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For customers of the H247-era MK2 Mercedes GLA, the promise of the brand's 'EQ Power' tech meant the addition of the Plug-in Hybrid technology that featured in this clever GLA 250 e variant. It can travel commuting distances on a single charge that can be completed from 10-100% in just an hour and 45 minutes from a 7.4kW garage wallbox. And the 1.33-litre petrol engine and 75kW electric motor produce a sprightly output, yet a super-low CO2 reading. In short, this is a car that's eco-conscious as well as fashion-conscious. If you can afford it, this Mercedes is easy to like.
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Detailed ratings
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History
Back in 2020, the Mercedes EQ Power brand was covering almost every kind of electrification, from mild hybrids and full-EVs in the company's larger models to the space-efficient Plug-in Hybrid powertrain that fitted into this maker's more compact cars. It's that latter PHEV tech we're looking at here, specifically as applied to the H247-era version of the Stuttgart manufacturer's smallest SUV, the GLA.
The GLA 250 e shared the same PHEV powertrain as was used in A-Class, B-Class and CLA 250 e models of this era, a set-up that in many ways set the segment standard of its time. In Spring 2023, the MK2 GLA was improved with a smarter front and rear look, an updated MBUX infotainment system and more power and range for this Plug-in Hybrid version. The GLA 250e PHEV was discontinued at the end of 2023.
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What you get
Visual differentiators as to this variant's plug-in status are limited to subtle 'EQ Power' labelling on the front wings and the '250 e' badging at the back. Otherwise, unless you happened to notice the extra EV charging flap on the driver's side, you'd think this was any other H247-era GLA.
Inside, you're greeted with an 'EQ'-branded start-up screen in the instrument cluster. Plus there's an additional EQ menu for the centre-dash infotainment monitor with 'Charging Options', 'Consumption', 'Energy Flow', 'Vehicle' and 'Engine' sections. Otherwise though, the cabin's pretty much exactly as it would be on any mainstream conventionally-engined MK2 GLA.
Which means it really does feel very premium inside, with man-made leather-stitched seats, a glossy black piano black-coated centre console that flows up into the dash and curious tubular silver door grab handles. Plus of course, as usual with a modern compact Mercedes, there's a hi-tech cabin screenfest on show. On a GLA 250 e, the touchscreen media display in the centre of the dash will always be of the largest 10.25-inch size, but depending on spec, this instrument cluster monitor will either be 7-inches or 10.25-inches.This whole MBUX twin-screen set-up can be activated by prodding on the monitors, by various neat touchpads or by the provided 'Hey Mercedes' voice-activated functionality.
In the back, the PHEV system brought no discernible compromises in the accommodation provided for passengers. That's because, cleverly, the fuel tank was integrated into a space around the axle installation, creating additional room beneath the rear bench for the high-voltage battery. It all meant that, as with an ordinary MK2 GLA, leg room's reasonable by class standards. Someone well over six foot tall could sit behind a similarly-sized front passenger and still have leg space. Plus there's plenty of room to slide your feet below the base of the chair in front.
Where the Plug-in tech usually does compromise things a little is when it comes to trunk space - but Mercedes designers worked hard to ensure that battery boot intrusion was minimal. For this model, they created a special exhaust system layout which ends in a centrally positioned outlet under the vehicle floor, with the rear silencer housed in the transmission tunnel.
Which all sounds promising, but when the standard 'EASY PACK' powered tailgate rises, you're still faced with a 50-litre reduction over the boot capacity of a conventional MK2 GLA - there's 385-litres of capacity on offer. Overall, most customers should be able to live with what's available here: something like a folded baby buggy should easily fit and there's a 40:20:40-split-folding seat back that when flattened, can free up as much as 1,010-litres of space up to window level - or up to 1,385-litres if you load to the roof.
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What to look for
Most GLA 250 e owners in our survey were satisfied, but inevitably, there were some who'd experienced problems - mainly in areas like electronics, transmissions, engines and bodywork. Obviously check that the charging system works as it should and that the lead hasn't been damaged.
The auto gearbox can deliver low-speed judders, harsh shifting and delayed engagement, so look for that on the test drive. The panoramic sunroof is known to rattle and leak. And we've heard of tail light condensation and door latch issues. There have been problems with the reversing camera. And with the MBUX infotainment screen freezing. And the 12V battery can flatten in 7-14 days if the car is left un-driven.
Otherwise, it's just the usual stuff. Check for signs of damage to the bodywork and alloy wheels. Even though all GLAs came with parking sensors, the wide alloy rims are particularly prone to scratches. Check for uneven panel gaps and paint flaws. Inspect the electrics and the air conditioning functionality - it should blow our really chilled air.
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Replacement parts
[based on a 2021 model GLA 250 e ex-vat] Parts prices for a GLA H247-era model from this period can be reasonable if you shop around. We trawled around the internet and found these for a GLA 250e: An oil filter is in the £5-£8 bracket. A quality air filter is around £16-£25. Front brake discs cost in the £53-£110 bracket for a set; rear discs are in the £35-£84 bracket for a set. A set of front brake pads is around £43-£65; rear pads are around £44-£54. A fuel filter is in the £44-£56 bracket; an alternator is around £241-£324; wiper blades are around £21-£33.
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On the road
This plug-in petrol hybrid model uses the PHEV powertrain that was also fitted in Mercedes' A, B and CLA ranges during this time. With this, the 163hp version of the volume 1.3-litre petrol unit (in this case paired with the 8-speed Mercedes auto transmission) is mated to a 75kW electric motor powered by a 15.6kWh lithium-ion battery. Enough to produce a very healthy 218hp system output with a gutsy 450Nm of torque, enough to dispatch 62mph from rest in 7.1s on the way to 136mph if you don't care about prolonging your potential driving range, WLTP-rated for 2020-2023-era models at a very class-competitive 37 miles. This is progress you can monitor via a neat selectable 'Energy Flow' screen available from the centre dash monitor's 'EQ' menu, which shows you in real time what's being driven by what.
The car has a pleasing preference for battery-powered motoring and there's an extra 'Electric' DYNAMIC SELECT drive mode for use if once you get going, you want to prevent the combustion engine cutting in. In theory, you can stay in battery drive all the way up to 87mph. Alternatively, an 'Electric in City' option allows you to save battery charge for urban driving you might want to do later in your trip. Either way, you can maximise battery range with careful use of these steering wheel paddleshifters, there not to switch gear ratios but to vary levels of brake energy recuperation - though it's easier just to pull hard on either one, this then selecting a radar-based 'D AUTO' recuperation programme which basically does it all for you.
The 2023 model update saw the size of this GLA 250 e model's EV battery rise to 16.0kWh, the electric motor got more power and EV range increased to 48 miles.
A couple of minor dynamic differences separate the 250 e model's drive experience from more conventional H247-era GLAs; one isn't much of an issue - the 8G-DCT auto gearbox's greater preference to continually shift up to longer ratios in pursuit of better economy. The other might be - a noticeable denigration in ride quality, which you feel over really poor surfaces and speed humps. That's brought on by an extra 150kgs of battery weight and the engineering necessity of switching this plug-in model to a less sophisticated torsion beam rear suspension set-up.
That didn't help ride quality, but it wasn't too bad, which was just as well because for our market, Mercedes refused to offer adaptive damping as an option. Yes, the car can still struggle over particularly bad surfaces but once you speed up, you'll find it deals with camber changes and undulations with the assurety of a far more expensive SUV.
As with any small crossover of this kind, there's no particular sense of engagement to be had in pushing on through the turns, but if you do, you'll note the first rate body control - aided by the stiff platform and wide tracks; and the light but pleasingly accurate steering. A BMW X1 from this era is probably a bit more dynamic; and an Audi Q3 arguably a little more comfort-orientated. But in neither case would the difference be likely to sway you against GLA ownership if you found yourself attracted by the frisson of quality on offer here and the lure of the Three-Pointed Star.
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Overall
If Mercedes could have made this plug-in GLA variant a little more affordable, we'd have had no hesitation recommending it as a go-to model in the range. After all, there's lots to like here; superb refinement, clean emissions that lead to low BiK taxation and the appealing prospect of largely fuel-free commuting mileage. Even as it is, this GLA 250 e could make more sense than a conventional GLA model of this era, once you add up whole-life costs.
The era of Plug-in Hybrid technology may be relatively short-lived but even so, it's the approach to electrification that still makes most sense for an awful lot of buyers. If you don't mind paying the premium required for this tech, with a GLA 250 e, you'll get a premium package in return.
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