A fresh batch of spy shots hit our inbox today, capturing the revamped Mercedes-Benz GLA-Class in extremely crisp images that offer us an outstanding look at the compact SUV’s refreshed shape. It’s not going to rewrite any GLA-Class history, as Mercedes-Benz will clearly keep it closer to the realm of curvy crossover instead of blocky SUV. That role - at least in the compact realm - will be held by the recently revealed GLB-Class. That’s not to say the new model will just be a carbon copy of the old with fresh headlights and wheel options. Despite the camo wrap we can see the next GLA should be just a bit larger overall, with a bit more ground clearance and a taller greenhouse for occupants. We don’t expect it to grow too much - the new GLB-Class should soldier on as the only seven-seat compact Merc, but a bit more exterior space should equal a bit more legroom for five passengers inside. Otherwise, we can see this prototype appears to have production-spec headlights and taillights, though heavy camouflage still hides final design elements. Underneath it all, the new GLA-Class should have the exact same front-wheel-drive architecture that drives the A-Class and GLB-Class. As such, power should come from a 2.0-liter turbocharged four-cylinder connected to an eight-speed automatic in the U.S. 221 horsepower (164 kilowatts) with all-wheel-drive available as an option. Euro markets could see a smaller 1.3-liter turbo offered in base models, and yes, an AMG variant with up to 416 hp (310 kW) is rumored for the future. Speaking of, it’s also rumored that the new GLA will debut later this year in Frankfurt as a 2020 model. However, we’ve also heard the big reveal could happen next year, and considering the level of camouflage we still see on test vehicles, we’re inclined to believe the latter. A debut in early 2020 would make this a 2021 model, but time will tell if that guess is correct.
But its engine — a 5.5-liter V-8 good for 382 horsepower and an impressive 391 pounds-feet of torque — made the car feel downright light. Even loaded with adult passengers, the S550 moves out from a standstill and pulls strong on the interstate. Enjoy it responsibly; the power never seems to run out, and without an eye on the speedometer you’ll soon reach triple digits. The rub, unfortunately, is accelerator lag. Such lag has long been a result of the electronic throttles that are employed across the industry, and it ranges from minor to pronounced. The worst cases display erratic inconsistencies, and the S550 is among them. Press the gas, and the resulting thrust could be relatively immediate, or it might be delayed by a half-second or more. It’s vexing, and we’ve noted it in cars as diverse as the Audi A6 and the now-discontinued Saturn Outlook. Mercedes, for its part, seems to be a repeat offender; we’ve also noticed accelerator lag in the GL-Class and the prior-gen E-Class.
The S550’s seven-speed automatic shifts smoothly, upshifting lickety-split when you press hard on the gas. It’s not the best about kicking down to lower gears — the Jaguar XJ’s six-speed automatic is better — but the V-8’s prodigious torque means you can power out of a corner even in a higher one. The transmission offers a Sport mode, which holds lower gears longer and lessens the probability that you’ll need a downshift. Should you need to, Sport mode still takes its time, unfortunately. Four-wheel-disc antilock brakes are standard. Our S550’s brakes bit down high in the pedal’s travel, which several editors noted gave the process a nonlinear, or abrupt, sensation. Other S-Class variants may improve on this: The S600 has larger discs, while the S63 and S65 get cross-drilled, 15.4-inch front and 14.4-inch rear discs. Move up the chain, and you can get as much as 604 hp in the S65 AMG.
Both AMG cars have an AMG Speedshift automatic, with significantly decreased shift times over the regular transmission. In the other direction, the S400 Hybrid teams a 3.5-liter V-6 with an integrated motor. It’s a mild hybrid, not a full one, so the motor chips in to help the V-6 but can’t power the car on its own. It runs off a compact lithium-ion battery — among the first lithium-ion applications in a mass-market hybrid. Combined gas mileage is 21 mpg, a 17 percent improvement over the S550. We drove the S400 last winter, and while it doesn’t provide the S550’s effortless thrust, it certainly has enough passing power. The brakes, on the other hand, are disappointing: They employ a regenerative function, like most hybrid-vehicle brakes, but the effect makes for a stiff pedal that’s more bricklike. Even for a hybrid — but especially for a Mercedes-Benz — the S400’s brakes need work.
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