Autoexpress compara el nuevo clase A con sus rivales directos, y no sale muy bien parado -1st BMW 125i -2nd Audi A3 1.8 TFSI -3rd Mercedes A250 CGI
Interesting!! Pero habrá que leer la prueba completa. Supongo que Mb ha hecho lo de siempre, buscar más el confort que la deportividad (porque cuando la buscan la encuentran...) En fin, BMW is the champ!!!
Se ven bonitos los tres (el S1 cada vez me gusta más, todo hay que decirlo) y la verdad es que en motor poco podrán hacer con el BMW.
No obstante deberian haber metido al Audi 2.0 TFSI...no? El 125i es un carrazo segun cuentan...aunque el otro dia cuando devolvi un coche en el Welt, coincidi con un currela de BMW que habia pillado un 125i y decia lo que decimos todos los quemaos, que corria bien, consumia razonable pero que no tenia la finura y encanto del L6 de su humilde Z4 2.2.
he BMW has cemented its status as the class leader by seeing off two strong rivals in style. In sporty 125i M Sport guise, it delivers a compelling mix of driving thrills, practicality and quality. It backs this up with strong residuals and low servicing costs. Only the relatively high emissions cost the 1 Series valuable marks. If the Mercedes A-Class wants to top the compact family car class, this is the car it must beat: the BMW 1 Series. Since making its debut earlier this year, the second-generation entry-level BMW has proven the undisputed hatchback king. Thanks to its blend of driving fun, low running costs, upmarket appeal and surprising practicality, the 1 Series has emerged victorious from every one of its road test encounters. However, the new Mercedes presents the toughest challenge yet to the BMW’s grip on this market. When it comes to kerb appeal, the 1 Series is second best. With its upright windscreen and heavy-handed rear end, it looks a little frumpy compared to the Mercedes. Our racy M Sport test car benefits from a neat bodykit and distinctive 18-inch alloy wheels, but even these additions aren’t enough to give the 125i an edge on style. Still, the BMW hits back the moment you climb inside. The slick dash is robust and clearly laid out, plus the well engineered switchgear feels solid and precise. There’s plenty of seat and wheel adjustment, so it’s easy to find a comfortable driving position, while the chunky M Sport steering wheel and stubby gearlever look and feel great. The 1 Series is also surprisingly spacious, with rear passengers getting a similar amount of room as they’ll find in the Mercedes and Audi. However, passengers in the middle will find the large transmission tunnel eats into space for their feet. Elsewhere in the cabin, there’s plenty of useful storage, including wide door bins, a large glovebox and useful centre console cubbies. Better still, get past the BMW’s high load lip and you’ll find a well shaped boot that will swallow 360 litres of luggage, which is 19 litres more than the A-Class. Drop the split-fold rear bench flat, and the available capacity grows to a healthy 1,200 litres. As you’d expect from a BMW, this family friendly practicality doesn’t come at the expense of performance. The 125i’s smooth and refined 218bhp turbocharged 2.0-litre is the most powerful engine here and, in combination with the standard six-speed manual gearbox, it helped the BMW rocket from 0-60mph in only 6.4 seconds, despite the wet track surface. A healthy 310Nm of torque meant the 1 Series was fast in-gear, although it couldn’t quite match its seven-speed automatic rivals here. Away from the track, the BMW feels eager. Our car had optional adaptive suspension, sports brakes and steering, but even the standard model features four-stage Drive Performance Control. Set it to Sport+ mode, and the 125i’s throttle response is sharpened, allowing you to get on the power with a tiny flex of your right foot. Plus, the precise six-speed gearbox is great to use, although BMW’s excellent eight-speed auto is a £1,490 option. Better still, this performance is mated to engaging driving dynamics. As with all 1 Series models, the 125i has well weighted and direct steering, beautifully balanced rear-wheel-drive handling and reassuringly strong, progressive brakes. You can also subtly adjust the 1 Series’ line through a corner using nothing more than a combination of throttle and steering. And while the lowered and stiffened suspension of the M Sport model results in a firm ride on bumpy roads, and the tyres make a fair amount of road noise, the payoff is less roll through corners, tighter body control and stronger grip than either of its rivals. At £26,070, the 125i also has the Mercedes and Audi beaten on price. Strong residuals and a great-value £300 five-year servicing pack see the BMW extend its financial advantage. And while its CO2 emissions of 154g/km are higher than the less powerful Audi’s, we returned a respectable 34.9mpg at the pumps. On the evidence of this showing, the 1 Series is still in pole position to hold on to its place at the top of the podium. The Audi A3 is a model of restraint that aims for refinement over thrills Verdict 4 It’s another close second for the Audi, which leads the way for cabin quality, refinement and efficiency. The 1.8-litre engine delivers spirited performance, and the handling is secure and composed. If only it offered a more engaging ride and looked a bit more stylish. Still licking its wounds from a test defeat to the BMW 1 Series, the new Audi A3 has to work hard to regain lost ground. Its conservative approach meant it struggled to impress as a tax-friendly diesel, so how will a sporty S line petrol version stack up against the A-Class and quicker BMW? Well, until the flagship S3 arrives next spring, this 178bhp 1.8-litre TFSI is the fastest A3. But it’s also the least powerful car here, as it gives away 30bhp to the Mercedes and 40bhp to the 125i. The mid-range Sport model in our pictures is a step up from the standard car, with 18-inch wheels and chrome detailing on the window lines, but it doesn’t have the wow factor of the Meredes A-Class. However, the S line version we tested gets more aggressive front and rear bumpers, plus side skirts and a slim spoiler. The Xenon Plus headlights and striking LED running strips are also standard-fit on S line models. Climb aboard and the standard sports seats don’t offer as much support as the Mercedes’, but the driving position is lower, and the big rear window gives a clearer view behind. As in the A-Class, a large infotainment screen is flanked by jet turbine style air vents, although the display isn’t as sharp as the Mercedes’. The simple layout and shortcut buttons are a doddle to navigate, however, and the classy chrome switchgear and minimalist dash give the A3 real star quality. It’s not as showy as the ‘carbon’-trimmed Mercedes, nor as focused as the BMW, but it feels built to last. Perhaps more surprisingly, the three-door A3 matches its five-door rivals for space – it feels less cramped than the A-Class, thanks to larger windows and a narrower transmission tunnel. A five-door A3 Sportback arrives here early next year. The boot is the biggest here by a small margin, while the wide tailgate and low lip make it easy to load awkward items. We expected the Audi to trail both its rivals at the track, and in our straight-line tests it was half a second slower than the 125i from 0-60mph, with a time of 6.9 seconds. On the road, though, the gap is smaller, and the A3’s smooth power delivery and crisp throttle are more responsive than in the A-Class. The Audi’s steering is more consistent, too, and you can alter its weight via the Drive Select button. Our test model featured lowered sports suspension and rode harshly over bumps, so if comfort is a priority, we’d opt for the softest suspension set-up – which is a no-cost option. The Audi is also the cleanest on test, with emissions of 130g/km making it the cheapest choice for company buyers. Go for the six-speed manual gearbox and this figure rises to 137g/km, but the price drops to £25,200 – an £870 saving over the BMW. The new Mercedes A-Class looks the part, but does it deliver on the road? Verdict 3 Look past its sleek styling and bold interior, and the A-Class falls short of the high class standards. The hi-tech infotainment system is brilliant and there’s a decent haul of kit, but the Mercedes trails in every other area. We suspect the diesel will be a better bet. It’s not often that a car maker will radically overhaul one of its staple models, but that’s exactly what Mercedes has done with the A-Class. Gone are the tall, boxy lines of the last generation in favour of a sleek, low-slung look that gives it similar proportions to the BMW 1 Series. The detailing resembles that found on the larger B-Class and SL roadster. Merc’s familiar three-pointed star and two-bar grille is flanked by distinctive headlights, which feature LED strips on higher-spec versions. Small windows and sharp creases in the doors add a sporty touch to the profile, while from the rear the A-Class looks wide and squat, with a short overhang. Our AMG Sport version adds lowered suspension, a bodykit and 18-inch alloy wheels for an even racier look. Overall, the A-Class has the design edge over the fussy 1 Series and plain Audi A3. Inside, the dash takes plenty of design cues from the B-Class, and looks more stylish than either of its rivals here. The round air vents are smart, while the controls for the climate and entertainment systems are simple to use. There’s a fixed iPad-style display on the centre console, and although it’s not a touchscreen, it’s clearer than the pop-up screen in the A3. If you own an iPhone 4, you can download an app that connects it to Merc’s optional Drive Kit Plus. This lets you control music, catch up on social networks and much more. Again, the AMG Sport gets racy touches like red stitching on the steering wheel and carbon fibre-look dash trim. However, some of the plastics used aren’t as good as those in the A3, and our car already had some rattles. Suede-finished electric sports seats make it easy to get comfortable at the wheel, and there’s plenty of room up front, but the small windows and thick B-pillars mean visibility over the shoulder and out the back is poor. Another area where the new A-Class falls down is in the back. If the driver is tall, there’s limited room for the passenger behind. While it’s no better or worse than its rivals, the small windows, black rooflining and arcing window frames make it feel closed in. The boot is also a letdown. While the floor and load lip are the lowest here, it’s more than 90 litres smaller than its predecessor’s, at 341 litres, and is also beaten by both rivals for space, whether the seats are up or down. Access is compromised by the narrow boot opening, too. You can’t get to the seat folding levers from behind because the parcel shelf gets in the way, and the boot isn’t as well finished as the Audi’s, either. Under the bonnet, the A250 comes with a 208bhp 2.0-litre turbocharged engine. That’s 8bhp down on the 125i, but it makes up for this with a torque figure of 350Nm, which is 40Nm up on the BMW. However, our car’s performance potential was blunted by an unresponsive throttle pedal, while the standard-fit seven-speed auto box wasn’t as quick to react as the S tronic auto in the Audi. At the test track, the A250 was slightly quicker than the less powerful A3 from 0-60mph in the wet, but in-gear it was the fastest of our trio, being the only one to break the six-second barrier from 30-70mph. As its name suggests, the A250 AMG Sport is a more focused model, yet on the road it’s disappointing. The A-Class turns in sharply, but there’s not as much bite as you’ll find in the BMW and Audi. And despite boasting a 15mm lower ride height than the standard car, as well as adaptive dampers, the Mercedes doesn’t feel as composed as its rivals. It also suffers from a poor ride, as it thuds and bounces over bumpy roads. Look at the figures, and the new A-Class is disappointing. It’s thirstier and has higher emissions than the BMW, and it’s the most costly company car choice. In terms of kit, extras such as sat-nav and rear parking sensors aren’t as expensive as they are in its rivals. But has it done enough to shake up the order in the premium hatchback sector?
Tienes razón . Ahí falta de entrada un Golf XXXVII que obtenga 469 punkte, de los cuales 378 por maletero, o cosa así
Me han matao , me gustaba por fuera el que más "Under the bonnet, the A250 comes with a 208bhp 2.0-litre turbocharged engine. That’s 8bhp down on the 125i, but it makes up for this with a torque figure of 350Nm, which is 40Nm up on the BMW. However, our car’s performance potential was blunted by an unresponsive throttle pedal, while the standard-fit seven-speed auto box wasn’t as quick to react as the S tronic auto in the Audi. At the test track, the A250 was slightly quicker than the less powerful A3 from 0-60mph in the wet, but in-gear it was the fastest of our trio, being the only one to break the six-second barrier from 30-70mph. As its name suggests, the A250 AMG Sport is a more focused model, yet on the road it’s disappointing. The A-Class turns in sharply, but there’s not as much bite as you’ll find in the BMW and Audi. And despite boasting a 15mm lower ride height than the standard car, as well as adaptive dampers, the Mercedes doesn’t feel as composed as its rivals. It also suffers from a poor ride, as it thuds and bounces over bumpy roads. Look at the figures, and the new A-Class is disappointing. It’s thirstier and has higher emissions than the BMW, and it’s the most costly company car choice. In terms of kit, extras such as sat-nav and rear parking sensors aren’t as expensive as they are in its rivals. But has it done enough to shake up the order in the premium hatchback sector?"
Ottia, vaya palito al merchy y además donde cabía suponer que podía destacar para justificarse : "poor ride" ...eso no se lee de muchos modelos de la marca, no...
