First ride in new Mercedes A-class
We’re in passenger seat for cold-weather testing of posher hatch
MERCEDES is gearing up to deliver a new A-class at next spring’s Geneva Motor Show – but we’ve had an early taste from the passenger seat, as the brand’s engineers put the car through its paces during cold-weather testing in Sweden.
The first thing you notice, even from outside, is that the new A-class is bigger. There’s a 30mm stretch in the wheelbase, the car is 16mm wider overall, and it rides on tracks that are 14mm wider front and rear. The overall length grows by 120mm.
Jochen Eck, senior manager vehicle testing compact cars, admits that the benefits of this growth are numerous. Dynamically it provides a more stable platform and allows greater comfort, while the space increase inside is obvious. “I spend a lot of time sitting in the back, so you’re lucky I’m tall,” Eck said.
That rear seat sits some 10mm lower than in the outgoing A-class, granting enough head and legroom to allow me, at 5ft 11in, to sit comfortably behind 6ft Eck’s driving position. There’s greater shoulder room than before, but three across the back will remain a squeeze.
The boot space grows by some 39 litres, and now offers a capacity of 380 litres to match that of the Audi A3. What’s clear, even in the prototypes we’re riding in, is the improved quality. There’s been a huge emphasis on ride comfort, too, after criticism of the outgoing car’s suspension.
Eck admits that the A-class is all new, although the axle concept is carried over. That means a Macpherson-strut front set-up and a five-point multi-link axle on the rear, fitted to Mercedes’ latest MFA (Modular Front Architecture) platform. There’s also a less sophisticated torsion-beam rear axle, for use on less powerful editions.
As standard the dampers are passive, but choose the optional selective system and you’ll have two settings: Comfort and Sport. Eck says with the optional dampers in the first of those configurations, it’s more supple than cars with the passive units, underlining one of the key development goals: improved refinement and comfort.
From the passenger seat and on the rough surfaces of this winter test, the suspension is clearly better at absorbing small bumps, while refinement levels are high. Bigger crests and compressions underline the more sophisticated body control, although the torsion-beam axle does take a little longer to settle after a big bump compared with the multi-link set-up.
Road, wind and engine noise have all been targeted to deliver improved comfort, and the positioning and shape of the mirrors plus a flat underside help the car’s aerodynamics. New door seals assist, too, along with extra sound deadening. It’s quiet, even on Sweden’s testing roads.
The engine line-up will largely follow that of the car’s predecessor, while incorporating Mercedes’ latest units. The petrol range should offer a choice of 1.2, 1.4, 1.6 and 2.0-litre engines, all featuring stop/start tech and turbocharging. There will be
“It’s clear Mercedes has taken on board criticisms of the outgoing model”
cylinder deactivation and, on higherpowered models and AMG versions, the potential for 48V electrics, boosting both performance and economy. The diesel options will be 1.5 and 2.0-litre motors, while petrol-electric hybrids will follow.
As standard the A-class will feature a six-speed manual gearbox or a seven-ratio automatic. Most versions will be front drive, although 4MATIC will be offered as an option on higher-powered versions and as standard on AMG models.