
It rained for most of my week with the Cherokee Sport and a couple of issues arose. There was always condensation in all the headlight lenses, indicating a sealing issue.
The smart looking headlights are particularly poor on high or low beam. A dull glow barely showed up the road ahead in the suburbs and struggled to project any reasonable distance on high beam. I was constantly checking the switch to make sure they were even on; in fact turning them off at night (momentarily) in suburbia, made very little difference to the visibility up front. Aftermarket up-specced globes are sorely needed here.
If your expectations aren't too high and you like the way the Cherokee Sport looks and drives, there's no reason for it not to be included on your shopping list, but remember you get what you pay for.
Peter Sellen
