2017 Mercedes-Benz GLA

MY2017 is the pre-facelift first-generation X156. The volume GLA 250 has a 208-hp 2.0L turbo-four. For 2017 the AMG GLA 45 was raised from 355 to 375 hp.

The GLA 250's 2.0T makes 258 lb-ft from low rpm, which is competitive with the peer group's base turbo-fours.

This is the manufacturer 0–60 figure for the GLA 250 4MATIC, the volume trim. The powertrain is carried over unchanged into the 2018 spec table. Instrumented tests of the X156 GLA 250 4MATIC have run near 6.2 s.

The 2.0T has strong low-end torque, but reviewers note turbo lag from a stop, a coarse note under load and an abrupt stop-start system. It trails the smoother rival engines in the BMW X1 and Audi Q3.

The 7G-DCT dual-clutch shifts quickly once moving, but it is widely criticized for hesitant, sometimes jerky low-speed engagement in traffic and when parking.

Mercedes-Benz USA published no towing rating for the X156 GLA and offered no factory US hitch, so it is treated as a light-duty tower at best. This is consistent with the 2018–2020 scorecards.

FWD is standard on the GLA 250 and 4MATIC AWD is optional; the AMG GLA 45 has AWD as standard. 4MATIC is an on-demand system with an Off-Road mode, but it has no torque vectoring on the GLA 250.

The GLA is a pavement-oriented, car-based crossover with low ground clearance. 4MATIC's Off-Road mode with downhill speed regulation and the optional Off-Road Comfort suspension help on gravel, but there are no skid plates, lockers or off-road trim.

There are two gas engines: the 208-hp GLA 250 (FWD or 4MATIC) and the 375-hp AMG GLA 45 4MATIC. One 4MATIC certification is E85 flex-fuel, but there is no hybrid, PHEV or EV.

The 2017 GLA 250 4MATIC volume trim (X156, 7-speed DCT) is EPA-rated at 26 MPG combined; the FWD GLA 250 is rated at 27 MPG.

This is the EPA city rating for the 4MATIC volume trim.

This is the EPA highway rating for the 4MATIC volume trim.

Range is computed from the EPA combined rating and the X156's 14.8-gallon fuel tank.

This is EPA's annual fuel cost estimate for the GLA 250 4MATIC on premium fuel at 15,000 mi/yr.

EPA lists premium gasoline for every 2017 GLA 250. One 4MATIC certification also accepts E85, but that does little for typical owners, and premium is a running-cost penalty against rivals that run on regular.

NHTSA never crash-tested the 2017 GLA (first-generation X156, pre-refresh). Both the FWD and 4MATIC entries read 'Not Rated' for overall, frontal and side.

IIHS never crash-tested the first-generation GLA, so the 2017 model has no Top Safety Pick and no US crashworthiness data, while rivals such as the Audi Q3 and BMW X1 carry awards. It sits in the untested band. Its 2014 Euro NCAP 5-star result keeps it off the floor, but that test predates current protocols.

The pre-refresh 2017 GLA 250 includes COLLISION PREVENTION ASSIST PLUS (forward collision warning with autonomous braking assist) and ATTENTION ASSIST. Even the rearview camera was a $460 option until the 2018 refresh, and blind-spot monitoring, adaptive cruise and lane keeping are all options, which puts it below its peers.

IIHS has no front crash prevention rating for the 2017 GLA, and NHTSA's MY2017 record lists forward collision warning only as 'Optional'. The radar-based COLLISION PREVENTION ASSIST PLUS is an older-generation system with no verified US pedestrian or night performance.

Blind Spot Assist is a $550 option (Premium 1 package), and Active Blind Spot Assist with intervention comes only in the Driver Assistance Package. Rear cross-traffic alert is not offered on the X156 GLA in the US.

Lane departure warning and Active Lane Keeping Assist are optional only, through the Driver Assistance Package. The X156 GLA cannot get lane centering, so the volume car has no lane assistance at all.

DISTRONIC PLUS adaptive cruise is available in the Driver Assistance Package and works as competent radar cruise. It is optional rather than standard and has no steering-assist integration.

The 2017 GLA has no hands-free driving option, and its optional assistance offers no lane-centering steering support.

IIHS never rated this GLA's headlights. Halogen headlamps are standard, and the optional lights before the 2018 refresh were bi-xenon (LEDs arrived for 2018). Adaptive Highbeam Assist is a package option, so the volume car's real-world lighting is unverified and likely basic.

The first-generation GLA is low-slung and hatchback-like, with a shallow side glasshouse, thick rear pillars and a small rear window. For 2017 even the rearview camera was a $460 option, so many volume cars have nothing to compensate.

There are two outboard LATCH positions, but the X156 GLA's low roofline, small rear door openings and tight rear legroom make rear-facing seats a squeeze and three-across impractical. IIHS has no LATCH rating for this model.

MY2017 is the pre-facelift first-generation X156 GLA. Every configuration seats five in two rows.

Front headroom is modest for an SUV, a result of the GLA's low, hatchback-derived roofline.

Front legroom is generous on paper, though reviewers find the driver footwell narrow.

Rear headroom is respectable on paper, but the sloping roofline and small rear door openings make the space feel tighter.

Rear legroom is tight for the class, and the rear seat does not recline. The 2021 H247 redesign stretched the wheelbase partly to fix this.

There is no third row. The 2017 GLA is a strictly two-row, five-seat subcompact crossover.

Seats-up cargo space is small for a crossover, closer to a hatchback's. Cars.com calls the cargo area modest.

Max cargo of about 43.6 cu ft is well below boxier rivals such as the BMW X1.

The cabin shares the MFA1 A-Class/CLA interior, with a narrow console, small door pockets and few clever cubbies. A standard power liftgate and the 60/40 split rear seat are the main conveniences; the hands-free liftgate did not arrive until 2018.

The firm, supportive power front seats suit long drives. The rear bench is short on legroom and thigh support and does not recline.

The X156 GLA rides stiffly, especially on rough roads and with larger wheels or run-flat tires, making it one of the firmer rides in the class. Owner opinion is split.

Road and engine noise intrude more than luxury buyers expect, with tire roar and a coarse 2.0T note under load.

Dual-zone automatic climate is standard, but heated front seats are an option. There are no ventilated seats, no heated steering wheel and no rear climate controls.

MY2017 is the third US year of the first-generation (X156) GLA and the last before the 2018 facelift, sold as the GLA 250 (FWD or 4MATIC) and AMG GLA 45 4MATIC. It was one of the cheapest ways into a luxury-badge crossover.

The GLA 250 4MATIC is the volume configuration at $35,775 delivered; dealer stock typically carried the Premium package and a few stand-alone options, putting a typical build near $39,000.

The X156 GLA 250 needs dealer A/B service on its M270 2.0T and 7G-DCT dual-clutch, with the dual-clutch adding later-life repair exposure; costs run well above mainstream and Lexus rivals. No 2017-specific projection was found, so first-generation figures are used.

The pre-facelift first-generation GLA depreciated faster than the BMW X1 and Lexus rivals, and lacked the 2018 refresh's updates that helped later units slightly. Model-level estimates put 5-year depreciation around 45–56%.

Standard Mercedes-Benz new-vehicle limited warranty, matching BMW, Audi and Volvo but trailing Lincoln and Infiniti.

Mercedes-Benz offers no separate powertrain warranty; the engine and transmission are covered only within the 4-year / 50,000-mile basic warranty, below the band's 5-year floor.

Roadside assistance for the warranty term and an mbrace connected-services trial are included, but scheduled maintenance is paid per visit or via Prepaid Maintenance. BMW included 3-yr/36k-mi Ultimate Care on the 2017 X1, so the GLA offers less.

$39,200 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $17,248) leaves about $21,952 in depreciation. Add the projected $8,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,152 in total.

2017 is a carry-over year for the first-generation (X156) GLA, the last before the 2018 facelift, on a platform by then in its third US model year. Third-party reliability signals disagree: RepairPal and owner surveys rate it well, while Car Guide rates it poorly. I could not retrieve a Consumer Reports or J.D. Power model verdict, so it sits in the middle of the average band.

Mercedes-Benz has sat in the lower third of Consumer Reports' brand reliability rankings for years. In J.D. Power's U.S. Vehicle Dependability Study it lands mid-pack or lower, behind the premium leaders (Lexus, Porsche).

Ten NHTSA campaigns cover the 2017 GLA, and several involve fire or safety systems. They include a starter-overheating fire risk, pelvis and front-passenger airbag inflator faults, a frontal-airbag campaign, a steering-shaft U-joint that can separate, and repeated roof-glass bonding fixes. Repeated safety-relevant campaigns put it in the low band, level with the 2018 car.

The GLA 250 uses the M270 2.0L turbo four (208 hp) with the 7G-DCT dual-clutch transmission. The engine is broadly durable but owners report timing-chain stretch. The 7G-DCT has a known pattern of low-speed shudder and clutch wear. A starter-overheating recall covering 2017 puts it slightly below the 2018 car within the 'mixed history' part of the mid band.

Reviewers rate the materials and finish highly. This pre-facelift cabin dates from 2014, with an older controller, a small perched screen and hard plastics low down. Material quality is competitive for the class but not class-leading.

Reviewers call the cabin well finished, and 2017 avoids most of the 2018-only assembly campaigns (tether anchor left uninstalled, headlight aim, seat-back covering). The shared roof-glass bonding campaigns still apply, so it sits in the middle of the mid band.

Mercedes-Benz has a dense US network of roughly 380+ dealers with strong metro coverage and luxury service amenities such as loaners. Its service satisfaction is respectable but trails Lexus.

The platform is shared with the CLA and the older A/B-Class, so parts are abundant and the used and aftermarket supply is large. Mercedes OEM parts and dealer labor are still expensive, and a 7G-DCT repair can be costly.

The pre-facelift 2017 GLA has a 7-inch freestanding display as standard. The 8-inch screen comes only with the Multimedia (navigation) package, and the 2018 refresh made it standard. Neither screen is touch-operated.

The pre-MBUX Audio 20/COMAND system is driven by a rotary knob that Cars.com calls intuitive, but the menus feel dated next to BMW iDrive and the small tacked-on screen draws criticism.

Apple CarPlay and Android Auto (both new for 2017) are a paid, wired-only option through the Smartphone Integration package. No wireless projection is offered.

Navigation is optional, in the Multimedia Package (COMAND). Voice control is the older command-based Linguatronic rather than natural-language MBUX.

The base system is adequate, and a harman/kardon Logic7 surround upgrade is available.

The cluster was updated for 2017 but still uses analog gauges with a small color multifunction display. No full digital cockpit was offered before the 2021 redesign.

The pre-MBUX platform has no meaningful over-the-air updates. Navigation map updates are dealer- or download-based.

mbrace / Mercedes me connect provides remote lock/unlock, vehicle locate and send-to-car. There is no digital key.

The front console has USB-A ports and a 12V outlet. There are no rear USB ports and no wireless charging.

Push-button start is standard, along with a power liftgate. Full KEYLESS-GO proximity entry is optional, there is no hands-free liftgate (added in 2018), and there is no phone-as-key.

The backup camera is still optional on the 2017 car (it became standard with the 2018 refresh). Parking sensors and Active Parking Assist come in an optional package.

No head-up display was offered on the first-generation GLA.

Small rear doors, 33.9 in of rear legroom and a shallow 17.2 cu ft cargo bay make rear-facing seats and strollers a squeeze. The standard power liftgate helps; it works for one young child.

Collision Prevention Assist and Attention Assist are standard, but even the backup camera is optional for 2017. The GLA was never crash-tested by NHTSA or IIHS, and blind-spot and lane assist cost extra.

The firm ride, cramped non-reclining rear seat, lack of rear vents and USB ports, and the 17.2 cu ft cargo area limit its appeal for long trips with four aboard.

It is compact and nimble in traffic, but the 7G-DCT's low-speed hesitation, turbo lag, abrupt stop-start and poor visibility add friction to daily driving.

Mid-20s combined MPG is reasonable for a luxury crossover, but premium fuel keeps per-mile costs average for the class.

The short, low body is easy to place in the city. Poor rear visibility, a backup camera that is optional, and a turning circle of about 39 ft hold it back.

There is no US tow rating, the cargo area is small, and the dual-clutch powertrain is not built for loads. It is not a work vehicle.

It is a luxury-oriented compact with a dual-clutch transmission and has no fleet or work-duty reputation.

There is no onboard power beyond 12V outlets, no tow package and little upfit ecosystem. Roof rails are the only utility provision.

Low-30s highway MPG gives decent range and the front seats are supportive. The stiff ride, road noise, and adaptive cruise and lane assist costing extra make it a middling tourer.

Optional 4MATIC AWD with an Off-Road mode and roof rails handles snow and gravel. Ground clearance is barely above a hatchback's and there is no tow rating, so it is essentially pavement-oriented.

The 60/40 rear seat, roof rails and a standard power liftgate help. At about 17 cu ft up and 44 cu ft folded, bulky gear runs out of room quickly next to boxier rivals.

The low-slung, A-Class-based X156 corners like a tall hatchback, with good body control. The 375-hp AMG GLA 45 is sharper still.

The electric power steering is quick and precise but offers little feedback, typical of the MFA1 platform.

Adaptive braking includes brake priming, hold and hill-start assist. Stopping power is adequate for the class, with no standout instrumented result.

The 2.0T has a strong midrange (258 lb-ft), but turbo lag, low-speed DCT hesitation and an abrupt stop-start hurt drivability.

The four-cylinder sounds coarse under load, and owners find cabin noise below luxury expectations.

The curb-to-curb turning diameter is mid-pack for a subcompact crossover.

The driver sits low for an SUV, with a narrow footwell and poor rearward visibility, made worse by the optional-only backup camera. Power seats and a tilt/telescoping wheel help.

Hatchback-like agility and a punchy 2.0T make it more engaging than most small luxury crossovers, though the dual-clutch quirks dull the character. The AMG GLA 45 is a genuine hot hatch on stilts.

The pre-facelift 2017 GLA 250 came with a power liftgate, rear camera, and a smaller standard display; heated seats, smartphone integration, bi-xenon/LED lighting, blind-spot assist, adaptive cruise and the panoramic roof all cost extra. That is sparser than the BMW X1, which carried more as standard.

At $33,775–$35,775 delivered, the GLA 250 undercut the X1 and Audi Q3 on sticker, but equipment parity required options and its tight rear seat and small cargo hold trail them. The 375-hp AMG GLA 45 at $50,825 is strong performance per dollar at the top.

The 2017 US lineup is the GLA 250 in FWD or 4MATIC plus the AMG GLA 45 4MATIC, with option packages on top — a reasonable entry-to-performance spread with no mid-level engine.

In 2017 the GLA was a steady mid-pack seller in a fast-growing segment, below the BMW X1 and well below Mercedes' own GLC.

The three-pointed star is one of the strongest luxury badges in the US and the GLA's main draw over roomier rivals.

With ample pre-pandemic inventory and a refresh looming, the 2017 GLA 250 was routinely discounted, with Mercedes-Benz Financial lease specials and subvented APR offers common.

MY2017 is the third US year of the first-generation X156 (US launch 2015) and the final pre-facelift year, so buyers got the unrefreshed design just before the 2018 update.

Reviewers praised the badge, the punchy 2.0T and the AMG GLA 45, but faulted the stiff ride, cramped rear seat, poor rear visibility and hesitant dual-clutch; the GLA sat in the lower half of class rankings with no major awards.