The A-class is a very clever little car. Marginally shorter than a Fiat Punto, it retains the same ingenious engine positioning as the previous car, with the engine tilted 59 degrees forward, allowing it to slide underneath a cavity beneath the cabin floor in the event of a frontal impact. This also creates enormous cabin space for a car of this exterior size.
At launch there are three petrol engines: 1.5-litre 94bhp, 1.7-litre 115bhp and 2.0-litre 134bhp four-cylinder units, all with five-speed ’boxes. There are also three diesel engines, all of 2.0 litres: 81bhp A160 CDI, 108bhp A180 CDI and 138bhp A200 CDI (the last two with six-speed ’boxes). A 2.0-litre 190bhp turbocharged petrol version with a six-speed ’box arrives this autumn, and Merc’s Autotronic continuously variable gearbox is an option.
Tested here is the A170, with an all-new, two-valves-per-cylinder, 1699cc petrol motor, 115bhp at 5500rpm and 114lb ft of torque from 3500 to 4000rpm. These are unremarkable figures for a modern petrol engine, but the A170 weighs just 1282kg, giving a power-to-weight ratio of 90bhp per tonne. Part of this is down to the extensive use of aluminium and plastic in the engine itself.
Much effort has gone into making the new A-class enjoyable to drive. Electrically-assisted power steering follows the class norm, as does the MacPherson strut front suspension.
The rear axle is a very clever interpretation of the good old torsion beam. Called the ‘spherical parabolic-spring rear axle’, it’s a boomerang-shaped beam whose movement is checked by a large Watt linkage, which limits side-to-side motion. It should give excellent wheel control regardless of load. Furthermore, the dampers have a two-way variable capacity reliant on hydraulic inputs rather than electronics.
ESP stability control, electronic brake-force distribution and anti-lock brakes are standard, as are 276mm ventilated front and 258mm solid rear discs.
