2021 Mercedes-Benz GLA

MY2021 is the US launch year of the second-generation (H247) GLA. The GLA 250 volume trim uses the 2.0L turbo-four (M260) without mild-hybrid assist and makes 221 hp. The AMG GLA 35 and GLA 45 top the range.

The GLA 250's 2.0T makes 258 lb-ft across a broad low-to-mid-rpm plateau.

Mercedes estimates 6.6 s to 60 mph for the GLA 250 4MATIC and 6.8 s for FWD. That is adequate for the class but not quick.

The non-hybrid 2.0T is smooth and quiet when cruising. Reviewers note turbo lag from a stop, a coarse note when it is worked hard, and an abrupt engine stop-start. The 48V mild hybrid that smoothed some of this arrived only with the 2024 facelift.

The 8-speed dual-clutch shifts quickly at speed. It is hesitant and occasionally jerky at parking-lot speeds and from a stop, a common complaint about this generation's DCT.

Mercedes-Benz USA publishes no towing rating for the 2021 GLA and offers no factory US hitch. Overseas markets rate the same H247 car for light braked towing, so it is treated here as a light-duty tower at best.

FWD is standard on the GLA 250 and 4MATIC AWD is optional. 4MATIC is standard on the AMG models, and the AMG GLA 45 adds torque-vectoring AMG Performance 4MATIC+. 4MATIC models also get an Off-Road drive program.

The GLA is a pavement-oriented subcompact crossover with modest ground clearance. 4MATIC adds an Off-Road mode and downhill speed regulation, but there are no skid plates, lockers or off-road trim.

The 2021 US lineup offers three tunes of the 2.0L turbo-four: GLA 250, AMG GLA 35 and AMG GLA 45. That is a wide performance spread, but there is no hybrid, PHEV or EV, because the GLA 250 e and EQA were not sold in the US.

The 2021 GLA 250 4MATIC volume trim is EPA-rated at 27 MPG combined and the FWD GLA 250 at 28 MPG. Both use the 2.0L turbo and the 8-speed DCT.

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

This is the EPA highway rating for the 4MATIC volume trim, strong for a turbo AWD luxury crossover.

Range is computed from the EPA combined rating and the 13.5-gallon tank. The small tank holds range down.

This is EPA's annual fuel cost estimate for the GLA 250 4MATIC on premium fuel at 15,000 mi/yr. The FWD car costs $100 less.

EPA lists premium gasoline for every 2021 GLA 250, a running-cost penalty against rivals that run on regular.

NHTSA did not crash-test the 2021 GLA, the first US model year of the second-generation (H247) car. Both 2021 entries read 'Not Rated' for overall, frontal, side and rollover.

IIHS has not crash-tested the H247 GLA, so the 2021 model has no Top Safety Pick and no US crashworthiness data. It sits at the top of the 'untested' band because the same structure earned a 5-star Euro NCAP rating and has no known structural concerns.

The 2021 GLA 250 has standard Active Brake Assist (AEB), Blind Spot Assist, ATTENTION ASSIST and a rearview camera. Adaptive cruise, lane keeping/centering and active blind-spot intervention are in optional packages, and NHTSA does not list lane departure warning as standard, so standard equipment is thinner than on the BMW X1 or Volvo XC40.

IIHS has no front crash prevention evaluation for this GLA. Active Brake Assist covers vehicles and pedestrians and did well in Euro NCAP AEB testing, but without a US day/night pedestrian result it cannot reach the top band.

Alert-only Blind Spot Assist (with exit warning) is standard. Active Blind Spot Assist with braking intervention and the cross-traffic function require optional packages.

NHTSA lists no standard lane departure warning for the 2021 GLA. Optional Active Steering Assist and Active Lane Keeping Assist give smooth centering, so the volume car's lane assistance depends on a package.

When optioned, Active Distance Assist DISTRONIC is a refined full-speed stop-and-go system that works with Active Steering Assist and route-based speed adaptation. It stays out of the top band because it is not standard on the volume trim.

The 2021 GLA has no hands-free driving option. Its driver-assistance system is hands-on Level 2, and Drive Pilot never came to the compact cars.

LED headlights are standard on the 2021 GLA and Multibeam LED with Adaptive Highbeam Assist is available. IIHS has never rated this GLA's headlights, so their real-world performance is unverified.

The raised seating position and upright windshield give a decent forward view, but thick rear pillars and a small rear window limit over-the-shoulder visibility. A rearview camera is standard and a 360-degree camera is optional.

There are two outboard LATCH positions with reasonably accessible anchors and SUV-height door openings. The subcompact rear seat makes rear-facing seats tight and three-across impractical, and IIHS has no LATCH rating for this model.

MY2021 is the US launch year of the second-generation (H247) GLA, a two-row, five-seat subcompact crossover. No third-row option is offered.

39 in of front headroom is mid-pack for a small luxury crossover.

41 in of front legroom is adequate but not generous.

The taller H247 roofline, new for 2021, gives good rear headroom for the class.

The 2021 redesign's longer 107.4 in wheelbase gives a roomy rear seat by subcompact-luxury standards.

The GLA offers no third row. The related GLB is the small Mercedes SUV that has one.

The cargo hold behind the rear seats is one of the smallest in the class.

About 50 cu ft with the seats folded trails most subcompact luxury rivals.

The 40/20/40 split rear seat (with an optional fore-aft slide) adds flexibility. Console and door bins are only average, and there is no onboard power outlet beyond 12V.

The standard power front seats are supportive, and the optional multi-contour seats with heating and ventilation are praised. The rear bench is firm but acceptable.

The ride is composed and mostly comfortable, though firm over sharp impacts on larger wheels and run-flat tires. Adaptive damping is optional.

Road and wind noise intrude more at highway speed than in quieter rivals such as the BMW X1.

Dual-zone climate control is standard. Heated seats and a heated steering wheel are options, and ventilated seats require the multi-contour package.

The 2021 entry trim is the front-drive GLA 250, the launch year of the second generation in the US. At $36,230 before destination, or $37,280 delivered, it sits at the low end of the subcompact-luxury class.

The GLA 250 4MATIC is the volume configuration at $39,280 delivered, a $2,000 premium over FWD. Typical dealer stock adds the Premium package and other options, which puts a common build around $42,000–$44,000.

The 2021 GLA shares its M260 2.0T, 8-speed DCT and A/B service schedule with the 2022–2023 pre-facelift cars. Dealer-only service and premium parts put it above the Lexus UX and slightly above the X1 and Q3. No 2021-specific projection was found, so the mechanically similar 4MATIC projection is used.

Used-market listings for 2021 GLA 250 4MATICs at roughly five years old and average mileage sit in the low $20Ks against a $39,280 base, about 52–58% before options. That is consistent with iSeeCars' roughly 44% 5-year GLA depreciation, near the luxury-subcompact average.

This is the standard Mercedes-Benz new-vehicle limited warranty. It matches BMW, Audi and Volvo but trails Genesis and Lincoln.

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

Roadside assistance for the warranty period and a Mercedes me connect trial are included. Scheduled maintenance is paid, either per service or through Prepaid Maintenance, which is weaker than BMW Ultimate Care (3 yr/36k) and Volvo's included maintenance.

$42,800 volume-trim price minus its estimated resale value after 5 years (52% retained, or about $22,256) leaves about $20,544 in depreciation. Add the projected $8,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,544 in total.

2021 is the first US model year of the second-generation H247 GLA. A launch year usually carries the most early-production faults, and Mercedes' MFA2 compact models generally predict below average. With no strong model-specific Consumer Reports or J.D. Power result to lean on, and owner surveys mixed, it sits at the bottom of the average band.

Mercedes-Benz sits in the lower third of Consumer Reports' brand reliability rankings year after year. In J.D. Power's U.S. Vehicle Dependability Study it trails the premium leaders (Lexus, Porsche) and lands mid-pack or lower.

Nine NHTSA campaigns cover the 2021 GLA, far more than later years of this generation. Four are specific to the launch year: a front passenger airbag ground fault that could cause inadvertent deployment, loose rear brake caliper fasteners that risk brake components detaching, a missing rear brake-pad wear gauge, and the fleet-wide door-lock micro-switch rollaway recall. The rest are software campaigns (eCall, rearview camera). Two brake recalls plus an airbag recall put it in the 'major or repeated' band.

The volume GLA 250 4MATIC uses the M260 2.0L turbo four and the 8G-DCT dual-clutch, an MFA2 combination shared across the A-Class, CLA and GLB since 2019 with no widespread failures. The DCT draws complaints about low-speed behavior. No powertrain recall covers MY2021, which keeps it in the mid band.

The cabin has turbine vents and the MBUX layout, and it reads clearly above mainstream compacts. The dual 10.25-inch screens cost extra (base cars get smaller displays), and reviewers note hard plastics low in the cabin. It is competitive rather than class-leading.

Reviewers report solid assembly on H247 test cars. As the launch year it carries assembly-related recalls (airbag ground mounting, caliper fasteners), and owners report scattered squeaks and MBUX glitches. That holds it in the upper-mid band.

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

Parts are readily available through dealers, and the MFA2 platform shares components with the A-Class, CLA and GLB. Mercedes OEM parts and labor rates are still among the highest in the segment.

The base MBUX touchscreen on the 2021 GLA 250 is a small 7 in. The 10.25-in widescreen display comes in the $1,750 Premium Package.

First-generation MBUX is quick and has sharp graphics. The touchpad, steering-wheel touch controls and voice control combine into a complex, layered interface.

Apple CarPlay and Android Auto are standard but work over a cable only. Wireless projection arrived with the facelift.

'Hey Mercedes' natural-language voice control is standard and strong. Native navigation with the augmented-video view costs extra.

The base audio is adequate, and the optional Burmester surround system is a genuine upgrade.

A 7-in digital cluster is standard. The full 10.25-in configurable cluster requires the Premium Package.

First-generation MBUX supports over-the-air map and some infotainment updates, but not updates that add vehicle features.

The Mercedes me app covers lock/unlock, locate and remote start. Some services require a subscription after the trial, and there is no digital key in the US.

USB-C ports are standard, but wireless phone charging is a paid extra rather than standard equipment.

Push-button start and app-based remote start are standard. Proximity KEYLESS-GO entry and the hands-free liftgate are in the optional Premium Package.

A rear camera is standard. The surround-view system and Active Parking Assist come in the optional Parking Assistance Package.

A head-up display is available as an upper-level option, not on the volume configuration.

38.0 in of rear legroom and SUV-height doors help with car seats. The 15.4 cu ft cargo hold struggles with a stroller plus groceries.

Neither NHTSA nor IIHS crash-tested the 2021 GLA. AEB and blind-spot warning are standard, but adaptive cruise, lane keeping and cross-traffic alert cost extra.

Rear legroom is decent and there are rear vents. No rear climate zone, notable road noise and a small cargo hold still limit family trips.

The compact footprint and light controls make it easy to drive. The 8-speed DCT hesitates at low speed, and stop-start is not especially smooth.

27–28 MPG combined is fine for a luxury crossover, but premium fuel and Mercedes servicing keep per-mile costs about average.

A short body and a 37.4 ft turning circle make it easy to place in town. Thick rear pillars hurt visibility without the optional surround view.

It has no published US tow rating and one of the smallest cargo bays in the class, so it is not a work vehicle.

A luxury-oriented compact crossover with premium upholstery and no fleet or work-duty track record.

Cargo tie-downs and roof-rail accessories exist, but there is no onboard power, factory hitch or upfit ecosystem.

Supportive seats, 33 MPG highway and roughly 365 miles of range suit the open road, and optional DISTRONIC with Active Steering Assist helps. Road noise is tiring on long stints.

4MATIC AWD with an Off-Road drive mode handles gravel and snow. Low clearance, no US tow rating and no outlets keep it pavement-focused.

The 40/20/40 rear seat passes long items and roof rails are available, but 15.4/50.5 cu ft makes bulky gear a squeeze.

Handling is tidy and secure, with good body control. It is competent rather than as sharp as a BMW X1.

The steering is accurate and nicely weighted but offers little feedback.

Stopping power is adequate and the pedal is progressive. There are no standout instrumented results for the GLA 250.

The 221-hp 2.0T is willing once moving. The 8-speed DCT hesitates off the line, and the non-hybrid stop-start is abrupt.

The four-cylinder sounds coarse when pushed but settles down at a cruise.

A tight turning circle for an SUV, which helps in town.

The seating position is higher than the A-Class with good adjustment. MBUX touch controls and thick rear pillars count against it.

The GLA 250 is pleasant and nimble but not engaging; the AMG versions carry the fun.

The 2021 GLA comes standard with dual 7-in MBUX screens, wired smartphone mirroring, power front seats, ambient lighting, AEB and blind-spot assist. The 10.25-in screens, heated seats, adaptive cruise and 360 camera cost extra through packages, so the base car is thinner than the BMW X1 or Volvo XC40.

At $37,280–$39,280 delivered, the 2021 GLA 250 undercuts the X1, but it needs options to match the X1's standard kit, and its rear seat and cargo hold trail rivals. That makes it fair value rather than a bargain. The AMG GLA 35 (~$48.6K delivered) offers strong performance per dollar.

Four US trims span roughly $37.3K–$55.5K: GLA 250 FWD, GLA 250 4MATIC, AMG GLA 35 and AMG GLA 45. That offers a FWD/AWD choice and two performance tiers, which is broad for the class, though there is no hybrid.

The redesigned GLA is a steady entry-luxury seller and one of Mercedes' core SUV volume models, with launch-year demand helping 2021. Late-2021 supply was constrained by the chip shortage, and the BMW X1 and Audi Q3 remain the class volume benchmarks, so the GLA sits mid-pack.

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

Early in the 2021 model year Mercedes-Benz Financial ran lease and APR programs on the new GLA, but from mid-2021 the chip-shortage inventory squeeze pushed luxury transaction prices to or near MSRP. Deals were modest and short-lived.

2021 is the first US model year of the second-generation (H247) GLA, a full redesign on the current MFA2 platform with MBUX. The facelift did not arrive until MY2024, so a 2021 buyer had no near-term redesign risk.

Reviewers welcomed the redesign as a big improvement over the first-generation car, praising its cabin, MBUX and refinement. They still marked it down for its tight rear seat, small cargo hold, firm ride and low-speed DCT hesitation, and it usually trailed the X1, Q3 and XC40 without winning a major award.