“Underlining the claim to leadership in this market segment.” This extract is from Mercedes-Benz’s press material on the facelifted A45. If that’s not a statement of intent, then we’re not sure what is. When Benz launched the smallest AMG a few years ago, it blew the hot-hatch segment wide open. Power from its inline four was rated at a near unbelievable 265 kW, easily trouncing others in the class. Sure, Audi’s previous RS3 Sportback delivered impressive power outputs even before the arrival of the A45, but they had an extra cylinder in play.
AMG briefly enjoyed its newfound leadership of a segment it had just entered. Not only was the power output the reserve of pukka sportscars just a few years ago but, much to their embarrassment, the A45 could blitz these heavy-hitters’ benchmark sprint times. But that lasted only until Audi unveiled the new RS3, which trumped the A45’s output by 5 kW. A few Affalterbachian noses were put out of joint and the AMG engine boffins were quick to turn up the wick on their turbocharged 2,0-litre powerplant.
The end result is outputs of 280 kW with 475 N.m of torque. While you may think AMG’s engineers simply turned up the boost on the turbocharger to gain more power, that isn’t the case; the direct-injection motor still inhales 1,8 bars. Additional motive force was released by a newly configured valve assembly and optimised combustion process, along with revised ignition timing. Thankfully, none of these changes have diminished the volley of crackles and pops emitted by the tailpipes on overrun, nor the loud crack that punctuates each flat-shift gear change.
Mercedes-Benz makes a bold claim when quoting acceleration times: 4,2 seconds from 0-100 km/h is 0,4 seconds quicker than the stated time for its forebear. On our test strip, we recorded a best sprint time of 4,35 seconds, making it the fastest series-production hot hatch we’ve ever tested on that surface (the Audi RS3 Sportback was quicker by 0,01 seconds during the 2016 Performance Shootout, but its sprint time was set on the grippier Saldanha Airstrip).
Interestingly, Mercedes-Benz also shortened the gearing in all ratios from third upwards. The net result is more acceleration higher in the speed range. The combined effect of the power rise, along with the revised ratios, makes for a far more urgent power delivery once moving, which is evident in the in-gear acceleration figures.
Thanks to monstrous ventilated and cross-drilled brake discs (350 mm front and 330 mm rear), the A45 stopped from 100 km/h in an average of just 2,72 seconds. In one of the 10 stops, we recorded a best time of just 2,60 seconds. There was no fade throughout the gruelling test, which bodes well for owners who plan to take their A45 to a racetrack.
While the performance figures make for good braai-side banter, it’s in the areas that aren’t as critical in a performance car that AMG engineers have made even greater strides. The ride quality is exemplary for a car of this performance potential, even riding on optional 19-inch alloys shod with 35-profile footwear. In fact, the ride felt even more composed than the A200 we tested last month, probably because the A45 isn’t shod with run-flat rubber like other A-Classes.
Fling the A45 through corners and the handling still tends towards the safe/understeer side. A maximum of 50% torque can be sent to the rear axle – not quite the 70% that Ford’s new Focus RS allows, so drifting antics will be kept to minimum. Mind you, grip levels are high enough to scare most passengers … and some drivers. Thankfully, part of the upgrade package includes tweaks to the aero system to generate more downforce and therefore more stability at higher speeds. The changes include a new lip under the front splitter, a rear apron with a diffuser insert and an AMG lip on the roof spoiler. At legal speeds in South Africa, these are hardly likely to come into play.
