Special Offer detail

AWARD FOR BIGGEST IMPROVER

Models Covered: 3dr/5dr hatch A150, A200, A200T petrol, A160CDI, A180CDI, A200CDI diesel [Classic, Classic SE, Avantgarde SE, Elegance SE]

BY ANDY ENRIGHT

History has been extremely harsh on the Mercedes A-class. Yes, the original model fell over on the infamous ‘elk test’ but less widely known is that Mercedes then implemented a belt and braces safety provision and the car went on to sell over a million units worldwide. Unfortunately, in making that innovative car ultra-safe, the German giant also made it rather dull to drive. The second generation A-class aimed to add a little sparkle and a more upmarket look and feel. Used examples are some of the most overlooked of all premium vehicles and bargains are out there if you’re prepared to do a little detective work.

Few expected a great deal of the all-new Mercedes A-class when it was introduced in Europe in September 2004 and early in 2005 in the UK. This version, dubbed by Mercedes anoraks the W169 as opposed to its predecessor, the W168, wasn’t so much a evolution of the old car as a complete root and branch development. A wider range of diesel engines were offered and three-door models also gave the A-class a more dynamic and aspirational image. UK cars started arriving in January 2005 and sales were steady with the unveiling of a turbocharged A200T model giving enthusiast drivers cause to examine the A-class, probably for the first time. In mid-2008, the range was slightly facelifted – and slimmed down to the derivatives that buyers really wanted, mainly the smaller engines. There were now only two petrol options - the A150 with its 1.5-litre 95bhp unit and the A170 with its 1.7-litre lump producing 116bhp. The diesel options were more vocal than the refined petrol units but had extra strength at low revs for launching the A-Class about town. The A160 CDI was an 82bhp 2.0-litre affair while the A180 CDI had that same capacity and 109bhp. Mercedes introduced a package of eco-friendly ‘BlueEfficiency’ tweaks across the range to try and rival BMW’s ‘EfficientDynamics’ package. This led to improved fuel consumption figures and lower emissions on all models.

The first and most obvious change over the MK1 version was that Mercedes were offering a three-door version of the A-Class in second generation form, designed to appeal to younger, more sports oriented buyers. Despite the presence of the old A210 Evolution model, nobody could really take the MK1 car seriously as an exemplar of dynamic excellence. The stance of the MK2 car was a good deal more conventional, not to mention purposeful, with a 45mm increase in width and a whopping 232mm increase in length. Its dimensions were now more akin to a regular supermini than its predecessor’s tall, short and narrow measurements. Short and long wheelbase models were replaced by a one-size fits all policy, the three and five door cars riding on the same chassis. Despite this more conventional sizing policy, a number of A-Class trademarks were carried over. The second generation car was built on an all-new platform but structural features such as the innovative sandwich floor remained. Owners of the original model wouldn’t take long to appreciate the quality advances of this car, once inside it. The dashboard looks like a scaled down version of the E Class fascia – think premium not Palitoy – and was developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds were exhaustively tested. Although there are some who claim that customer clinics crush genuine innovation, such an approach has made a difference with this car. That’s in stark contrast to the MK1 A-Class, a model that was launched hoping the market would see things its way. Those first generation A-Class models were woefully short of Mercedes Benz look and feel inside, although facelifted variants rectified this to a certain extent. The second-generation car features soft touch fascia surfaces, sleek switchgear, and a glove compartment lid that closes like an Asprey’s jewellery box rather than a CD case. About the best compliment you can pay it is that it actually feels like a Mercedes. Although its exterior dimensions are a good deal more sporting than its predecessor, the MK2 A-Class features a host of MPV style interior features. The rear seats may not slide but they tumble forwards to leave a long flat floor and the Easy Vario Plus system allows the cushion of the rear seat to be hidden under the boot floor. As an option, Mercedes also offered passenger seats that could be completely removed, leaving scope for the driver to be alone with a whole lot of fresh air and thus carrying capacity. It’s all very clever and means that if the car you’re looking at is well specced, you might need to allow a little extra time for the vehicle handover as there’s quite a bit to learn. The MK1 model’s Classic, Elegance and Avantgarde trim levels were carried over into the MK2 range and air conditioning was standard on all models. A Luxury Climate Control system was offered as an option and uses data recorded by temperature, humidity, sun position and outside pollutant sensors. Other desirable options to look for include xenon headlights and a dash-mounted LCD display linked to Mercedes’ excellent COMAND control system.

Opening price for a Mercedes A150 Classic SE is £10,025 on a 2005 05 plate. Go newer and more upmarket in the shape of a 2006 55 plated A170 Classic SE three-door and you’ll need to budget £10,450. Diesels start at around £10,875 for an 05 plated A 160 CDI Classic or £11,625 for the usefully quicker A180 CDI in equivalent trim. Insurance is reasonable, starting at Group 5E for the A150 going up to Group 9 for the A200 diesels. Only the A200 Turbo carries a hefty rating of Group 14.

A full Mercedes dealer service history is absolutely essential, especially for the most recent models whose lengthy warranty – effectively for the life of the car – is dependent on proper servicing by an authorised agent. Check that all the accessories work and watch out for cosmetic damage which can be expensive to correct. These are popular family cars, so check for wear and tear in the rear. Also look for the usual signs of wheel kerbing and poorly repaired accident damage.

(approx. Based on A150 model) Allow around £55 for a set of front brake pads and £35 for the rear and about £175 (excluding catalyst) for a factory exhaust system. A full clutch replacement would cost around £195, a radiator is about £145 whilst a starter motor can be up to £250. A new alternator would be in the region of £495.

With the MK2 A-Class, the engines grew that little bit more powerful to grow into the car’s increased capability. The petrol line up opens with the 95bhp A150, then there’s a 115bhp A170 and a punchy 136bhp A200. Mercedes even offered a 193bhp turbocharged version of this engine, something that would have been unthinkable in the original A-Class. The diesel engine range shows even greater innovation. All units are Euro IV compliant and start with the 82bhp A160CDI, the mid range being marked out by the109bhp A180 CDI and the premier diesel powerplant is the 140bhp A200CDI, a car that you should find an absolute blast – by diesel standards anyway. You’ll find a six speed manual transmission to be the default gearbox but a surprising number of original customers went for the optional Autotronic CVT gearbox. Its ‘manual’ mode features seven gears, although like a proper automatic, it has a torque converter. As well as more power, the MK2 A-Class has a better suspension system. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes refined the system so that it was a good deal more tuneable than the MK1 car’s trailing arm set-up. The second generation car also featured an adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but in this case, engineers at Daimler Chrysler developed a valve that allowed the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, When more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the original A-Class’s pump system. As you might well expect, this ‘A’ comes complete with a legion of electronic safety systems.

In MK2 guise, the A-class was rehabilitated. Get one before too many people realise.

STRAIGHT ‘A’ PUPIL?
The Mercedes A-Class Never Really Overcame A Difficult Birth. The Second Generation Model Is Launched With A Greater Wealth Of Experience And Technical Ability Behind It. Andy Enright Reports On The A170 Version.

"It’s not going to get round. Not this time." As we sat in our car and watched pre-production Mercedes A-Class models tackling the Nurburgring’s Brunnchen corner, it seemed only a matter of time before one would punch a neat sized hole in the adjacent scenery. Every lap that passed seemed to bring the pocket Benz down the hill ever quicker, tyres groaning in protest as the car edged ever closer to the unflinching guard rail. After an hour and with no sign of an impending accident, we departed in search of refreshment, safe in the knowledge that this generation A-Class was a massively different proposition to its predecessor.

This would be all well and good were the development hacks some special one-off sports version, but chatting to the industry drivers over a drink in the Pistenklause restaurant that evening, we found out they were standard A170 models with stock suspension and tyres. If you had the talent and the courage, you could corner an A170 like these guys. I wouldn’t attempt it. Despite the many changes wrought upon the latest generation A-Class, it’s still not what you’d describe as a sports hatch. The £15,182 A170 variant packs 115bhp beneath its stubby bonnet but it’s not particularly quick, the pace off the line slightly dulled by the weight of equipment and build quality. Most owners will view this as an acceptable trade off. A six speed manual transmission is the default gearbox but all models will be available with an optional Autotronic CVT gearbox. Its ‘manual’ mode features seven gears although like a proper automatic it has a torque converter. Should be interesting. Sitting above the A150 and A160CDI models but below the A180, A200, A200T and A200CDI variants, the A170 represents the sort of middle market Mercedes A-Class that the majority of buyers will turn to. Capable of getting to 60mph from standstill in a respectable 10.6 seconds and registering a top speed of 118mph, the A170 offers a reasonable turn of speed which, coupled with decent economy and emissions, should make it the biggest selling petrol- powered A-Class.

"As a a value proposition, the A170 stacks up a lot better than any of the old A Class variants"

Many of you will already be familiar with the A170 badge, attached as it was to the rump of the entry-level diesel model in the outgoing range, but the latest A-Class line up is a very different proposition. The first and most obvious change is that Mercedes is offering a three-door version of the A170, designed to appeal to younger, more sports-oriented buyers. Despite the presence of the old A210 Evolution model, nobody could really take the old car seriously as an exemplar of dynamic excellence. The stance of the latest car is a good deal more conventional, not to mention purposeful, with a 45mm increase in width and a whopping 232mm increase in length. Its dimensions are now more akin to a regular supermini than its predecessor’s tall, short and narrow measurements ever were. Short and long wheelbase models have been replaced by a one-size fits all policy, the three and five door cars riding on the same chassis. Despite this more conventional sizing policy, a number of A-Class trademarks are carried over. The latest generation car is built on an all-new platform but structural features such as the innovative sandwich floor remain. Drop inside and you’ll instantly appreciate the gulf in quality between this car and the outgoing model. The dashboard looks like a scaled down version of the E-Class fascia – think premium not Palitoy – and has been developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds have been exhaustively tested. Although there are some who claim that customer clinics crush genuine innovation, it has to be said that Mercedes are showing a good deal more humility and desire to understand their core customers than they did with the old A-Class, a car that was launched hoping the market would see things its way. The first generation A-Class models were woefully short of Mercedes Benz look and feel inside, although later models rectified this to a certain extent. The second-generation car features soft touch fascia surfaces, sleek switchgear, and a glove compartment lid that closes like an Asprey’s jewellery box rather than a CD case. About the best compliment you can pay it is that it now actually feels like a Mercedes. With more power comes a better suspension system. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes have refined the system so that it’s a good deal more tuneable than the outgoing trailing arm set-up. What is new is their adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but engineers at Daimler Chrysler have developed a valve that allows the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, but when more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the old pump system. As you might well expect, the A-Class still comes complete with a legion of electronic safety systems. The A170 is never going to be the headline grabber of the A-Class range. Instead it’s a car that juggles many of the inherent compromises involved in building a premium supermini better than most others. Yes, it is a good deal pricier than the majority of the supermini market is prepared to pay, but as a value proposition, it stacks up a lot better than any of the old A-Class variants and offers a decent step up in power from the rather weedy A150. If you have existing prejudices against the Mercedes A-Class, the A170 may just have the power to convert.

Facts At A Glance CAR: Mercedes A170 range PRICES: £15,182-£17,977 – on the road INSURANCE GROUPS: 6E PERFORMANCE: Max Speed 117mph / 0-62mph 10.9s FUEL CONSUMPTION: (urban) 32.8mpg (extra urban) 51.4mpg (combined) 42.8mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm

MERCEDES BRINGS IT’S A GAME
There’s nothing else quite like the Mercedes A-Class. Steve Walker checks out the smallest Mercedes-Benz.

Safer, greener and slightly better looking, the latest Mercedes-Benz A-Class continues with its unorthodox approach to the premium hatchback sector. Unlike its rivals, it’s not sporty in any meaningful way and the engines that flattered to deceive in that regard have been dropped. Today’s higher-tech A-Class is content to offer comfort, quality and interior versatility and should continue to find a ready market.

With its tall shape and MPV overtones, the Mercedes A-Class has always looked something of a misfit in the premium hatchback sector. While Mercedes stuck to its guns, developing the first generation model’s practical themes to create the superior second generation car, its big German rivals were busy perusing more dynamic directions with their entry-level products. Now buyers are presented with the facelifted version of the second generation A-Class. Its core values remain but the hope is that the package is now even more persuasive. In trying to pinpoint direct rivals of the Mercedes A-Class, it’s easy to end up in a bit of a muddle. The obvious candidates are BMW’s 1-Series and Audi’s A3 which, together with the A-Class, constitute the most affordable way of putting a new premium-badged German car on your driveway. If you take all that badge equity bit out of the equation though, the A-Class has more in common with slightly larger five-seater compact MPVs like Ford’s C-MAX and Renault’s Scenic. Punters after the spaciousness and family-friendly design that these kinds of vehicles offer twined with German engineering and build quality, tend to arrive at the same conclusion. Apart from the A-Class, there isn’t much else that fits the bill. The engine range gives UK buyers four choices to mull over. Two petrol options are the most straightforward: there’s the A150 with its 1.5-litre 95bhp unit and the A170 with its 1.7-litre lump producing 116bhp. Performance is as modest as those power ratings suggest with the A150 taking 12.6s to reach 62mph from a standing start and the A170 doing the business in 10.9s.

"The A-Class prioritises safety and comfort over power and exhilaration…."

The diesel options are more vocal than the refined petrol units but have extra strength at low revs for launching the A-Class about town. The A160 CDI is an 82bhp 2.0-litre affair while the A180 CDI has that same capacity and 109bhp. These aren’t really the kind of power outputs we’ve come to expect from 2.0-litre common-rail diesel engines but by keeping the wick turned down, Mercedes has enhanced economy. The sporty models which once sat at the top of the A-Class range are no more in the UK market and this looks like an intelligent move from Mercedes, leaving the A-Class free to concentrate on what it does best. The A-Class prioritises safety and comfort over power and exhilaration. As a result, it’s well suited to the kind of driving most of us are forced to do most of the time. The tall shape facilitates a high driving position with a good view out that inspires confidence when you’re threading the car through crowded streets. The light steering and soft suspension also help to make the car an amiable companion but it won’t reward drivers who are hell bent on extracting maximum pace. High cornering speeds provoke considerable body roll but take things easy and the experience is pleasant and relaxing. The Mercedes A-Class remains instantly recognisable in its latest form but anyone looking to tell the original second generation car apart from this facelifted model has a far tougher task on. For the record, the usual facelift suspects of light clusters, grille and bumpers have been tweaked but we’d be lying if we said that the alterations are groundbreaking. The MPV shape of the exterior remains, as do the people carrier design features that make the A-Class interior so easy to use. The interior has been upgraded with larger stowage compartments and new fabrics. Passenger space remains first class considering the car’s modest footprint and the Mercedes can certainly teach the BMW 1-Series a thing or two on this score. The rear seats can tumble forwards to extend luggage space and there are some neat storage areas dotted around the cabin. Build quality too is tough to criticise as well but aside from redesigned cup holders and some revised trim materials, the facelifted interior holds no surprises. Prices lie in the £14,000 to £19,000 bracket. As before, there’s a three-door bodystyle that Mercedes calls a ‘Coupe’, plus the more usual five-door model. The A-Class looks more attractively priced these days and that’s despite the unceremonious axing of the entry-level Classic trim level. These days, it all kicks off at just over £14,000 which isn’t cheap but it gets you a well specified CLASSIC SE derivative helping the A-Class score bonus points from a value for money standpoint. Above this sits the ELEGANCE SE and the more sporty-looking AVANTGARDE SE, with the only other trim level being the eco-friendly BlueEFFICIENCY model. A series of advanced technological features are available on the A-Class. The car has a good reputation for safety these days, having put its famously unfortunate encounter with an elk well and truly behind it, and to the standard haul of ESP stability control with hill start assist, four airbags and active head restraints, it now adds adaptive flashing brake lights and emergency interior lighting that comes on following an accident. There’s also the possibility for the well-heeled of ordering an A-Class with active parking assistance (a clever feature that helps you identify a parking space, then steers you into it). There’s also a surround sound stereo and Mercedes’ latest voice controlled navigation system. With fuel consumption on the combined cycle that gets no thirstier than 42.8mpg, this A-Class is never going to be a pricey car to run. Perhaps the most salient addition to the latest A-Class is the BlueEFFICIENCY package which aims to regain some of the ground lost to BMW’s outstanding EfficientDynamics initiative. The name might be less catchy but the results could be similarly compelling. BlueEFFICIENCY runs to aerodynamic improvements to the radiator grille and a ride height lowered by 10mm that will also reduce drag. There’s a generator management system that charges the battery with energy that would otherwise have been lost on the engine overrun and, the highlight, an ECO stop/start function that turns off the engine when the petrol A-Classes are stationary. An A150 with the BlueEFFICIENCY modifications can return 48.7mpg (9% better than the standard car) and emits just 139g/km of CO2 but an A160 CDI with the technology gets an outstanding 64.2mpg (that’s 11% better than the standard version) with 116g/km emissions. The Mercedes A-Class continues to plough a lone furrow in the premium hatchback sector. With other manufacturers favouring the sporty approach, Mercedes continues to attack the market from a more family-friendly angle. The A-Class trumps its direct rivals for interior space and cabin versatility while offering a comfortable, if uninvolving driving experience. Buyers seduced by the lure of the three-pointed star won’t feel short changed by the most accessible Mercedes, the standards of safety, build and engineering are impressive while running costs are now comparable with top rivals. The latest A-Class largely sticks at what it does best but the BlueEFFICIENCY technology keeps it competitive with BMW’s finest. The car remains a unique proposition and buyers seeking a compact premium badge car with generous space for rear seat passengers will continue to gravitate in the direction of their Mercedes dealership.

Facts At A Glance CAR: Mercedes A-Class range PRICES: £14,365-£18,815 – on the road INSURANCE GROUPS: 5E-9E CO2 EMISSIONS: 116-169g/km PERFORMANCE: [A170] Max Speed 117mph / 0-62mph 10.9s FUEL CONSUMPTION: [A160 CDI BlueEFFICIENCY] (combined) 64.2mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm

MERCEDES BRINGS ITS ‘A’ GAME
Potential buyers might need to forget what they think they know about the Mercedes A Class. Those who haven’t tried the latest second generation version may find that it re-writes the established class rules. Andy Enright reports on the A150 version

By all accepted wisdom, the A150 should be the least exciting car Mercedes make. Drawing on just 95bhp, Mercedes’ A150 isn’t exactly a ripsnorter, its 1.5-litre engine being modesty personified. Trouble is, the old A-Class could be a little too exciting for its own good at times. This second generation model might not set your trousers on fire, but it’s a better car in virtually every respect. Buying a base model Mercedes can be an exercise in canny consumption.

Prices start from just £14,365 for the three-door A150 with the five-door variant pitching in at £15,115. Compared to an entry level BMW 1 Series, this is bargain basement stuff and comparable in many respects to something far more mainstream such as a 1.6-litre Ford Focus. If you’re an enthusiast driver, both of these options may well be preferable to the baby Merc, but there are a great many prospective purchasers who couldn’t give a monkey’s about heel and toe downchanges or lift off oversteer. For them, the packaging and badge cachet will be more than enough to seal the deal. The Mercedes A-Class remains instantly recognisable in its latest form but anyone looking to tell the original second generation car apart from this facelifted model has a far tougher task on. For the record, the usual facelift suspects of light clusters, grille and bumpers have been tweaked but we’d be lying if we said that the alterations are groundbreaking. Far more important is what has gone on under the surface. An option which many owners will want to consider is the BlueEFFICIENCY package. This runs to aerodynamic improvements to the radiator grille and a ride height lowered by 10mm that will also reduce drag. There’s a generator management system that charges the battery with energy that would otherwise have been lost on the engine overrun and, the highlight, an ECO stop/start function that turns off the engine when the petrol A-Classes are stationary. An A150 with the BlueEFFICIENCY modifications can return 48.7mpg (9% better than the standard car) and emits just 139g/km of CO2.

"Buying a base model Mercedes can be an exercise in canny consumption"

Under the bonnet, the A150’s 8v engine isn’t the first or last word in powerplant technology but it is reliable and boasts surprisingly good torque, its modest power delivered to the front wheels via a five-speed manual gearbox. If you’re planning on using the car largely in city traffic, it could well be worthwhile specifying the Autotronic continuously variable automatic transmission. This is the first transmission from Mercedes to operate on this principle in which the ratios are changed continuously by means of a pulley-wheel variator and a steel thrust belt. As a result, the A-Class is able to accelerate with no interruption of power and the engine reaches its maximum output more quickly than with a conventional automatic transmission. The Autotronic gearbox also excels in terms of ride comfort and low noise levels. It comes complete with a choice of transmission modes – ‘S’ for ‘standard’ in which the gearbox can recognise and learn different driving styles, ‘C’ for ‘comfort’ for lower revs, smoother acceleration and lower fuel consumption; and a ‘manual’ mode where the entire ratio range is split into seven virtual gears that can be selected by nudging the gear lever left or right. Performance with Autotronic still can’t quite match that with the conventional stick shift, although it’s not too far off and many will consider it an adequate trade-off to save their clutch leg in stop/start traffic. The manual A150 will hit 60mph in 12.3 seconds and the Autotronic version will require 13.2 seconds. Both cars will see a 109mph top speed but in terms of economy, it’s the manual car that again excels. Score one for the cerebral cortex then, with 45.6 mpg for a manual up against 42.8mpg for the CVT. It’s the same story when it comes to emissions, the manual car churning out 148g/km of carbon dioxide and the Autotronic version pumping out a still respectable 157g/km. The latest generation car may be built on an all-new platform but structural features such as the innovative sandwich floor have been carried over from the old MK1 A-Class. If you owned one of those, drop inside and you’ll instantly appreciate the gulf in quality between this car and that one. The dashboard looks like a scaled down version of the E-Class fascia – think premium not Palitoy – and has been developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds have been exhaustively tested. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes have refined the system so that it’s a good deal more tuneable than the outgoing trailing arm set-up. What is new is their adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but engineers at Daimler Chrysler have developed a valve that allows the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, but when more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the old pump system. As you might well expect, the A-Class still comes complete with a legion of electronic safety systems. The A150 could be the quiet success of the A Class range. While the torquey CDI diesel variants will attract more attention, the A150 could inconspicuously plunder a whole heap of sales from mainstream rivals. It’s been a long time coming but the A Class could well have arrived.

Facts At A Glance CAR: Mercedes A150 range PRICES: £14,365-£16,715 – on the road INSURANCE GROUPS: 5E CO2 EMISSIONS: 139-166g/km PERFORMANCE: Max Speed 109mph / 0-62mph 12.3s FUEL CONSUMPTION: (urban) 35.8mpg / (extra urban) 52.3mpg / (combined) 45.6mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm

STRAIGHT ‘A’ PUPIL?
The improved second generation Mercedes A-Class is harder to ignore. Andy Enright reports on the A170 version

"It’s not going to get round. Not this time." As we sat in our car and watched pre-production Mercedes A-Class models tackling the Nurburgring’s Brunnchen corner, it seemed only a matter of time before one would punch a neat sized hole in the adjacent scenery. Every lap that passed seemed to bring the pocket Benz down the hill ever quicker, tyres groaning in protest as the car edged ever closer to the unflinching guard rail. After an hour and with no sign of an impending accident, we departed in search of refreshment, safe in the knowledge that this generation A-Class was a massively different proposition to its predecessor.

This would be all well and good were the development hacks some special one-off sports version, but chatting to the industry drivers over a drink in the Pistenklause restaurant that evening, we found out they were standard A170 models with stock suspension and tyres. If you had the talent and the courage, you could corner an A170 like these guys. I wouldn’t attempt it. Despite the many changes wrought upon the latest generation A-Class, it’s still not what you’d describe as a sports hatch. The car’s been improved in recent times, though anyone looking to tell the original second generation car apart from this facelifted model has a far tougher task on. For the record, the usual facelift suspects of light clusters, grille and bumpers have been tweaked but we’d be lying if we said that the alterations are groundbreaking. Far more important is what has gone on under the surface. An option which many owners will want to consider is the BlueEFFICIENCY package. This runs to aerodynamic improvements to the radiator grille and a ride height lowered by 10mm that will also reduce drag. There’s a generator management system that charges the battery with energy that would otherwise have been lost on the engine overrun and, the highlight, an ECO stop/start function that turns off the engine when petrol A-Classes like this one are stationary. Expect a fuel economy improvement of around 9% and a similar enhancement to emissions.

"As a value proposition, the A170 stacks up a lot better than you might think"

The £15,680 A170 variant packs 115bhp beneath its stubby bonnet but it’s not particularly quick, the pace off the line slightly dulled by the weight of equipment and build quality. Most owners will view this as an acceptable trade off. A six speed manual transmission is the default gearbox but all models are available with an optional Autotronic CVT gearbox. Its ‘manual’ mode features seven gears although like a proper automatic it has a torque converter. Should be interesting. Sitting above the A150 and A160CDI models, the A170 represents the sort of Mercedes A-Class that the majority of buyers will turn to. Capable of getting to 60mph from standstill in a respectable 10.6 seconds and registering a top speed of 118mph, the A170 offers a reasonable turn of speed which, coupled with decent economy and emissions, should make it the biggest selling petrol- powered A-Class. The latest generation car may be built on an all-new platform but structural features such as the innovative sandwich floor have been carried over from the old MK1 A-Class. If you owned one of those, drop inside and you’ll instantly appreciate the gulf in quality between this car and that one. The dashboard looks like a scaled down version of the E-Class fascia – think premium not Palitoy – and has been developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds have been exhaustively tested. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes have refined the system so that it’s a good deal more tuneable than the outgoing trailing arm set-up. What is new is their adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but engineers at Daimler Chrysler have developed a valve that allows the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, but when more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the old pump system. As you might well expect, the A-Class still comes complete with a legion of electronic safety systems. The first generation A-Class models were woefully short of Mercedes Benz look and feel inside, although later models rectified this to a certain extent. The second-generation car features soft touch fascia surfaces, sleek switchgear, and a glove compartment lid that closes like an Asprey’s jewellery box rather than a CD case. About the best compliment you can pay it is that it now actually feels like a Mercedes. The A170 is never going to be the headline grabber of the A-Class range. Instead it’s a car that juggles many of the inherent compromises involved in building a premium supermini better than most others. Yes, it is a good deal pricier than the majority of the supermini market is prepared to pay, but as a value proposition, it stacks up a lot better than any of the old A-Class variants and offers a decent step up in power from the rather weedy A150. If you have existing prejudices against the Mercedes A-Class, the A170 may just have the power to convert.

Facts At A Glance CAR: Mercedes A170 range PRICES: £15,680-£18,030 – on the road INSURANCE GROUP: 6E CO2 EMISSIONS: 157-169g/km PERFORMANCE: Max Speed 117mph / 0-62mph 10.9s FUEL CONSUMPTION: (urban) 32.8mpg / (extra urban) 51.4mpg / (combined) 42.8mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm

MB A IN 2D
With two diesel engines to choose from, the latest Mercedes-Benz A-Class looks an ever more tempting proposition. Andy Enright reports

Call me a convert. The original Mercedes A-Class may have established a reputation as a rather eccentric handler but later iterations of the car just got better and better. It never became a top driver’s choice but towards the end of its days it was safe and, in some cases, reasonably spry. Mercedes’ root and branch redesign of the A-Class has resulted in a car that looks capable of serving up some fun. Marrying this car to one of the two diesel engines on offer looks like a sound investment to boot.

Having witnessed prototype A-Class models being hammered around the Nurburgring, there’s no doubt that with a committed driver at the wheel, this is a car that can really be hustled. That’s not this car’s raison d’etre though. Both the diesel units on offer are geared towards economy rather than performance and both are of course Euro IV compliant, starting with the 82bhp A160CDI, the top range being marked out by the 109bhp A180 CDI. Add a little more to those prices if you want five rather than three doors. A six speed manual transmission is the default gearbox but all models are available with an optional Autotronic CVT gearbox. Its ‘manual’ mode features seven gears, although like a proper automatic it has a torque converter. Should be interesting. The Mercedes A-Class remains instantly recognisable in its latest form but anyone looking to tell the original second generation car apart from this facelifted model has a far tougher task on. For the record, the usual facelift suspects of light clusters, grille and bumpers have been tweaked but we’d be lying if we said that the alterations are groundbreaking. The MPV shape of the exterior remains, as do the people carrier design features that make the A-Class interior so easy to use.

"The Mercedes A-Class remains instantly recognisable in its latest form"

Perhaps the most salient addition to the latest version of the A-Class is the BlueEfficiency package which aims to regain some of the ground lost to BMW’s outstanding EfficientDynamics initiative. The name might be less catchy but the results could be similarly compelling. BlueEfficiency runs to aerodynamic improvements to the radiator grille and a ride height lowered by 10mm that will also reduce drag. There’s a generator management system that charges the battery with energy that would otherwise have been lost on the engine overrun. An A160 CDI with the BlueEfficiency modifications can return an outstanding 63mpg with 119g/km emissions. The suspension system used is surprisingly sophisticated. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes have refined the system so that it’s a good deal more tuneable than the outgoing trailing arm set-up. What is really clever is their adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but engineers at Mercedes have developed a valve that allows the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, but when more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the old pump system. As you might well expect, the A Class still comes complete with a legion of electronic safety systems. The A-Class still doesn’t challenge the best hot hatches in its class when it comes to tactility but it feels a good deal better planted on the road than the first generation car. If you haven’t tried a second generation A-Class model, the first and most crucial change with this generation car is that you can order it in three-door as well as five-door form, this extra bodystyle intended to appeal to younger, more sports oriented buyers. The stance of this car is purposeful, with a 45mm increase in width and a whopping 232mm increase in length over the MK1 A-Class. Its dimensions are now more akin to a regular supermini than its predecessor’s tall, short and narrow measurements ever were. Short and long wheelbase models have been replaced by a one-size fits all policy, the three and five door cars riding on the same chassis. Despite this more conventional sizing policy, a number of A-Class trademarks are carried over. The latest generation car is built on an all-new platform but structural features such as the innovative sandwich floor remain. Drop inside and you’ll instantly appreciate the gulf in quality between this car and the outgoing model. The dashboard looks like a scaled down version of the E-Class fascia – think premium not Palitoy – and has been developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds have been exhaustively tested. With a range of excellent common rail diesel engines and a slightly more conventional – albeit better looking – offering than before, the Mercedes A-Class is an immeasurably improved car. Our pick would be the top A180CDI, if only for that pokier mid-range urge, but in truth either of the two engines has the ability to satisfy. Mercedes finally have an A-Class that lives up to its billing.

Facts At A Glance CAR: Mercedes A-Class diesel range PRICES: £15,145-£18,815 – on the road INSURANCE GROUPS: 5E-6E CO2 EMISSIONS: 116-154g/km PERFORMANCE: [A160CDI] 0-60mph 15.0s / Max Speed 102mph FUEL CONSUMPTION: [A160CDI] (urban) 45.6mpg / (extra urban) 65.7mpg / (combined) 57.6mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm

MB A IN 2D
With two diesel engines to choose from, the latest Mercedes-Benz A-Class looks an ever more tempting proposition. Andy Enright reports

Call me a convert. The original Mercedes A-Class may have established a reputation as a rather eccentric handler but later iterations of the car just got better and better. It never became a top driver’s choice but towards the end of its days it was safe and, in some cases, reasonably spry. Mercedes’ root and branch redesign of the A-Class has resulted in a car that looks capable of serving up some fun. Marrying this car to one of the two diesel engines on offer looks like a sound investment to boot.

Having witnessed prototype A-Class models being hammered around the Nurburgring, there’s no doubt that with a committed driver at the wheel, this is a car that can really be hustled. That’s not this car’s raison d’etre though. Both the diesel units on offer are geared towards economy rather than performance and both are of course Euro IV compliant, starting with the 82bhp A160CDI, the top range being marked out by the 109bhp A180 CDI. Add a little more to those prices if you want five rather than three doors. A six speed manual transmission is the default gearbox but all models are available with an optional Autotronic CVT gearbox. Its ‘manual’ mode features seven gears although like a proper automatic it has a torque converter. Should be interesting. The Mercedes A-Class remains instantly recognisable in its latest form but anyone looking to tell the original second generation car apart from this facelifted model has a far tougher task on. For the record, the usual facelift suspects of light clusters, grille and bumpers have been tweaked but we’d be lying if we said that the alterations are groundbreaking. The MPV shape of the exterior remains, as do the people carrier design features that make the A-Class interior so easy to use.

"The Mercedes A-Class remains instantly recognisable in its latest form"

Perhaps the most salient addition to the latest version of the A-Class is the BlueEfficiency package which aims to regain some of the ground lost to BMW’s outstanding EfficientDynamics initiative. The name might be less catchy but the results could be similarly compelling. BlueEfficiency runs to aerodynamic improvements to the radiator grille and a ride height lowered by 10mm that will also reduce drag. There’s a generator management system that charges the battery with energy that would otherwise have been lost on the engine overrun. An A160 CDI with the BlueEfficiency modifications can return an outstanding 63mpg with 119g/km emissions. The suspension system used is surprisingly sophisticated. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes have refined the system so that it’s a good deal more tuneable than the outgoing trailing arm set-up. What is really clever is their adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but engineers at Mercedes have developed a valve that allows the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, but when more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the old pump system. As you might well expect, the A Class still comes complete with a legion of electronic safety systems. The A-Class still doesn’t challenge the best hot hatches in its class when it comes to tactility but it feels a good deal better planted on the road than the first generation car. If you haven’t tried a second generation A-Class model, the first and most crucial change with this generation car is that you can order it in three-door as well as five-door form, this extra bodystyle intended to appeal to younger, more sports oriented buyers. The stance of this car is purposeful, with a 45mm increase in width and a whopping 232mm increase in length over the MK1 A-Class. Its dimensions are now more akin to a regular supermini than its predecessor’s tall, short and narrow measurements ever were. Short and long wheelbase models have been replaced by a one-size fits all policy, the three and five door cars riding on the same chassis. Despite this more conventional sizing policy, a number of A-Class trademarks are carried over. The latest generation car is built on an all-new platform but structural features such as the innovative sandwich floor remain. Drop inside and you’ll instantly appreciate the gulf in quality between this car and the outgoing model. The dashboard looks like a scaled down version of the E-Class fascia – think premium not Palitoy – and has been developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds have been exhaustively tested. With a range of excellent common rail diesel engines and a slightly more conventional – albeit better looking – offering than before, the Mercedes A-Class is an immeasurably improved car. Our pick would be the top A180CDI, if only for that pokier mid-range urge, but in truth either of the two engines has the ability to satisfy. Mercedes finally have an A-Class that lives up to its billing.

Facts At A Glance CAR: Mercedes A-Class diesel range PRICES: £14,647-£20,662 [est] – on the road INSURANCE GROUPS: 5E-6E CO2 EMISSIONS: 128-157g/km PERFORMANCE: [A160CDI] 0-60mph 15.0s / Max Speed 102mph FUEL CONSUMPTION: [A160CDI] (combined) 57.6mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm

A CLASS OF 2005
A Mercedes A-Class With Some Poke Under The Bonnet May Take A Bit Of Getting Used To But The Results Are Rather Surprising. Andy Enright Reports

The old Mercedes A-Class was many things but it could never have been described as sporting. Early cars had competent handling but if you had an ounce of 98RON flowing through your veins, you’d likely pass the A-Class over in favour of something a little more dynamic. Recognising this, Mercedes have imbued the latest generation of A-Classes with a bit more composure when the road deviates from the straight ahead and to capitalise on this new found surefootedness, they are offering a zippy 136bhp A200 model.

That may not sound a whole lot of power, especially as the old A-Class campaigned with a 140bhp A210 Evolution model, but buyers of this car rapidly discovered that it had a bit more power than the chassis could comfortably handle. There are no such problems with the latest A. That top heavy, slightly wallowy feeling and the sudden intervention of multitudes of electronic control systems has been replaced by a whole lot more fluidity in the chassis and more heft to the steering. So confident are they in the current car’s abilities that Mercedes are also offering a 193bhp A200 Turbo derivative capable of a 7.3s 0-60mph sprint. The A200 will accelerate to 60mph in 9.8 seconds, which will be quick enough for most buyers. A top speed of 124mph will embarrass most hatches although the 193bhp turbocharged version offers enthusiasts some real bang for their buck. Still, it’s good to know the chassis is capable of handling that sort of power, safe in the knowledge that 136bhp is well within its comfort zone. The first time you tip the A200 into a corner you’re instantly aware that here is a car that has undergone a radical transformation. Although many of the avantgarde engineering solutions remain, the A-Class now no longer feels like something quite removed from the automotive mainstream. In short, it feels like a car rather than a design oddity. Mercedes’ problem is that in bringing the A200 closer to the feel of many more proletarian hatches, it has a tougher time justifying its hefty asking price. You’ll need £16,382 to land the entry-level Classic three-door ranging up to £19,177 to buy an Avantgarde SE five-door. That’s quite some money, and those looking to seat four comfortably, get a quality interior, a touch of pace and still cut it on the city streets may well feel as if they’re getting a better deal with something like a Volkswagen Golf 1.6FSI or a Volvo S40 1.8. Still, whilst both of these cars make superb all rounders, neither has quite the same exclusive feel as the A200.

"The A200 is pricey but now feels like a premium product"

Mercedes has made great strides not only in imbuing the A-Class with superior driving characteristics but also in bringing more traditional Mercedes aspects of build quality to the cabin. The first generation A-Class models were woefully short of Mercedes Benz look and feel inside, although later models rectified this to a certain extent. The second-generation car features soft touch fascia surfaces, sleek switchgear, and a glove compartment lid that closes like an Asprey’s jewellery box rather than a CD case. About the best compliment you can pay it is that it now actually feels like a Mercedes. The first and most obvious change is that Mercedes is offering a three-door version of the A200, designed to appeal to younger, more sports-oriented buyers. The stance of the latest car is a good deal more conventional, not to mention purposeful, with a 45mm increase in width and a whopping 232mm increase in length. Its dimensions are now more akin to a regular supermini than its predecessor’s tall, short and narrow measurements ever were. Short and long wheelbase models have been replaced by a one-size fits all policy, the three and five door cars riding on the same chassis. Despite this more conventional sizing policy, a number of A-Class trademarks are carried over. The latest generation car is built on an all-new platform but structural features such as the innovative sandwich floor remain. Drop inside and you’ll instantly appreciate the gulf in quality between this car and the outgoing model. The dashboard looks like a scaled down version of the E-Class fascia – think premium not Palitoy – and has been developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds have been exhaustively tested. Although there are some who claim that customer clinics crush genuine innovation, it has to be said that Mercedes are showing a good deal more humility and desire to understand their core customers than they did with the old A-Class, a car that was launched hoping the market would see things its way. With more power comes a better suspension system. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes have refined the system so that it’s a good deal more tuneable than the outgoing trailing arm set-up. What is new is their adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but engineers at Daimler Chrysler have developed a valve that allows the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, but when more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the old pump system. As you might well expect, the A-Class still comes complete with a legion of electronic safety systems. The A200 offers a decent compromise between performance and frugality, space and compactness. Without the handicap of its hefty asking price, it would be a car that’s easy to recommend but there are plenty of other rivals that would appear to offer more for the money. If, on the other hand, you are keen on owning a car with a prestige badge and want something a step removed from the mainstream feeding frenzy, the A200 makes a worthwhile and quirky alternative.

Facts At A Glance CAR: Mercedes A200 range PRICES: £16,382-£19,177 – on the road INSURANCE GROUPS: 9E PERFORMANCE: Max Speed 124mph / 0-60mph 9.8s FUEL CONSUMPTION: (combined) 37.8mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm November 22nd 2007

SECOND VERSE, NOT LIKE THE FIRST
The Mercedes A-Class never really overcame a difficult birth. The second generation model has put such things behind it thanks to its greater depth of excellence and technical ability. Andy Enright reports

Can a car that sells more than a million units really be judged a failure? On the face of it, such an accusation would seem churlish in the extreme, but when the car we’re talking about is the MK1 Mercedes A-Class, the issue becomes a bit more complicated. Even after racking up such big numbers, few missed this baby Merc when it disappeared from sale in 2005, levelling accusations of rushed development and poor quality at it. This is a little unfair as later MK1 A-Class models were safe and even pretty well built but mud sticks. In order for the A Class to really win our affection, Mercedes knew that they needed to come up with a clean sheet design, offering ‘old Mercedes’ build with new Mercedes safety and style. They did just that and for the last few years, the second generation A-Class has been rewriting history.

The first and most obvious change if you haven’t tried one is that Mercedes is these days offering a three-door version of the A-Class, designed to appeal to younger, more sports oriented buyers. Despite the presence of the old A210 Evolution model in the first generation line-up, nobody could really take the old MK1 car seriously as an exemplar of dynamic excellence. The stance of the latest car is a good deal more conventional, not to mention purposeful, with a 45mm increase in width and a whopping 232mm increase in length. Its dimensions are now more akin to a regular supermini than its predecessors tall, short and narrow measurements ever were. Short and long wheelbase models have these days been replaced by a one-size fits all policy, the three and five door cars riding on the same chassis with prices starting from £14,065.

"You’ll instantly appreciate the gulf in quality between this car and the MK1 model"

Despite this more conventional sizing policy, a number of A-Class trademarks are carried over. The latest generation car is built on a completely fresh platform but structural features such as the innovative sandwich floor remain. Drop inside and you’ll instantly appreciate the gulf in quality between this car and the outgoing model. The dashboard looks like a scaled down version of the E Class fascia – think premium not Palitoy – and has been developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds have been exhaustively tested. Although there are some who claim that customer clinics crush genuine innovation, it has to be said that Mercedes are showing a good deal more humility and desire to understand their core customers than they did with the old A-Class, a car that was launched hoping the market would see things its way. The first generation A-Class models were woefully short of Mercedes Benz look and feel inside, although later models rectified this to a certain extent. The second-generation car features soft touch fascia surfaces, sleek switchgear, and a glove compartment lid that closes like an Asprey’s jewellery box rather than a CD case. About the best compliment you can pay it is that it now actually feels like a Mercedes. The engines have grown that little bit more powerful to grow into the car’s increased capability. The petrol line up opens with the 95bhp A150, then there’s a 115bhp A170 and a punchy 136bhp A200. Mercedes even offer a 193bhp turbocharged version of this engine, something that would have been unthinkable in the old car. The diesel engine range shows greater innovation. All units are Euro IV compliant and start with the 82bhp A160CDI, the mid range being marked out by the109bhp A180 CDI and the premier diesel powerplant is the 140bhp A200CDI, a car that is an absolute blast. A six speed manual transmission is the default gearbox but all models are also available with an optional Autotronic CVT gearbox. Its ‘manual’ mode features seven gears, although like a proper automatic, it has a torque converter. With more power comes a better suspension system. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes have refined the system so that it’s a good deal more tuneable than the outgoing trailing arm set-up. What is new is their adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but engineers at Daimler Chrysler have developed a valve that allows the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, but when more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the old pump system. As you might well expect, the A Class still comes complete with a legion of electronic safety systems. Although its exterior dimensions are a good deal more sporting than before, the A-Class features a host of MPV style interior features. The rear seats may not slide but they tumble forwards to leave a long flat floor and the Easy Vario Plus system allows the cushion of the rear seat to be hidden under the boot floor. As an option, Mercedes also offer passenger seats that can be completely removed, leaving scope for the driver to be alone with a whole lot of fresh air and thus carrying capacity. It’s all very clever and will doubtless cause Mercedes dealers to schedule a little more time for vehicle handover as there’s quite a bit to learn. The familiar Classic, Elegance and Avantgarde trim levels are on offer and air conditioning is standard on all models. A Luxury Climate Control system is offered as an option and uses data recorded by temperature, humidity, sun position and outside pollutant sensors. Other desirable options include xenon headlights, and a dash mounted LCD display linked to Mercedes’ excellent COMAND control system. Bigger, sportier, quicker and more desirable, the second generation A-Class is more Mercedes Benz than ever before. No longer the runt of the litter, this A-Class offers a tempting alternative to BMW’s 1 Series if you’re looking for a compact but prestigious runabout. If you were tasked with preparing a wish list to make the old A-Class ‘right’, the result wouldn’t have looked too far off the second-generation model we have here. Right second time is better than not at all.

Facts At A Glance CAR: Mercedes A-Class range PRICES: £14,065-£21,790 – on the road INSURANCE GROUPS: 5E-9E PERFORMANCE: [A170] Max Speed 117mph / 0-62mph 10.9s FUEL CONSUMPTION: [A180 CDi] (urban) 40.4mpg (extra urban) 64.2mpg (combined) 54.3mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm

MERCEDES BRINGS ITS ‘A’ GAME
Potential buyers might need to forget what they think they know about the Mercedes A Class. Those who haven’t tried the second generation version may find that it re-writes the established class rules. Andy Enright reports on the A150 version

By all accepted wisdom, the A150 should be the least exciting car Mercedes make. Drawing on just 95bhp, Mercedes’ A150 isn’t exactly a ripsnorter, its 1.5-litre engine being modesty personified. Trouble is, the old A-Class could be a little too exciting for its own good at times. This second generation model might not set your trousers on fire, but it’s a better car in virtually every respect. Buying a base model Mercedes can be an exercise in canny consumption.

Prices start from just £14,065 for the three-door A150 with the five-door variant pitching in at £14,815. Compared to an entry level BMW 1 Series, this is bargain basement stuff and comparable in many respects to something far more mainstream such as a 1.6-litre Ford Focus. If you’re an enthusiast driver, both of these options may well be preferable to the baby Merc, but there are a great many prospective purchasers who couldn’t give a monkey’s about heel and toe downchanges or lift off oversteer. For them, the packaging and badge cachet will be more than enough to seal the deal. Let’s have a look at what the A150 is packing. The 8v engine isn’t the first or last word in powerplant technology but it is reliable and boasts surprisingly good torque. Compared to the old A140 model, the A150 features 101cc of extra capacity and 7.5bhp more grunt. This modest power is delivered to the front wheels via a five-speed manual gearbox. If you’re planning on using the car largely in city traffic, it could well be worthwhile specifying the Autotronic continuously variable automatic transmission. This is the first transmission from Mercedes to operate on this principle in which the ratios are changed continuously by means of a pulley-wheel variator and a steel thrust belt. As a result, the A-Class is able to accelerate with no interruption of power and the engine reaches its maximum output more quickly than with a conventional automatic transmission. The Autotronic gearbox also excels in terms of ride comfort and low noise levels. It comes complete with a choice of transmission modes – ‘S’ for ‘standard’ in which the gearbox can recognise and learn different driving styles, ‘C’ for ‘comfort’ for lower revs, smoother acceleration and lower fuel consumption; and a ‘manual’ mode where the entire ratio range is split into seven virtual gears that can be selected by nudging the gear lever left or right.

"Whisper it, but the A150 could well be the sleeper hit of the A Class line up"

Performance with Autotronic still can’t quite match that with the conventional stick shift, although it’s not too far off and many will consider it an adequate trade-off to save their clutch leg in stop/start traffic. The manual A150 will hit 60mph in 12.3 seconds and the Autotronic version will require 13.2 seconds. Both cars will see a 109mph top speed but in terms of economy, it’s the manual car that again excels. Score one for the cerebral cortex then, with 45.6 mpg for a manual up against 42.8mpg for the CVT. It’s the same story when it comes to emissions, the manual car churning out 148g/km of carbon dioxide and the Autotronic version pumping out a still respectable 157g/km. The stance of the latest car is a good deal more conventional, not to mention purposeful, with a 45mm increase in width and a whopping 232mm increase in length. Its dimensions are now more akin to a regular supermini than its predecessor’s tall, short and narrow measurements ever were. Short and long wheelbase models have been replaced by a one-size fits all policy, the three and five door cars riding on the same chassis. Despite this more conventional sizing policy, a number of A-Class trademarks are carried over. The latest generation car is built on an all-new platform but structural features such as the innovative sandwich floor remain. Drop inside and you’ll instantly appreciate the gulf in quality between this car and the outgoing model. The dashboard looks like a scaled down version of the E-Class fascia – think premium not Palitoy – and has been developed with the help of a shiny Berlin customer clinic where everything from materials to switch feel to door slam and indicator sounds have been exhaustively tested. Although there are some who claim that customer clinics crush genuine innovation, it has to be said that Mercedes are showing a good deal more humility and desire to understand their core customers than they did with the old A-Class, a car that was launched hoping the market would see things its way. The first generation A-Class models were woefully short of Mercedes Benz look and feel inside, although later versions rectified this to a certain extent. The second-generation car features soft touch fascia surfaces, sleek switchgear, and a glove compartment lid that closes like an Asprey’s jewellery box rather than a CD case. About the best compliment you can pay it is that it now actually feels like a Mercedes. With more power comes a better suspension system. Pry back the aerodynamic underfloor spoiler and a parabolic axle is evident. This curved tube joins the rear wheels and is mounted to a central pivot point with a linkage providing lateral guidance. It’s not a new idea but Mercedes have refined the system so that it’s a good deal more tuneable than the outgoing trailing arm set-up. What is new is their adaptive damping system. Most such systems use electronics to alter the characteristics of the dampers but engineers at Daimler Chrysler have developed a valve that allows the oil inside them to move freely when the car negotiates small surface irregularities, thus giving a composed ride, but when more is asked of the damper, the valve closes, firming up the ride during enthusiastic cornering. The power steering does rely on electronic trickery, a motor replacing the old pump system. As you might well expect, the A-Class still comes complete with a legion of electronic safety systems. The A150 could be the quiet success of the A Class range. While the A200 Turbo model and the torquey CDI diesel variants will attract more attention, the A150 could inconspicuously plunder a whole heap of sales from mainstream rivals. Unlike its predecessor, it’s a car you’d be pleased to have on your drive for reasons other than the badge on its bonnet. It’s been a long time coming but the A Class could well have arrived.

Facts At A Glance CAR: Mercedes A150 range PRICES: £14,065-£16,740 – on the road INSURANCE GROUPS: 5E CO2 EMISSIONS: 148-157g/km PERFORMANCE: Max Speed 109mph / 0-62mph 12.3s FUEL CONSUMPTION: (combined) 45.6mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3812 /1986/1525mm