2025 Mercedes-Benz GLA

Volume GLA 250 4MATIC uses the 2.0L turbo-four with 48V mild-hybrid assist (added with the 2024 refresh) at 221 hp; the AMG GLA 35 tops the US range at 302 hp. 2025 is a carry-over year for the 2021-on generation.

GLA 250 produces 258 lb-ft from the M260 2.0T; the AMG GLA 35 raises that to 295 lb-ft.

Manufacturer 0–60 for the GLA 250 4MATIC volume trim is 6.6 s, with the FWD GLA 250 at 6.8 s; brisk enough for the class but not quick.

Reviewers find the 2.0T with 48V mild-hybrid smooth and quiet in normal driving, with the integrated starter-generator smoothing stop-start, though turbo lag and a coarse note appear when pressed for passing power. Slightly behind the BMW X1's livelier 2.0T.

The 8-speed dual-clutch shifts quickly and precisely once moving, but shows typical DCT hesitation and jerkiness at parking-lot speeds and slow kick-down on demand.

Mercedes-Benz USA publishes no towing rating for the GLA and KBB lists none; overseas markets rate the same car up to 2,000 kg braked, but US buyers get no factory-backed figure, so it is treated as a light-duty tower at best.

FWD is standard on the GLA 250 with 4MATIC AWD optional and standard on the AMG GLA 35; 4MATIC models get an Off-Road drive mode. Widely available but not standard on the base car and no torque vectoring outside AMG.

Pavement-oriented crossover with roughly 5.2 in of ground clearance; 4MATIC adds an Off-Road mode and downhill speed regulation but no skid plates, lockers or off-road trim — fine for gravel and snow only.

One engine family in the US — the 2.0L turbo mild hybrid in GLA 250 (FWD/AWD) and AMG GLA 35 tunes. No full hybrid, PHEV or EV under the GLA name for 2025 (the EQA is a separate model); the AMG GLA 45 is not sold in the US.

The GLA 250 4MATIC volume trim is EPA-rated 28 MPG combined; the FWD GLA 250 manages 29 MPG. 2.0L turbo mild hybrid with 8-speed DCT.

EPA city rating for the 4MATIC volume trim.

EPA highway rating for the 4MATIC volume trim; competitive for a turbo AWD luxury crossover.

Computed from the EPA combined rating and the 13.5-gallon tank; the small tank limits range despite decent economy.

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

EPA lists premium gasoline for every 2025 GLA; Mercedes specifies premium for the 2.0T, a running cost penalty versus regular-fuel rivals, though some outlets describe it as 'recommended'.

NHTSA has never crash-tested the second-generation GLA: the 2025 GLA does not appear in NHTSA's 2025 Mercedes-Benz ratings list at all, and the 2024 GLA FWD and AWD entries read 'Not Rated' for overall, frontal, side and rollover.

IIHS has not crash-tested the H247 GLA, so the 2025 model has no Top Safety Pick and no US crashworthiness data; scored at the top of the 'untested' band because the same structure earned a 5-star Euro NCAP rating with no known structural concerns.

Every GLA 250 gets Active Brake Assist (AEB with pedestrian detection), Blind Spot Assist, Crosswind Assist and Attention Assist, but adaptive cruise, active lane keeping/centering and rear cross-traffic alert sit in the optional Driver Assistance / Parking packages — thin standard kit next to BMW X1 or Volvo XC40.

No IIHS front crash prevention evaluation exists for this GLA; Active Brake Assist covers vehicles, pedestrians and cyclists and scored well in Euro NCAP's AEB testing, but with no US day/night pedestrian result it cannot reach the top band.

Blind Spot Assist with exit warning is standard on every GLA, but it is alert-only; Active Blind Spot Assist with braking intervention and rear cross-traffic alert require the optional packages.

Active Steering Assist and Active Lane Keeping Assist in the optional Driver Assistance Package provide smooth lane centering, but the volume car without the package gets no steering-based lane keeping as standard.

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

No hands-free driving option on the 2025 GLA — Drive Pilot is limited to the S-Class and EQS, and the GLA's Driver Assistance Package requires hands on the wheel.

LED headlights are standard and Adaptive Highbeam Assist / Multibeam LED are available, but IIHS has never rated this GLA's headlights, so their measured performance is unverified.

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

Two outboard LATCH positions with reasonably accessible anchors and SUV-height door openings, but the subcompact rear seat makes rear-facing seats tight and three-across impractical; no IIHS LATCH rating exists for this model.

Every US 2025 GLA (GLA 250, GLA 250 4MATIC, AMG GLA 35) is a two-row five-seater; Mercedes' seven-seat option lives in the larger GLB.

39.0 in of front headroom is adequate for six-footers but sits below the class's more upright boxes like the GLB and X1. The body is unchanged from the 2024 refresh through 2026.

Front legroom of 41.0 in is typical for a subcompact crossover: tall drivers fit, though the footwell is not generous.

38.1 in of second-row headroom is mid-pack for the class despite the sloping rear roofline.

The second-generation GLA's 107.4 in wheelbase gives a strong 38.0 in of rear legroom. KBB notes it beats the Audi Q3 and BMW X1, which is unusual for the smallest car in a lineup.

There is no third row on any GLA. Under the scoring guidance, a missing third row scores in the 0–49 band.

At 15.4 cu ft behind the rear seats, the cargo hold is the GLA's biggest packaging weakness. It is roughly 10 cu ft short of rivals such as the X1 and closer to a compact hatchback's trunk.

With the 40/20/40 rear seat folded, capacity reaches 50.5 cu ft. That is below the SUV band floor and behind the X1 and XC40.

Everyday storage is ordinary: modest door bins, a small console bin and a phone tray. The 40/20/40 split-folding rear seat with fore-aft adjustment helps, but there are no standout solutions or onboard power outlets.

The front seats are supportive with power adjustment and memory, though lumbar support and premium upholstery cost extra. The rear bench is roomy for the class but has a short cushion.

The ride is well controlled and generally comfortable, in Mercedes fashion. The short wheelbase and available 19–20 in wheels make it busier over broken pavement than the class's plushest rides.

Road and wind noise is the most repeated criticism across GLA reviews, and it is louder than a luxury buyer expects. It sits behind the Volvo XC40 and Lexus UX.

Dual-zone automatic climate and remote start through Mercedes me are standard. Heated front seats, the heated steering wheel and the panoramic roof are options or package items on the GLA 250, and ventilated seats are not offered.

2025 GLA 250 FWD lists at $43,000 plus $1,150 destination; the GLA is Mercedes' entry SUV and prices in line with the Audi Q3 and above the BMW X1's base.

The AWD GLA 250 4MATIC is the volume configuration at $46,150 delivered; most dealer stock carries a package or two, putting a typical build near $47,500–$48,000.

Dealer-only A/B service intervals and premium parts put the GLA above the X1 (~$5,800), Q3 (~$6,050) and XC40 (~$5,560) and well above the Lexus UX (~$3,900).

iSeeCars market data puts 5-year GLA depreciation at 44–48.2% (52–56% retained), near the 46.1% luxury-subcompact average; KBB's 2025 projection is far harsher (~34% retained on the 4MATIC), so the midpoint of the iSeeCars range is used with low confidence.

Standard Mercedes-Benz new-vehicle limited warranty, matching BMW, Audi and Volvo; trails Genesis and Lincoln's longer terms.

Mercedes-Benz offers no separate powertrain warranty; the engine and transmission are covered only under the 4 yr / 50k basic warranty, below the 5-yr floor of the band.

Roadside assistance runs for the warranty period and a Mercedes me connect trial is included, but no scheduled maintenance is complimentary — services are paid or bought via Prepaid Maintenance. Weaker than BMW Ultimate Care (3 yr/36k) and Volvo's included maintenance.

$47,800 volume-trim price minus its estimated resale value after 5 years (52% retained, or about $24,856) leaves about $22,944 in depreciation. Add the projected $6,931 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $29,875 in total.

Consumer Reports expects the 2025 GLA to be less reliable than the average new car, a prediction drawn from similar Mercedes-Benz SUV models rather than a GLA-specific survey. 2025 is a carry-over year of the facelifted H247 generation (refreshed for 2024), so there is no newly introduced hardware adding risk, but nothing points to above-average dependability either.

Mercedes-Benz sits in the lower part of Consumer Reports' brand reliability rankings year after year and trails the top premium brands in J.D. Power's U.S. VDS, where Lexus (140 PP100), Cadillac and Porsche led the 2025 premium field against a 202 PP100 industry average.

The 2025 model year has a single NHTSA campaign, but it's a broad one: a corroding driver-door-lock micro-switch can stop Auto-Park/the electric parking brake engaging, risking a rollaway. The wider H247 generation (2021+) also had eCall, rearview-camera software, headlight-aim and brake recalls. That's typical activity with nothing systemic in the powertrain.

The GLA 250 uses the M260 2.0L turbo four with an 8-speed dual-clutch (8G-DCT); the 2024 refresh added a 48-volt mild-hybrid starter-generator. The M260 has shown no widespread failures across the MFA2 platform (A-Class/CLA/GLB), but the DCT draws complaints about low-speed behavior, and the 48V system has only a short track record.

The cabin shows plenty of premium design: the twin-screen MBUX display, turbine vents and a refreshed steering wheel. Reviewers note hard plastics low on the doors and console that fall short of larger Mercedes models and the best in the class.

The GLA is built in Rastatt, Germany, and test units are generally reported as tightly assembled. Scattered owner complaints about squeaks and electronics glitches keep it short of the top tier.

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

Parts are readily available through dealers, but OEM parts pricing and labor rates are among the highest in the segment. Complex electronics, MBUX hardware and the 48V system push many repairs to the dealer.

Since the 2024 refresh, every GLA has dual 10.25-in widescreen displays (center touchscreen plus cluster). No larger screen is offered.

MBUX is quick, attractive and feature-rich, and reviewers count it among the better systems. The deep menus and finicky capacitive steering-wheel touch controls keep it out of the top band.

Wireless Apple CarPlay and Android Auto are standard on all trims, added with the 2024 refresh and carried into 2025.

The 'Hey Mercedes' natural-language assistant is standard and among the better in-car voice systems. Native MBUX navigation (with AR guidance) is an option rather than standard on the GLA 250.

The base system is adequate. The optional Burmester surround-sound system is a real upgrade, in line with the class's branded systems.

A crisp, configurable 10.25-in digital cluster is standard on every 2025 GLA, with multiple display styles.

Mercedes me connect delivers over-the-air updates for MBUX infotainment, maps and some digital-extra features. Vehicle-wide software OTA of the kind on Mercedes' newer EV and MB.OS architectures is not available on this platform.

The Mercedes me app covers remote start, lock/unlock, vehicle location and status. Remote services become a paid subscription after the complimentary period, and no phone-as-key is offered.

USB-C ports are fitted front and rear. Wireless charging with NFC pairing is an option or package item, and there is no household AC outlet.

Push-button start and remote start via app are standard. Full KEYLESS-GO proximity entry with Hands-Free Access liftgate comes in a package rather than as standard, and there is no digital key.

A rearview camera and parking sensors are standard. The 360-degree Surround View camera and Active Parking Assist are optional packages.

A head-up display has been a GLA option in the US since 2021, but it is a standalone or package extra and not on volume-trim stock. 2025-specific availability could not be confirmed from MBUSA or KBB.

Rear legroom (38.0 in) is generous for the class and the SUV-height doors help loading. The 15.4 cu ft cargo hold struggles to take a stroller plus groceries, and three-across car seats are impractical.

Neither NHTSA nor IIHS has crash-tested the 2025 GLA, and adaptive cruise, lane centering and rear cross-traffic alert are optional packages. AEB with pedestrian detection and blind-spot warning are standard.

Rear passengers get decent legroom, rear vents and USB-C, but there is no rear climate zone. The road noise and small cargo hold limit luggage for four on a multi-day trip.

The compact footprint, light controls and 48V mild hybrid, which smooths stop-start, make it an easy commuter. DCT hesitation at parking-lot speeds and the road noise are the main annoyances.

28 MPG combined (29 FWD) is reasonable for a gas luxury crossover, but premium fuel and Mercedes service pricing put per-mile costs at about average for the class.

At about 175 in long, with a 37.4 ft turning circle and standard parking sensors and rear camera, it is easy to place in town. The thick rear pillars hurt over-the-shoulder views, and the 360 camera is optional.

There is no US tow rating and the cargo bay is one of the smallest in the class, so this is not a work vehicle.

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

The cargo area has tie-down points and there are factory roof-rail accessories, but there is no onboard power, no factory hitch and no upfit ecosystem.

The supportive front seats, 33 MPG highway and roughly 380 mi range suit the highway, and the optional DISTRONIC with Active Steering Assist is a good tourer aid. Road and wind noise and its optional status hold it back.

4MATIC AWD with an Off-Road mode handles gravel and snow, but low ground clearance, no US tow rating and no outlets make it pavement-first.

The 40/20/40 split rear seat (which slides fore-aft) lets long items pass through, and roof rails are available. The 15.4 / 50.5 cu ft capacity makes bulky gear a squeeze.

It is nimble and secure, with tidy body control for a crossover, and drives 'like a Benz should'. The BMW X1 is sharper, and the sport suspension is reserved for the AMG GLA 35.

The steering is precise and nicely weighted but offers little feedback, typical of Mercedes' compact platform.

No instrumented braking test was found for the current generation. The pedal is reported as touchy at low speed, and the 48V system adds light regen. The prior-generation 4MATIC stopped from 70 mph in an average 173 ft.

The 48V integrated starter-generator makes stop-start smooth and the 2.0T responsive once moving, but the 8-speed DCT hesitates and lurches at parking-lot speeds and there is some turbo lag.

The engine is quiet in normal driving but sounds coarse when pushed for passing, which compounds the cabin's road noise.

The 37.4 ft turning circle is reasonable for a subcompact crossover, though not as tight as the best city cars.

It has a commanding-for-the-class seating position with good power adjustment. The capacitive steering-wheel controls and thick rear pillars are the main ergonomic gripes.

The GLA 250 is pleasant and composed but mostly forgettable to drive. The fun is concentrated in the 302 hp AMG GLA 35.

The 2025 GLA 250 adds a standard 360-degree camera to a base that already had dual 10.25-in MBUX screens, wireless CarPlay/Android Auto, navigation, heated front seats, power front seats, ambient lighting, AEB and blind-spot monitoring. Adaptive cruise, panoramic roof and Burmester audio stay in packages, the usual German pattern shared with the X1 and Q3.

At $44,150–$46,150 delivered the GLA is priced at the class norm, and a well-optioned car passes $50K. Its cargo hold and rear seat trail the X1 and Q3, and its 221-hp output matches rivals without beating them, so it is fair value rather than a bargain. The AMG GLA 35 (~$59K) gives strong performance per dollar at the top.

The lineup is GLA 250 FWD, GLA 250 4MATIC and the AMG GLA 35 4MATIC, spanning ~$44K–$59K with a genuine performance flagship and FWD/AWD choice. The AMG GLA 45 isn't sold in the US and there is no hybrid, so it is a reasonable range with gaps.

Mercedes-Benz USA says the GLA led its entry segment in 2025 with a 21% year-over-year retail sales gain, a healthy trajectory late in the generation, though the BMW X1 remains the class volume benchmark.

The three-pointed star is one of the strongest luxury badges in the US market and is the GLA's main draw over objectively roomier rivals; the brand is aspirational and has a loyal following.

As the entry SUV, the GLA regularly carries subsidized leases, loyalty/conquest cash and Mercedes-Benz Financial rate offers. With the 2026 changeover and a new generation revealed, leftover 2025 stock has been discounted further.

The second generation launched for MY2021 and got its mid-cycle refresh (styling, MBUX update, 48V mild hybrid) for MY2024. 2025 is a carry-over year that added a standard 360 camera. A replacement on the new platform was revealed in July 2026, so a 2025 buyer is getting a mid-cycle-to-late design.

Reviewers praise the interior ambience, MBUX and refinement but mark it down for a tight rear seat, small cargo hold and firm ride. It typically trails the X1, Q3 and XC40 in rankings and comparisons, with no major 10Best, Top Pick or NACTOY honours.