2019 Mercedes-Benz A-class

The 2019 A-class sedan may be the smallest Mercedes-Benz sold in the United States, but it boasts high-tech features and a roomy cabin—more interior passenger space, in fact, than the longer the longer Mercedes-Benz CLA-class. The A-class also has subtle exterior styling that nicely incorporates Mercedes-Benz's new front-end design and focuses on aerodynamic efficiency. Unfortunately, its quest to maximize cabin space and the resulting stubby proportions compromise the overall aesthetic. Every A-class has a turbocharged 2.0-liter four-cylinder engine that produces 188 horsepower and 221 lb-ft of torque. It hitches solely to a seven-speed automatic transmission that sends power to standard front-wheel drive or optional all-wheel drive. The version we tested had a responsive gas pedal, and the transmission operated without issue. Paired with all-wheel drive, it went from zero to 60 mph in 6.1 seconds. Despite having large 19-inch wheels, the 2019 Mercedes-Benz A-class still delivered a comfortable and controlled ride. Its steering feel was balanced, and the responses were accurate. While our test car rode on sticky Pirelli P Zero tires that provided plenty of cornering grip, they also contributed to increased cabin noise. Inside, the A-class raises the bar compared with many entry-luxury compact competitors. Its digital dashboard can be blocked by the steering wheel in certain situations, but it counters with dazzling graphics and a sophisticated appearance. Sure, there is an abundance of hard plastics and excessive glossy-black trim, but the straightforward controls and dynamic ambient interior lighting steal the show. Its infotainment system—called MBUX—features advanced voice-recognition software as well as Apple CarPlay and Android Auto. The A-class offers an extensive suite of standard and optional driver-assistance technology, which includes adaptive cruise control, automated emergency braking, lane-keeping assist, and more.

If the chassis of the vehicle contacts the ground when the suspension was at its 'off road' height, the system senses the reduction in load on the air springs and raises the vehicle an extra inch. In the UK and European markets, a coil-spring independent suspension system was offered on the base model. This model was unique in the range by having only five seats and only being available with the 2.7 litre diesel engine. This model lacked the Terrain Response system. The engines used in the Discovery 3 were all taken from Land Rover's sister company at the time, Jaguar. A Ford/PSA-developed 2.7-litre, 195 hp (145 kW), 440 Nm V6 diesel engine (the TdV6) was intended to be the biggest seller in Europe. For the US market and as the high-performance option elsewhere, a 4.4 litre petrol V8 of 300 hp (220 kW) was chosen. A 216 hp (161 kW) 4.0-litre SOHC Ford V6 petrol engine was available in North America and Australia.

The gearboxes on the Discovery 3 were also all-new. For the diesel engine, a six-speed manual transmission was standard. As an option, and as standard on the V8 engine, a six-speed automatic transmission was available. Both came with a two-speed transfer box and permanent four-wheel-drive. A computer controlled progressively locking central differential ensured traction was retained in tough conditions. A similar differential was available on the rear axle to aid traction. The Discovery 3 was fitted with multiple electronic traction control systems. Hill Descent Control (HDC) prevented vehicle 'runaways' when descending steep gradients and 4-wheel Electronic Traction Control (4ETC) prevented wheel spin in low-traction conditions. An on-road system, Dynamic Stability Control (DSC) prevented skidding when steering and braking at speed. The vehicle also featured the 'Terrain Response' system. Previously, off-road driving had been a skill that many drivers found daunting. A wide-ranging knowledge of the vehicle was needed to be able to select the correct gear, transfer ratio, various differential systems and master various techniques required for tackling steep hills, deep water and other tough terrain. Terrain Response attempted to take away as many of the difficulties as possible.

The driver selected a terrain type on a dial in the cab of the vehicle. The options are "Sand", "Grass, Gravel & Snow", "Mud & Ruts" and "Rock Crawl". The on-board computer systems then select the correct gearbox settings, adjust the suspension height, adjust the differential lock settings and even alter the throttle response of the engine suitable for the terrain. The majority of the changes are mechanical. The D4 receives two engines from Jaguar Land Rover's 'Gen III' range. The TDV6 Gen III is a 3.0-litre development of the 2.7-litre engine used in the D3. The new version features advanced twin-sequential turbochargers where a Variable geometry turbocharger is used at low engine speeds, with a second standard turbo is brought online at higher engine speeds. An improved version of the ZF six-speed automatic/sequential gearbox is now fitted which includes taller gearing to take advantage of the new engines' greater torque output and an updated lock-up system to further reduce fuel consumption. Other technical changes include the fitting of the more powerful brakes from the Range Rover Sport and thicker anti-roll bars to improve on-road handling.

The electronic handling system have been updated - the Stability Control System now includes a programme that detects the onset of understeer and applies the brakes. The D4 retains its predecessor's fully independent air suspension with cross-linking when off-road and the twin-range transfer gearbox with an electronic infinitely-variable locking centre differential. As before a similar locking rear differential is available. The 2.7-litre TDV6 engine was available in Europe on the basic 2.7 GS passenger and 2010 Commercial ranges. Unlike the D3 base model this is equipped with air suspension and the Terrain Response system. The automatic transmission is an option on this model. The 3.0-litre Gen III model (only with automatic transmission) is also available in the GS trim level. The Discovery 4 also features a redesigned interior (again in keeping with the new styles introduced elsewhere in the LR range for 2010). The instrument cluster is updated with the speedometer and tachometer analogue gauges being redesigned to improve clarity. The analogue temperature and fuel gauges of the previous model, and the electronic information display are replaced by a single TFT screen capable of displaying information in a variety of modes and formats. The interior also has a new centre console, which includes redesigned and simplified switches and controls. The Discover also has a new seat design and a wider range of available interior materials-some (such as the highly polished 'Piano Black' and wood veneer) are materials previously only seen in Range Rover models. The stated aim of the interior redesign was to lift the vehicle upmarket, especially the higher-spec models which are now aimed at the luxury and executive markets. In a January 2011 comparison test by Car and Driver, the Land Rover LR4 came in fourth place out of five cars behind the Audi Q7,BMW X5, and Acura MDX.