Tag Archives: Mazda CX-30

2023 Honda HR-V AWD EX-L

Larger platform, refined styling make HR-V a better family car choice …

Surprises can be pleasing or concerning, something to celebrate or something to require pulling the bedspread up over your noggin.

Honda’s new 2023 HR-V, its small SUV/crossover, is full of the former, yet seeing a starting price of $24,895 I had concerns. I anticipated a homely yet efficient box on wheels, as per the first gen model that debuted as a 2016 model, a real party animal if you’re a family of accountants.

But nooooo, the restyled, redesigned HR-V now rides on Honda’s larger Civic platform, not the former’s Fit chassis. It’s longer, lower and wider, all good things for performance, while remaining svelte at just over 3,200 pounds.

The styling leans toward sleek with a roofline that elegantly sweeps down in back and a new nose and tail that look as modern as any competitor. Additional sound deadening, an active noise cancellation system, and acoustic glass make it quieter inside too.

But the big deal is a multi-link rear suspension to replace the former torsion beam, improving ride quality to the point of HR-V not feeling so small. It corners with confidence and the steering is lively too.

Power also increases from 141 horses to 158 from the new 2.0-liter I4. No turbo here, but that would make it a blast. Still, at this weight and with this crossover’s handling ability the HR-V seems perky and peppy and downright fun to drive, much like Mazda’s CX-30, almost.

The automatic continuously variable transmission is super smooth too, giving the HR-V solid off-the-line performance, almost like a regular variable gear tranny.

Watch Mark’s video: 2023 Honda HR V AWD EX L review by Mark Savage – YouTube

Honda equips the crossover with three drive mode toggles too, Normal, Eco and Snow, the latter being something us northern states folks appreciate. No Sport mode here to pump up the power, but I didn’t miss it, much. Yet Honda does include as standard a hill descent button on the console in case you get off road and need to slowly creep down an incline while retaining good traction.

Make no mistake, this new HR-V has no business going off-roading, but the tested EX-L model included AWD that will help traction in winter slop. AWD costs $1,500 on all three trims.

Honda is also generous with safety equipment with the base LX model featuring forward collision warning with automatic emergency braking, lane departure warning, lane-keeping assist, smart cruise control and automatic high beams. The tested EX-L adds low-speed braking control, parking sensors, driver attention monitor, and blind-spot warning too.

Slip inside the HR-V (still a less than inspired name) and the interior looks and feels roomy, but also more upscale than one might expect in this price range.

The Nordic Forest Metallic (a snazzy blue-gray that costs $395 extra) sported a black leather interior and black to gunmetal honeycomb dash trim that reflects that of the nose’s grille. This is real metal, if that matters to you, and adds a bit of youthfulness to a car aimed at – you guessed it – young buyers.

Incredibly the door panels, arm rests and any area where an elbow may touch are well padded to create a luxury feel. Remember the cheap hard plastic of previous value models? Not in this Honda.

The steering wheel is leather-wrapped and the EX-L model upgrades the info screen from the standard 7-incher to a 9-inch touchscreen that’s simple to use and see. There also are dual climate control dials below the screen and a wireless phone charger tucked under the center stack.

Honda includes a power driver’s seat here and both front seats are heated and well contoured. Honda redesigned its seats for the HR-V to create more support and that’s obvious for the lower back and hips. Front and rear seats also are roomy so four adults could easily take a trip in this crossover.

Lots of cargo room behind the split folding rear seats too. Gone are the former folding “magic seats”, but these seats fold flat and create a cavernous cargo hold if the rear seats are lowered. One thing you don’t get is a power rear hatch, but then this is a high value model and really, it’s not difficult to close a small crossover’s rear hatch.

I like the traditional console-mounted stick shift too because it’s simple to grasp and does not require you look down at the console as so many of today’s buttons and rotary knobs do.

OMG, a shifter you can actually get ahold of!

Did I mention the small sunroof? No, but you get that standard on the EX-L, along with a 180-watt 8-speaker audio system.

And all this costs just $30,195, including delivery, for the AWD-equipped EX-L. The test car added only the handsome blue-gray paint scheme, so listed at $30,590. As mentioned earlier the base LX starts at $24,895 and a well-equipped Sport model starts at $26,895.

One downside, for now, there is no hybrid model. Yet for a gas-only crossover the HR-V is rated at a solid 25 mpg city and 30 highway. The front-drive models get just a bit better mileage and I managed 30.6 in about 70% highway driving with up to four folks aboard.

Seems hard to beat this feature-packed small crossover considering Honda’s fine reliability record. Other challengers in this market include the sporty Mazda CX-30 and Subaru CrossTrek that feature AWD standard. The Toyota C-HR, Hyundai Kona and Kia Seltos also are solid competitors.

Don’t let anyone tell you there are no good cars/crossovers for $30 grand or less!

FAST STATS: 2023 Honda HR-V AWD EX-L

Hits: Confident handling, peppy power, good ride and AWD. Fine MPG, roomy and quiet interior, small sunroof, and wireless phone charger, plus 9-inch info screen, dual climate controls, power driver’s seat, well contoured seats, heated front seats and normal stick shift. Full range of safety features standard along with hill descent control.

Misses: No Sport mode among toggle drive-mode selections, no power hatch.

Made in: Mexico

Engine: 2.0-liter I4, 158 horsepower/138 torque

Transmission: CVT automatic

Weight: 3,219 lbs.

Length: 179.8 in.

Wheelbase: 104.5 in.

Cargo: 24-55.1 cu.ft.

MPG: 25/30

MPG: 30.6 (tested)

Base Price: $30,195 (includes delivery)

Invoice: N.A.

Major Option: Nordic Forest paint, $395

Test vehicle: $30,590

Sources: Honda, kbb.com

Photos: Mark Savage

2022 Lexus NX 350 F Sport

Restyled NX puts emphasis on tech and sassy performance …

            Small, sassy and techy, that’s Lexus restyled NX 350, a compact crossover aimed directly at the better-off retiree or suburban family with no more than two kids.

            I suppose I think of NX being aimed at newly retired Boomers because of its luxury price tag that can hit $60,000. Seems a family with two pre-teens might not be able to swing that kinda car loan.

            But in any case, Lexus has massaged the NX’s styling, quieted it’s interior further, added a more solid driving feel and now offers four powertrains to fit various wallets and energy-consciousness levels.

Oh, and let’s get this up front, that darned Lexus touchpad on the console to control the infotainment screen is GONE. Praise be!

First the basics starting with trims and powertrains. NX is available in 12, that’s right, a dozen trim levels. The base NX 250 with a 203-horse 2.5-liter I4 is the only one without AWD standard, but it’s an option.

Starting with the NX 350h and 350 (no h), AWD is standard. The 350h is a hybrid coupling two electric motors with the 2.5-liter I4 to create 239 horsepower, adding a bit more oomph while improving gas mileage. This is the same system found in sister brand Toyota’s RAV4, and which has drawn raves from me and other auto pilots.

The NX 350 (stay with me here) touts a 2.4-liter turbo I4 that jumps power up to 275 horses and a torque rating of 317 lb.-ft. Turbos always cram more torque into a powerplant so it’ll accelerate quicker and that’s what the tested NX 350 F Sport that I tested was packing. Power off the line is considerable and gives the NX a sportier feel than one might expect from a Lexus. And while the cabin is relatively quiet, there is some engine chatter when tromping the accelerator.

More on performance in a second, but lastly there’s a plug-in hybrid model too, the NX 450h that creates 302 horsepower and a 0-60 mph time of 6 seconds flat. That’s hustling for a crossover.

Its plug-in charge reportedly lasts about 36 miles and this upper-end model starts at $57,800 with delivery, and the F Sport model pushing that even higher. Note though that there’s a $7,500 tax credit on the plug-ins.

If you’ve stuck with me through all that, you deserve to hear more about the tested 350 F Sport.

Watch Mark’s video: Mark Savage reviews the 2022 Lexus NX350 F Sport – YouTube

It’s perky with quick giddyup due to that turbo, and the steering is fairly quick too, so an aggressive driver can push it into turns for a sport-oriented drive. The F Sport Handling feature on this model tunes the suspension for a sportier feel with front and rear shock performance dampers and adaptive variable suspension.

Tied to that are five drive modes from Eco to Sport+ which is the high-performance setting. That makes for a stiffer ride and handling, plus more aggressive acceleration via the 8-speed automatic.

Ride is well controlled in any case, but remains on the firmer side. Braking also is massive considering the vehicle’s size and weight. Lexus uses 12.9-inch vented discs up front and 12.5-inch vented rear discs. Stopping comes quickly.

A reminder that AWD is standard.

Outside, the NX 350 reminds me of the Mazda CX-5 and CX-30 crossovers with sizeable grilles and a beaklike nose where the hood extends out a tad over the grille. I like the look, although some folks consider the Lexus grille a bit much. I defend it as so many other makes have followed suit of late, imitation being the sincerest form of flattery. The crossover’s tail is distinctive too with a light bar across the hatch.

Inside, the Redline (bright red) test NX featured stunning red and black perforated leather seats along with red leather on the doors and console. The dash top is black and there’s gloss black trim by the giant 14-inch screen and edges of the console.

That monster screen is certainly easy to see and without that annoying touch pad that adorned past Lexus consoles it’s a vast improvement, because it’s a touchscreen, and also can be controlled via the Intelligent Assistant. No, that’s not a family member that rides along, but the AI voice recognition system that responds to “Hey Lexus.” A warning here, you WILL say Alexa to it at least a couple times.

The touchscreen is not hard to use, but I’d like to see some real knobs and buttons, especially dedicated Home, Radio and Map buttons to get you quickly where you want to go. I say this, knowing my voice can tell the computer, but old habits die hard. Still, kudos to Lexus for finally replacing the touch pad.

Rest of the dash is fine and easy to see, plus there are good sightlines to the side as the NX allows some space between the side mirrors and A-pillars to improve visibility.

Seating is sport-oriented too with fabulous lower back and kidney support as the seats wrap around and caress the back and sides. Power seats of course, along with heated front seats (cooled is optional). A Cold Package ($250) adds a heated steering wheel along with heated wipers and deicer system plus a PTC heater for quicker heating.

There’s also an F Sport Luxury package for $2,200 that upgrades to that 14-inch screen for one that’s just short of 10 inches. The package also delivers that Hey Lexus system, ambient lighting, the cooled front seats, a special nav system and park assist, along with a power hatch activated by swinging your foot beneath the rear bumper.

Lexus goes with a big touchscreen, eliminating its annoying console touchpad.

Sunroof fans will love the panoramic moonroof that covers front and back seats. It costs $1,600 extra. A fine Mark Levinson premium audio system with 17 speakers (8.5 for each ear) is $1,020 extra too.

Four more options on the test NX pushed it from a $47,725 starting price (with delivery) to $55,325, which seems high for this size vehicle. But be assured NX is a high-tech tour de force.

For safety there’s the usual systems like rear cross-traffic, a 360-camera, blind-spot warning and lane departure. Lexus also adds road sign assist, smart cruise, intelligent high-beams, and curve speed management.

Apple CarPlay and Android Auto are standard as is a safety connect system to call for help and Wi-Fi connect too.

The steering column is a power tilt/telescope model but it’s disappointing that Lexus still doesn’t add a flat-bottom steering wheel to its F Sport models. That makes no sense.

There is, however, a wireless charging system and push-button door releases. Those seem gimmicky, although they worked fine. For safety’s sake you also can pull them back like a normal lever to release the door. The push-button system seems like technology solving a non-existent problem.

Rear seats will fold flat manually to extend the cargo area, but that space is pretty generous as is, plus there’s hidden storage under the rear floor. Reportedly the hybrid versions have the same cargo space, meaning batteries don’t cut into the cargo area.

Gas mileage is OK. I got 22.2 mpg in about 70% highway driving and the EPA rates this at 22 mpg city and 28 highway. The real hurt is that premium fuel is recommended. Ouch!

But again, this is a small luxury crossover, so you’re expecting some premium costs. Note though that with some option restraint an NX 350 or 350h can be had for $41,700 to $45 grand or so. That’s the entry-level luxury range now.

FAST STATS: 2022 Lexus NX 350 F Sport

Hits: Distinctive styling, good power, nice handling, controlled ride and AWD. Stellar interior design, big touchscreen, massive sunroof, power tilt/telescope steering wheel, heated/cooled seats, super contoured seats, 5 drive modes, wireless charger, good sight lines.

Misses: Needs flat-bottom steering wheel, more knobs to simplify using touchscreen, and push-button door releases feel gimmicky. Also needs premium fuel, ouch! 

Made in: Miyawaka, Fukuoka, Japan

Engine: 2.4-liter turbo I4, 275 hp/317 torque

Transmission: 8-speed automatic, AWD

Weight: 4,035 lbs.

Wheelbase: 105.9 in.

Length: 183.5 in.

Cargo: 22.7 – 46.9 cu.ft.

MPG: 22/28

MPG: 22.2 (tested)

Base Price: $47,725 (includes delivery)

Invoice: $44,695

Major Options:

Cold package (heated steering wheel, heated wiper/window deicer, PTC heater), $250

Triple beam headlamps w/washers, cornering lamps, $850

F Sport Luxury (14-inch touchscreen, Drive Connect w/Cloud navigation, Intelligent Assistant (Hey, Lexus), destination assist, ambient lighting, power rear hatch w/kick sensor, cooled front seats, intelligent park assist), $2,200

Mark Levinson premium audio w/17 speakers, $1,020

Panoramic moonroof, $1,600

Panoramic view monitor, lane change assist, front cross-traffic alert, $1,070

Towing package, $160

Smart phone convenience package, $450

Test vehicle: $55,325

Sources: Lexus, www.kbb.com

Photos: Mark Savage

2022 Volkswagen Taos SE

Taos another newcomer in expanding small crossover market …

Oh my, the burgeoning small crossover market just added another competitor, the Volkswagen Taos (rhymes with House), and if value is your main shopping criteria the Taos should be near the center of your bull’s-eye.

Just in the last year I’ve reviewed the following tiny crossover competitors, Mazda CX-30 (2 versions), Hyundai Venue, Mitsubishi Eclipse Cross, Kia Seltos, Chevy Trailblazer, Nissan Kicks and Subaru Crosstrek. There were others earlier as this segment has been swelling like an anaconda swallowing a warthog.

But back to Taos (not New Mexico), VW’s smallest crossover that rides on a 105.9-inch wheelbase with a potentially powerful 1.5-liter turbocharged I4 that makes 158 horsepower, 11 horses more than VW’s Jetta. That figure is near the top of this segment’s power rankings, except for the over-endowed Mazda CX-30 with its 2.5-liter turbo I4 that makes 227 to 250 hp, depending on gas selection. It’s a riot!

For VW this new engine is an efficient and torque-happy number with 184 pound-feet of oomph. Sadly, the test vehicle had the worst case of turbo-lag that I can recall in several years. It hesitated at every chance to accelerate. Pull from the drive, push the accelerator, and wait. Traffic light turns green, push the accelerator, and wait. Turn a corner or head onto a highway ramp, push the accelerator, and wait. Ugh!

If you want power quickly you must mash the accelerator and then there’s still a wait before that turbo launches the VW to excellent highway speeds. The waiting, followed by over-accelerating became tedious.

Too bad, because Taos seems solid and handles well. Steering is light and easy and the crossover corners with little hint of body roll. This could be sporty and fun. Plus Taos is light, just 3,175 pounds. My mid-level SE model was front-drive and I suspect the 4Motion (AWD) would give it even better traction and handling. AWD costs $1,500 extra on all three trim levels.

Ride? Well, this is a short wheelbase crossover with struts up front but just a torsion beam rear suspension, so ride is pretty firm. The potholes weren’t as disturbing as the raised pavement hoo-has. Taos seemed to jump a bit sideways at times on those sharp spots.

Note that the AWD models feature a multi-link rear suspension which may help ride quality some and is the system used by most vehicles these days.

An 8-speed automatic tranny handles the shifts and is aimed at fuel savings. Too bad there are no drive mode selections here to add power or maybe smooth out the performance a bit in a comfort mode. Eco seems to be where the Taos is aimed and it features strong EPA numbers. The estimates there are 28 mpg city and 36 highway. I got a fine 29.4 mpg in about 80% highway driving.

By comparison, the Trailblazer with AWD that I tested posted 32 mpg, the Mazda CX-30 with the turbo managed 26.6 and the Crosstrek posted 25.4 mpg.

Plenty of safety systems are in place, with VW’s Intelligent Crash Response System and automatic post-collision braking, forward collision warning and autonomous emergency braking with pedestrian monitoring, a blind-spot monitor, and rear traffic alert being standard.

The test crossover added the IQ Drive SE package with Travel Assist (VW’s semi-autonomous driving system), smart cruise control, the Stop & Go system, and lane assist, for $895. The Travel Assist worked fine, but seemed a bit over anxious, as some of these do, pushing the car back toward the center or side lines harder than need be. This becomes concerning in construction zones and I could find no way to turn the system off as I dodged Wisconsin’s many orange barrels and cones.

Inside the King’s Red Metallic ($395 extra, and worth it) test vehicle was a fine interior. The SE trim upgrades cloth seats to something called CloudTex synthetic seats. This is a combo of cloth feel and faux leather, which is tough and easy to clean.

The test Taos featured gray seats with white stitching and the doors were two-tone gray while the dash was mostly dark gray with a bluish trim on some plastic bits. The console was flat black, ending sunny day reflection worries.

The SE model upgrades from the standard 6.5-inch info screen to an 8-inch touchscreen that was fairly easy to adjust. Below that are three large climate control knobs, so easy to adjust.

A nice sized screen on the new Taos.

However, during my drive Wisconsin was sweating through a spate of muggy upper-80s days and I had to crank the climate system’s fan to its top-level to get enough cooling and leave it there for about 10 minutes. Then I slowly dialed the speed back. Air was plenty cold from the system, but it took a while to cool the interior and there is no automatic climate setting, again keeping costs down for Taos.

Seats were well-shaped giving good side and hip support and the driver’s seat was powered with a power lumbar support. The front passenger’s seat is manual. But legroom and headroom are good front and rear so it’s easy to load four to five adults in Taos, although five may prefer city jaunts to cross-country tours.

Seats are heated up front and the flat-bottomed steering wheel also is heated, a plus.

Another goodie was the huge panoramic sunroof, a $1,200 add-on. These are increasingly popular in crossovers, but this one was a monster with a gray screen over it to reduce summer sun. But it would be fun to open in spring and fall to be sure. Might not feel like a Jeep, but definitely brings the outside in!

Another plus, a wireless phone charger under the dash’s center stack and the fact that the driver can give the instrument panel multiple looks, adding or deleting various information on either side of the speedometer.

Good news too for those hauling a lot of gear, the VW offers a generous storage area behind the rear seats with 28.1 cubic feet of space. Fold the split rear seats down and that grows to a sizeable 66.3 cu.ft.

Now maybe the best news, pricing. VW starts with the S trim at $24,190 for front-drive and $1,500 more for AWD, known as 4Motion. The tested SE model lists at $28,440 and is FWD. A top-level SEL lists at $32,685 with AWD and a sunroof being the only options.

This Taos added 19-inch black alloy wheels with all-season tires for $395, giving the red crossover a snazzy look since it comes with black cladding over the wheel wells and front and rear fascias. Grand total here was $31,325.

That’s a bargain in today’s car world, although I’d think most Wisconsin drivers would want to add the AWD for traction and to possibly improve ride quality with the multi-link suspension.

Sharp taillights!

By comparison my vehicle of the year, the hot-looking CX-30 starts at $30,050 with delivery and AWD is standard. The tested Trailblazer that is awfully cute lists at $30,070 and includes AWD while the Crosstrek is a little more at $31,440 with AWD and heated and cooled seats, plus a fancy stereo.

As you can see, pricing in this segment is quite close, so test drive several small crossovers before you buy and compare them with like features. This is a well-stocked market with Taos being the new kid on the block!

FAST STATS: 2022 VW Taos SE

Hits: Light easy handling, huge panoramic sunroof, roomy interior, heated well-shaped seats, flat-bottom heated steering wheel, big storage area, wireless charger, multiple dash views, value pricing and good gas mileage.

Misses: Firm ride and concerning turbo lag on acceleration. Couldn’t turn off active lane control, no drive modes to boost acceleration, fan must be turned on top level for quite a while to cool crossover on hot day.

Fancy black wheels give Taos a sporty look.

Made in: Puebla, Mexico

Engine: 1.5-liter turbo I4, 158 hp

Transmission: 8-speed automatic

Weight: 3,175 lbs.

Wheelbase: 105.9 in.

Length: 175.8 in.

Cargo: 28.1/66.3 cu.ft.

MPG: 28/36

MPG: 29.4 (tested)

Base Price: $28,440

Invoice: $27,351

Major Options:

19-inch black alloy wheels w/all-season tires, $395

King’s Red metallic paint, $395

Power panoramic sunroof, $1,200

IQ Drive SE package (Travel Assist semi-autonomous drive assistance, adaptive cruise control, stop & go, lane assist, blind-spot monitor), $895

Test vehicle: $31,325

Sources: VW, www.kbb.com

Photos: Mark Savage

2021 Mercedes-Benz GLA250 4Matic (AWD)

Mercedes delivers a sporty small crossover with its GLA250 …

Life is getting harder for premium brands.

For instance the small crossover market is flooded with snazzy options, the Lexus UX, Volvo XC40 being two I’ve tested, while the pressure is coming from the likes of Mazda’s near perfect CX-30 along with Subaru’s Forester.

Into this market plops this week’s tester, the Mercedes-Benz GLA250 4Matic. It’s similar in size and performance to those mentioned above, also packing all-wheel drive. Oh it’s sporty looking and performs well, but is on the higher end of starting prices compared with the others and sadly the test crossover was saddled with 18 options. That’s right, 18!

Those took what started as a moderate entry-level crossover of $39,280 up to a premium mid-size crossover or SUV price of $55,585.

But let’s move behind price as you could scrimp by adding just a couple options, maybe.

Power is good and handling is light and sporty. The GLA is Mercedes’ smallest crossover but handles like one of its higher-end cousins. Toss it into tight winding turns out near Holy Hill locally and it behaves like a small sport sedan.

Power comes from a turbocharged 2.0-liter I4 (very common now) that pumps out 221 horses and is rated 258 for torque. Quite respectable! A driver can add some oomph by adjusting to the Sport drive mode from Comfort. Power increases and steering effort firms. Ride is already pretty firm and with a short wheelbase can become a bit jiggly at times.

Watch Mark’s review: https://www.youtube.com/watch?v=jMWkEhVjU-M

By comparison, the luxurious Volvo XC40 has 248 horsepower and the modest cost Mazda CX-30 2.5 Turbo Premium Plus tested earlier this year knocks out 227-250 horses depending on what octane fuel you use. Both handle well, like the Mercedes.

GLA uses a fine 8-speed automatic to engage that engine and the 4Matic AWD system provides good traction putting 80% of the power to the front wheels in Comfort and Eco drive modes. Sport shifts 30% of the power to the rear.

At just 3,494 lbs. the Mercedes feels light and nimble.

Braking is excellent with big drilled rotors up front, a part of the AMG line package that adds $2,240 to the price tag. If you are into performance this may be worth it. It also adds an AMG diamond block grille and some AMG styling touches to the body for spiffiness purposes.

From a looks standpoint the AMG black multi-spoke 20-inch wheels certainly looked great too on the white tester. Note only black and white paint are standard, all other shades add $720. The fancy wheels are $1,050, but again, if style matters as much as performance, a reasonable add-on.

The tested GLA250 also added a Night package to make the grille trim a high-gloss black, and likewise the outside mirror covers and window trim. Cost is $400.

Inside the small Mercedes was sharply styled with five round satin chrome air vents spread across the lean dash. Seating was a titanium gray leather with similar black to gray dash and door trim. Natural grain black linden wood trim spiffed the dash and doors too, a $325 addition. Trim is mostly satin chrome and gloss black around the 20-inch wide instrument panel and info screen, looking much like a giant cell phone. I like the look, but that leather is a $1,450 option.

Those bigger screens cost extra too. A 7-incher is standard for the touchscreen, but the Premium package boosts that to 10.25-inch info and instrument cluster screens, merged as one unit. The $1,750 package also includes a Keyless-Go package, auto-dimming rearview and driver-side mirrors that will fold flat against the doors.

Dash buttons and the screens are simple enough to use as there generally are two or three ways to engage the radio, navigation system, etc. A touchpad on the console replaces the former clumsy knob there. The pad is slightly easier to use, but not while driving. Many buttons are on the steering wheel hub to access these functions too, but that and its leather covering cost $360 extra.

There’s a big 10.5-inch screen above those three air vents and climate toggles.

An Alexa-like system that the driver must address as Hey Mercedes, will answer your time and temperature questions, among others, just like Alexa. I stumped her as often as not, or had to rephrase my questions. Still, it can be fun to play with this on a long drive. On the electronics front, an SOS emergency system is mounted overhead.

Seating is firm (one friend called it hard), but well-shaped for hip and lower back support, and I like that Mercedes puts the seat adjustments on the door. Very easy to reach! The power lumbar button is still on the driver’s seat side, and the seats feature a lower-cushion extension for long-legged driver. That extension’s control knob beneath the cushion sticks out a bit far though. Seats here were heated too, a $500 option. As our climate warms it would make sense to have cooled seats, especially with leather surfaces.

The GLA250 has a sharp-looking cockpit with a flat-bottom wheel.

Other goodies on the tested GLA250 included a panoramic sunroof ($1,500), Sirius XM radio ($460), a laudable Burmester surround sound system ($850), wireless phone charging ($200) and a cool 64-color interior ambient lighting system ($310) that is adjusted through the info screen. I liked the indigo lighting for the dash trim and air vents, very relaxing and classy!

The new GLA’s interior is roomy too, easily carrying four adults. The redesign for 2021 lengthened the wheelbase by an inch, boosted rear seat legroom by 4.5 inches and raised the roofline by 3.5 inches to maximize front seat headroom. Tall drivers fit well.

Likewise there’s more cargo room under the power hatch. With seats in place it’s 15.4 cubic feet and with the rear seats folded flat it grows to 50.5 cubic feet. The seats also include a fold-down pass-through for folks carrying skis or other long thin items.

Here’s as good a spot as any to mention that the power hatch did not always latch properly. It seemed to, but once the vehicle was started a tiny red light flashes for the hatch area and the rear-view camera will not engage. So, climb out and manually re-latch the hatch. Might be a problem only on the tester, but still.

A few other glitches or things I question, include an odd feature where a front-view camera engages at intersections. It only seemed to turn on if there were other cars coming at you from the opposite direction. Since a driver can clearly see out the front window I’m not sure of its purpose as the screen is obviously smaller than the real view out the windshield. The screen  also makes the vehicles coming at you appear much further away.

I also found the lane departure assist system quite abrupt. If I let the GLA fade to the center or road’s shoulder lines the crossover would brake and groan much harder than any other vehicle I’ve tested. Most tug at the wheel to re-center the vehicle in its lane and do not brake or groan.

Snazzy looking taillights here!

And this is just a heads up, but the slim transmission shift lever extends from the right of the steering column. That’s an unusual location as of the past 25 years or so. This is where one usually finds the wiper lever. So if you purchase, just be aware you’ll need to retrain yourself as to the shifter’s location.

Speaking of safety, the majority of safety features here were included in option packages. I won’t repeat them all as they are in the stat box below, but everything from blind-spot assist to adaptive high-beams and the navigation system are in packages totaling $3,895.

Which brings us to gas mileage, something of concern as $3 a gallon gas is pretty much the norm now. I managed an excellent 28.2 mpg in about a 50-50 mix of city and highway driving with up to four aboard, and I didn’t go easy on the throttle a lot either. High octane fuel is preferred and the EPA rates the GLA250 at 24 mpg city and 33 highway.

Spiffy black wheels with Mercedes logos!

If 221 horses aren’t enough there are two other GLA models with more oomph. The GLA350 touts a horsier turbo 2.0 I4 at 302 horses from an AMG-tuned motor and the GLA450 delivers 382 horses. This engine is hand-built by Mercedes AMG performance factory.

Those models start at $47,550 and $54,500, respectively, and reflect mid-level luxury prices. Ironically the tester actually cost more than those horsier trims, once all its options were ladled on to this wundercar!

FAST STATS: 2021 Mercedes-Benz GLA250 4Matic

Hits: Good power and sporty looks and handling, plus AWD. Mercedes version of Alexa, panoramic sunroof, heated seats, 5 round dash air vents, wireless charger, stereo upgrade, power hatch, 4 drive modes, 10.25-inch screen, SOS overhead, lower seat extensions and excellent braking.

Is it just me or does this remind you of a Star Wars stormtrooper?

Misses: Firm ride, power hatch doesn’t always latch properly, knob to release lower seat extension sticks out too far, odd front-view camera engages at intersections, console touchpad for screen adjustment, abrupt lane departure correction with braking, shift lever on right of steering column an unusual location.

Made in: Rastatt, Germany

Engine: 2.0-liter turbo I4, 221 hp

Transmission: 8-speed automatic

Weight: 3,494 lbs.

Wheelbase: 107.4 in.

Length: 173.6 in.

Cargo: 15.2-50.5 cu.ft.

MPG: 24/33

MPG: 28.2 (tested)

Base Price: $39,280 (includes delivery)

Invoice: N.A.

Major Options:

Titanium gray/black leather interior, $1,450

Natural grain black linden wood trim, $325

Multi-function leather steering wheel, $360

20-inch black AMG multi-spoke wheels, $1,050

Panoramic sunroof, $1,500

Suspension w/adaptable damping, $990

Sirius XM radio, $460

Burmester surround sound system, $850

Heated front seats, $500

64-color interior ambient lighting, $310

Wireless charging, $200

USB-C adapter cable, $25

Driver assistance package (active brake assist w/cross-traffic function, distance assist, steering assist, blind-spot assist, lane-keeping assist, lane assist, speed limit assist, emergency stop assist, evasive steering assist, Pre-Safe Plus, route-based speed adaptation, extended restart in Stop-Go traffic), $1,700

Exterior lighting package (active LED headlights, adaptive high-beam assist), $900

Multi-media package (navigation and nav services, MBUX augmented reality nav, speed limit assist), $1,295

Night package (high-gloss black grille trim, exterior mirror covers, window trim), $400

AMG line (AMG body styling, perforated front discs, MB lettering, AMG diamond block grille), $2,240

Premium package (10.25-inch info screen, 10.25-digital instrument cluster, Keyless-Go package, auto-dimming rearview and driver-side mirrors, power fold mirrors), $1,750

Test vehicle: $55,585

Sources: Mercedes-Benz, www.kbb.com

Photos: Mark Savage