The Redline

Tag: amg

  • 2020 AMG A45S Review: It’s fun

    The new burping hyper hatch from Mercedes, the AMG A45S, is everything the old car was with one extra feature – fun.

    Now, before you kick off, the old car was fun, but not in the way I like. It was a bit like a mini Nissan GTR. Not the Nismo I’ve linked to there – that was amazing – but the base car is a bit…dull.

    The A45 was hugely fast – yes. Tons of grip – it’ll rearrange your insides in corners. But dull steering, not much play in the chassis and a commitment to stick rather than slip made it almost boring. Great drag-racing and farting machine, though.

    I always felt that drivers of other cars were having more fun, like the BMW M140i or M2 driver sitting next to you in traffic. I know those two cars would have found their way into my garage before the A45.

    Now that both of those cars are dead or mostly dead – the M2 CS is coming for that car’s swansong – it’s down to AMG and Audi Sport to fly the hyper-hatch flag.

    How much is an AMG A45S and what do I get?

    $93,600 + ORC

    Zoinks. That’s a big number, isn’t it? Especially when you consider the really rather good A35 is $69,300. So what does $24,000 get you?

    Well, you get 19-inch alloys, dual-zone climate control, ambient lighting, reversing camera, around view cameras, keyless entry and start, front and rear parking sensors, active cruise control, heated electric front seats, sat nav, auto active LED headlights, auto wipers, wireless phone charging and a tyre repair kit.

    The second of the excellent massive screens in front of you hosts the brilliant MBUX media system that includes Apple CarPlay and Android Auto. It’s such a great system, so much better than the old COMAND setup. Easily a match now for the BMW’s OS 7.0 and Audi’s MMI plus.

    Safety – 5 Stars (ANCAP)

    Just like the A35, there is a ton of safety gear. ABS, stability and traction controls (of course) are joined by nine airbags, active safety bonnet, forward AEB with pedestrian detection, lane departure warning, lane keep assist, speed zone reminder (GPS-based), reverse cross-traffic alert and road sign recognition.

    You also get two ISOFIX points and three top-tether anchors.

    Warranty and Servicing

    Mercedes broke with its German rivals and now offers a five-year/unlimited kilometre warranty and that includes AMG models. Good deal.

    Now the less good news – servicing an AMG A45S is not cheap, but the good news is that it’s cheaper than the old car. A three year pre-paid plan will cost you $3,000, $3,700 for four years and $4300 for five years.

    The three year plan is $750 cheaper than pay-as-you-go capped-price servicing, so that’s a good deal. I think.

    Look and feel

    The basic, unadorned AMG A45S is fairly drama-free and that’s how I prefer it. The 19-inch alloys are restrained, the exhausts not too big and aerodynamic accoutrements subtle. You have to look for the Panamericana grille to know it’s an A45S, apart from the badges, obviously.

    The two-tone seats are a bit Hasselhoff-era and the front seats aren’t much to write home about. I like the AMG shell seats (optional) a lot more, but these are fine and, if we’re being honest with each other, more comfortable day to day.

    The rear seats are naturally a bit tight, but you’ve got cupholders front and rear and a decent-sized boot with 370 litres of space.

    As I’ve already said, the two big screens are fantastic and the various configurations should suit just about anyone.

    Chassis

    Based on the A-Class, the A45S picks up adaptive dampers which change with each and every mode to ensure it’s liveable while also stiff when you need it that way.

    The front brakes are, as you can see, gripped by big boy calipers and the discs themselves are drilled for that boy-racer look (yes, they’re lighter, too).

    Those lovely 19s are shod with with the tyre of the moment, the Michelin Pilot Sport 4S. Unusually they’re the same all the way around, measuring 245/35.

    Drivetrain

    The M139 comes from Affalterbach’s dedicated factory with – and this is double-take territory – 310kW and 500Nm from a  2.0-litre four-cylinder turbo is breathtaking. The trick, of course, is to make all that usable in all situations.

    Peak torque is available between 5000 and 5250rpm, with 90 percent available from just under 3000. It feels more linear than the old car.

    And, for me, it has to feel less highly-strung than the old car’s 280kW/470Nm unit. I know it doesn’t do this, but it always felt like it could come apart at any minute, at least to me.

    The M139 has a twin-scroll turbo that is now on the firewall side of the engine rather than on the front, which is now where all the induction gear is, making the induction and exhaust ducts shorter.

    The enemy of power is friction, so the cylinder linings are coated in Nanoslide, which AMG says delivers a mirror-finish to reduce power loss.

    All four wheels are fed the power by 4MATIC+. The standard torque split is 50/50 but up to 70 percent can go to the rear, which is very promising. A clutch pack directs power left and right.

    The new car has an eight-speed twin-clutch transmission AMG calls Speedshift DCT 8G.

    Driving

    Yes, that one”s yellow, no I didn’t drive that one.

    Ten seconds after you grip that lovely Alcantara-wrapped AMG wheel, you know this car is way more interesting than the old car. The front points more positively, the steering weight is better and it’s less hyper on the throttle in the lower modes.

    It’s almost undramatic in this naked spec and sadly the old console shifter has gone in favour of the cruddy stalk selector. But once you twist the steering-wheel mounted dial to Sport+ or Race, it’s on.

    Everything winds up and gets ready to hurl you down the road. Despite weighing a chunky 1630kg (that’s almost two Series 1 Lotus Elises), it doesn’t feel like that.

    And that’s not just because it has so much damn power. The chassis is way more playful than the car it replaces, with a bit less stuck-to-the-road and a bit more let’s-have-some-fun. With a more interesting all-wheel drive system sending more power to the rear than the front when you’re enjoying yourself (and even allowing for a Drift mode), you’re making more decisions than you used to.

    It’s also more civilised as a daily driver, my wife asking me what all the fuss was about. She hated the old car with a passion, so things have improved a lot, then.

    Redline Recommendation

    This car has turned me around on the A45. Setting aside the unfortunate reputation of this car, it just didn’t do anything for me. I get why people liked it – who didn’t want a sub-five second hatchback? But it wasn’t very rewarding to drive.

    This car has changed everything. Like the A35 before it, it’s put the AMG at the front of the queue. While there’s no BMW to trouble it and the new RS3 is a while off, I’m happy to recommend the AMG A45S to anyone who loves driving.

    I’d even own one…

  • 2020 Mercedes-Benz AMG A35 Review

    The Mercedes Benz AMG A35 bridges the gap between normal and nutty, but with plenty of power and gear to keep things very interesting.

    I’ll be upfront and honest – I was not a huge fan of the old A-Class. I know it’s heresy to say it, but the A45 didn’t really move me. It was fast, absolutely and I like fast. But it didn’t want to play, it just wanted to run. The gap from A250 to A45 was a yawning chasm.

    AMG knew this, of course. It also knew that BMW’s switch from the glorious rear-drive platform of the M140i to the new M135i’s UKL2 meant that there wasn’t going to be a proper A45 competitor, at least not for a while.

    So the A35 was born. Less power, lower price but with all the goodness of the new A Class, which includes a spectacular interior and a much better looking car than the old one.

    How much is an AMG A35 and what do I get?

    AMG A35 4MATIC hatch – $69,300 + ORC
    AMG A35 4MATIC sedan – $72,800 + ORC

    Mercedes never messes about with the spreadsheets and hits you square between the eyes at nearly seventy large for a five-door hatchback. Although that price pales next to the mid-$90k cost of the A45.

    But let’s be fair, the A35 is loaded up pretty nicely – 19-inch alloy wheels, a nine-speaker stereo, dual-zone climate control, reversing camera, front and rear parking sensors, keyless entry and start, cruise control, electric heated front seats, leather trim, sat nav, auto LED headlights with auto high beam, auto parking, folding heated power door mirrors, auto wipers, sunroof and a tyre repair kit.

    The stereo and various functions are powered by Merc’s awesome MBUX system. It spreads itself across the two huge screens in front of the driver and above the centre console and is way better than the old COMAND system. It has Apple CarPlay and Android Auto (with USB-C connectors, so keep your wits about you) as well as DAB radio. There’s almost nothing between MMI, iDrive (aka BMW OS) and MBUX now, it’s that good.

    Except for the voice control. Anything that sounds anything like “Hey, Mercedes”, up “she” pipes. It’s a bit annoying. Having said that, when you ask for it and get it, it’s quite useful.

    The AMG High Performance Seat Package ($3290) adds a pair of shell-style AMG seats, the Communications Package ($2690) throws in more speakers, heads-up display and a sick subwoofer. And the wing-and-bits aero package  festoons the A35 with black aero bits for $2490.

    There are nine colours available. Polar White, Sun Yellow and Night Black are freebies. Cosmos Black, Denim Blue, Mountain Gray, Iridium Silver, Mojave Silver and Digital White all come with an $1190 sting.

    Safety –  5 Stars (ANCAP)

    The A Class is almost weighed down with safety gear – ABS, stability and traction controls (of course) are joined by nine airbags, active safety bonnet, forward AEB with pedestrian detection, lane departure warning, lane keep assist, speed zone reminder (GPS-based) and road sign recognition.

    Annoyingly it goes without reverse cross traffic alert unless you specify the $1890 Driving Assistance Package which also adds active blind spot assist and active cruise.

    Warranty and Servicing

    5 years/unlimited kilometre
    Fixed-price servicing and pre-paid service plans

    I know I make a big deal about it, but Mercedes stands proud as the first of the premium German manufacturers to offer a five year warranty. Late to the party yes, but there we are.

    Service intervals are generous at 12 months/25,000km and you can choose a variety of ways to pay for your servicing. Three years will cost $1950, four years $2950 and five years $4500.

    For the three year plan, Mercedes says you’ll save $500 instead of pay-as-you-go capped price servicing for three years. That fourth service looks pretty vicious, so a four year plan is probably the way to go, if not five.

    Look and Feel

    This new A-Class is a much better looking car than the old one. Mercedes’ lozenge phase is – thankfully – coming to an end, with better-defined shapes and surfaces. About the only loss – to my eyes – is the lack of flush fitting on the lights, like on the C-Class. I’ll live.

    The A35 has the usual pumped up bits and pieces. It looks great on the 19-inch wheels and you can tell it’s an A35 (for the time being, at least) by the grille and if someone has put the bonkers aero kit on it. I’m not a fan of the aero kit, but to each their own.

    2020 AMG A35

    I have, on more than one occasion, been a bit mean about Mercedes interiors. Up until the current E-Class, it was absolute granddad express stuff inside Mercs, the A-Class included. Which was supposed to be more for the yoofs, most of whom wouldn’t be seen dead in a Smart. They bought an Audi instead (probably).

    This new one though, boy howdy is it cool. Lots of buttons, yes, but up here in the A35 it looks fantastic. The lovely lighting, even on the deadly cool air vents, smashes the high-tech feel out of the park. The steering wheel is that cool, squared-off one seen in other AMGs and it really feels special, which is good, because this car isn’t cheap.

    The back seat is still the tight fit of the old car but that’s hardly a surprise in this segment. You get the usual cupholders front and rear and there is actually somewhere to put your phone which doubles as a charging pad. The boot is a decent (for the segment) 370 litres, with 1210 litres available when you fold the 40/20/40 rear seat.

    Chassis

    2020 AMG A35

    The A35 rides on 19-inch wheels all the way around, with either Pirelli P-Zero or Michelin Pilots for grip.

    The car is stiffened with an aluminium plate attached to the engine and two diagonal braces hidden underneath the car. That stiffens up the front end nicely meaning the suspension doesn’t have to be so uncompromising.

    A big difference between the A35 and its lesser siblings is the multi-link rear end. Where the lower machines make do with torsion beams, the A35’s adaptive damping has a better set of bits to work with.

    Drivetrain

    AMG fits the M260 2.0-litre four cylinder with a whopping 225kW at 5800rpm and 400Nm. Remember, this isn’t even the A Class’ most powerful unit, with the A45 S packing a gigantic 310kW from the same displacement.

    With this kind of power you’ll smack the 100km/h mark in 4.7 seconds, which is not hanging around. It’s 1.5 seconds quicker than the A250 and 0.8s slower than the new A45S.

    Like its rivals, the all-wheel drive system only sends up to half the power to the rear wheels and is most of the time a front-wheel drive car.

    The M260 has a twin-scroll turbo – like BMW’s B54 in the M135i – and has all the usual direct injection gubbins. The M260 also has a 48-volt power system, which is becoming de rigeur in Euro-spec high-powered four-cylinder engines.

    This engine is closely related to the A250’s engine while the A45’s is a whole different machine.

    Hilariously, if you hold the right gearshift paddle on start-up, it will bark and carry on like a race car before settling down again. Your neighbours will not dig this unless they’re unreformed petrolheads. AMG calls it “Emotive start.” Someone will emote if you keep using it.

    Fuel economy – 7.6L/100km

    The usual disclaimers apply here because I didn’t get quite that figure in my week with the A35. I have to admit I didn’t get to drive it as much as I wanted to because a) corona virus and b) I was recovering from a colossal back injury.

    Between my wife and I pedalling the thing around – along with a quick, cheeky (but perfectly legal COVID-wise) blast we scored 9.8L/100km.

    Driving

    I’ve driven four quite hot hatches in 2020 and I gotta tell you, in this segment, the A35 punches hard. The old A250 was alright but really wasn’t front of mind for me against anything from either Audi or BMW, especially considering the latter’s now-squandered rear-wheel drive advantage.

    I like so many things about this car. It’s comfortable and packed with really cool tech. That double-dashboard set up is awesome and so nice to use. With the optional heads-up, you know what’s going on all the time.

    The steering wheel feels great and the driving position, once you’ve perfected it, is lovely. When you’re using the car as an every day driver, it’s nice. Easy to move around, it does the job in Comfort mode you’d expect it to. Fuss-free, easygoing.

    Turn it up to Sport+ however (we’ll talk about Sport in a minute) and this car is a proper firecracker. The engine really wakes up in this mode, banishing the double-take of Comfort mode when you ask for more power.

    It doesn’t over-do things – that’s what the A45 is for – but it builds a lovely balance between firmness and a fast ride quality that keeps you feeling safe. The steering may not be particularly chatty, but you’ve got a good idea of what’s going on underneath you.

    The engine just keeps on giving, too, despite you often finding yourself bouncing off the soft cut-out. The downside of high output/small capacity engines is a low-ish redline so the paddles tend to make more work rather than improve things.

    While the power is high, the torque is immense for such a small car. The all-wheel drive system keeps it all in check and while it isn’t especially thuggish, it’s all very neat and quick.

    One thing to note is the racket from the tyres. Other cars have these tyres but not nearly as much noise invades the cabin. The steady rumble could get annoying on long trips and one can’t help wondering if AMG doesn’t invest in some active noise cancelling.

    Speaking of noise, the engine never really fires up enough to be an aural joy, but I guess you can’t have everything.

    And yes, Sport mode. Comfort does make the engine a bit doughy so your Goldilocks mode is Sport. The ride is smooth enough for most people, but having better access to power through a snappier throttle is what you want.

    Competition

    2020 Audi S3

    There’s a bit going on here. The Audi S3 is about to be sent to big carpark in the sky but is still surprisingly competitive, if not class-leading. In a way, BMW’s switch to the UKL2 platform brought the market back towards the S3. Some tweaks to the spec have certainly helped and its genuinely timeless style, inside and out, is still a draw.

    The M135i’s recent change to all-wheel drive has changed the car’s vibe significantly. I liked it a lot, but its operating window for those who like a fun drive is a bit curtailed. It’s a different beast – it has to be – but is probably a bit benign for me.

    The Mini JCW is similarly-priced and powered to the A35 and M135i. It’s more fun than the latter and its cartoonish looks are far removed from the AMG (unless you slap on the A35’s aero kit). I really liked it in Pure form, too, it’s probably the closest to the A35 in character and fun.

    Like the S3, the Golf R is about to bite the big one, too. And it’s a VW, so you pay (almost) Mercedes service pricing for VW attitude (yes, until recently I was Volkswagen owner and I was thoroughly unimpressed)(the car was great, though). It’s also nowhere near as much fun to drive, so save your pennies and get a GTI. Or something else.

    Redline Recommendation

    As you’ve just read, the M135i has fallen back into the clutches of the chasing pack. Yes, the A35 is effectively new, but the old M140i held its own against the vastly more expensive (and obnoxious) A45, even if it left the crushing blow to the M2.

    The JCW is great, but its appeal is rather more narrow than the AMG’s.

    The AMG is a terrific all-rounder while delivering on the AMG promise of sparkling performance, a bit of brand cachet and, surprisingly, a long warranty and capped-price servicing program.

    I never thought I’d say this – I am, as you may have gathered, more of a BMW guy – but the AMG A35 is the car I’d have in this segment. Yes, it’s expensive but it’s by far the best in its class.

  • Mercedes-Benz AMG GT63S Four Door

    AMG’s four-door rip-snorter is a wild combination of the brutal AMG GT powertrain, a few other Mercs and a hand-crafted bodyshell to fit passengers.

    It might be called the GT but there is little under the skin to tie the two together, apart from (obviously) the twin-turbo V8. This thing exists because so does the Panamera and Mercedes customers just have to have something in the same vein.

    How much is an AMG GT Four Door and what do I get?

    GT53: $256,600 + ORC
    GT63S: $359,100 + ORC

    Well, that’s not messing about, is it? More than a hundred grand over the six-cylinder suggests there’s a lot to play with on the top-of-the-line. As usual in Australia, we don’t get the toned-down version, “making do” with the full-fat GT63S.

    You get (deep breath) a 14-speaker stereo, climate control, reversing camera along with cameras every which way, keyless entry and start, front and rear parking sensors, active cruise control, electric front seats, sat nav, active LED headlights, head up display, power tailgate, nappa leather and Dinamica, auto parking, active power steering and wireless charging.

    Options aplenty, of course, with things like carbon-ceramic brakes ($17,900), the luxury rear package (which adds of all things, cup holders for a stonking $5900)(okay, not just cupholders), carbon fibre trim ($6600), rear-wheel steer ($4400) and 21-inch alloys ($6000). Pricing seems all over the shop there, but the rear-wheel steer seems like a no-brainer.

    The GT has the old COMAND system on a small-ish screen but also has Apple CarPlay. The stereo is mint.

    Safety – No ANCAP rating

    Because the four-door shares a lot in common with the E-Class, it has tons of safety gear. Seven airbags, ABS, advanced stability and traction controls, blind spot with assist, active safety bonnet, forward AEB (high and low-speed), forward collision warning, lane departure warning, lane keep assist, speed sign recognition and tyre pressure monitoring.

    As you might expect, there’s no crash test ratings for the GT given its specialised nature.

    Warranty and Servicing

    Five years/unlimited km
    Pre-pay servicing/capped-price servicing, 12 months/20,000km.

    One of the unexpected bits of good news in the recent announcement where Mercedes has moved to five year warranties was the inclusion of AMGs. This is a vast improvement on the old regime which just felt a bit skinny.

    And believe it or not, you can pre-pay three years ($4300), four years ($6450) or five years ($7150) of servicing. You only need to see your dealer once a year or every 20,000km.

    You can skip the pre pay and stick with pay as you go, which costs a further $1230 for the three year plan. Looking at the figures, that fourth service looks properly pricey.

    Now, normally I’d complain about stiff service prices, but dead-set, if you’re spending $360,000 on a car, you clearly don’t have to worry about total cost of ownership.

    Look and Feel

    Despite Mercedes trying to make a link to the hunkered-down two-door GT, the Four Door rolls on the E-Class platform. It’s a lot higher and obviously more sedan-ey than the GT and is sort of less convincing than, say, an 8 Series Gran Coupe in that argument.

    It still looks pretty cool though. It’s not as attractive as the GT but it sure as hell isn’t the abomination that is the Panamera, which itself is only slightly better than its predecessor.

    It’s not pretty, is what I’m saying, but few cars are in this segment. There’s something about presence in a four-door car that hard to get, even Aston’s Rapide tried to hide the rear doors from your eyes.

    The cabin is far more spacious than the coupe’s, which is obviously the point. You get a decent-sized boot to begin with, two seats in the rear for a snug fit laterally but with plenty of legroom and much more space for the front seat occupants.

    A gallery of photos rather better than mine

    Given its E-Class roots, the interior is top-notch. On top of that, given its got a bit of a handmade vibe, the materials are all very pleasant indeed. You sit really low in the chassis and so the low roof doesn’t bruise your bonce, which is handy. Once you’re in, you’re really in.

    Drivetrain

    Apologies, this a *terrible* shot

    The AMG twin-turbo V8 is the engine, seemingly, for all things. Someone probably tried to cram it into the A-Class variants. I can just imagine a sweaty team of AMG engineers coming back to the boss and saying, “We just need to completely re-engineer it to fit, then we can have an A63.” And the boss briefly thinking about it.

    Anyway, as ever, it’s a 4.0-litre V8 with two twin scroll turbos rustling up a massive 470kW and 900-freakin-Nm of torque. The huge twist figure is available from 2500-4500rpm and sends this big beast on to the ton in 3.2 seconds.

    Similar to other German V8s and V6s, the turbos are “hot side inside”, crammed between the V8 to get them nice and close to the exhaust headers and reduce pressure losses.

    The now-familiar nine-speed MCT transmission – with its low-inertia wet clutch for start-off – brings its usual mix of smooth shifting in normal driving and lightning-fast shifts on the go.

    The 63S also has active engine mounts which change with the drive select.

    Fuel Consumption

    11.3L/100km (combined cycle)

    You can safely ignore the official figure, because there’s little chance of you seeing it if you drive this the way AMG intended. Start with the more sensible 15.1L/100km of the city cycle and you’re better prepared.

    The car does have a couple of fuel-saving tricks up its sleeve – the engine features cylinder on-demand and will drop a few cylinders to save fuel in the cruise. When you want all eight back, it obliges virtually instantly (ie, you won’t notice). It’s also got stop-start for saving fuel in the city, where it will obviously have the biggest effect.

    Driving

    I only had a quick go in the AMG GT Four-Door but it certainly made an impression on me. This thing is fast.

    Nine hundred Newton Metres of torque is a lot. So is, let’s face it, a 2.2-tonne (give or take) kerb weight, especially as this isn’t a high-riding SUV. This AMG V8 makes complete mince meat of everything in its path.

    I kind of approached this car as more of a grand tourer, the kind of car you could pop Ma and Pa in the back (well, my octogenarian parents) and they’d be perfectly happy. In every good sense of the phrase, they absolutely would not be happy back there because I would drive it like a loon.

    The immense performance is always there, whether you potter around in Comfort mode or dial it up to RACE. The 4Matic all-wheel drive keeps you glued to the ground and even the modest suspension travel encourages you to push, push, push.

    It’s not often something this long and heavy feels so agile. The power is just endless, with the nine-speed keeping the turbos spinning and the exhaust roaring. I was on a lovely country B-road, a road I know but full of surprises. Long fast bends with diving crests should be a recipe for disaster, but the grip of this thing is bottomless.

    The only problem was, it was all over in forty-five minutes. But even with this brief taste, this car is clearly something special.

  • Bang! Pop! The AMG A45 and CLA45 are coming.

    AMG’s A45 and CLA45 are coming to Australia, with buckets of power, mighty torque and a bunch of new technology. Midnight poppity-bangs just got faster.

    Mercedes-Benz is bringing its twin tiny terrors, the AMG A45 and CLA45. Based on the standard A and CLA class cars, they pack new four-cylinder turbo engines from AMG, a new twin-clutch transmission and huge bunch of changes to match the price tags.

    How much are the A45 and CLA45 and what do I get?

    AMG A45 / CLA45

    A45 S: $93,600 plus on-roads
    CLA45 S: $111,200 plus on-roads

    Those are both very big numbers, so you’ll rightly be expecting a lot of gear. And, as is tradition, Australian cars are the S versions, no mucking about with the basics.

    Today’s release doesn’t go into deep detail, but you get 19-inch alloys, a Burmester surround-sound stereo, the excellent AMG steering wheel, electric heated front seats, leather trim, climate control, keyless entry and start, panoramic sunroof, privacy glass and configurable ambient lighting.

    The CLA gets slightly wider wheels and a different nose.

    As it’s a new Mercedes, you also score the excellent new MBUX entertainment system with Apple CarPlay and Android Auto. The system works off the second of two huge screens that sweep across the dash like an E-Class’s and it all looks terrific.

    Look and feel

    You can see the A-Class and CLA-Class underneath these cars. The A45 has a typical AMG grille and jet-fighter inspired front bumper. The rear bumper sprouts a small diffuser, quad exhausts and side vents while the tailgate has a big wing stapled to it.

    The CLA, meanwhile, is a little more restrained, with its own front bumpers, no flaring and the rear wing is more of a lip. Mercedes says the front end looks like the four-door GT, but I’m not sure I see the obvious resemblance, at least not in the photos.

    Inside it’s all very lovely and, crucially, looks expensive. Plenty of nice materials, stitching and various trims to make the car look and feel not only like an AMG but a hatchback and sedan that land either side of $100,000.

    Chassis

    There’s been a fair amount of work going on here because there’s a lot of power and torque to keep under control.

    AMG was at great pains to ensure a stiff body, starting with a reinforced bodyshell. An aluminium plate – known as a “shearing plate” – has been bolted underneath the engine to improve front end torsional rigidity. Further strengthening of the suspension system, says AMG, also helps to provide “highly precise responses even at the physical limits.”

    Both come with a new AMG Dynamics system, which remaps the traction and stability programs to help stop you throwing yourself off the road.

    AMG Ride Control adaptive damping allows for a choice between comfortable(ish) and performance focussed.

    The front brakes are six-piston calipers on 360mm discs while the single-piston calipers at the rear grab 330mm discs. The rotors are perforated and internally ventilated, don’t you know.

    Drivetrain

    Here we go. The new 2.0-litre four-cylinder smashes out a scarcely believable 310kW and 500Nm. To get that power to all four wheels, there’s a new eight-speed twin-clutch. The old car had tons of power, this has so much more. That’s 155kW per litre. An extraordinary figure.

    Although I hope it feels less highly-strung than the old car’s, although max power arrives at 7200rpm and maximum torque is available between 5000 and 5250 rpm. So eight gears will definitely be useful. Australian cars feature the Driver’s Package, which means a largely pointless 270km/h top speed, MBUX data logging and Night Package.

    Along with the all-wheel drive system is a new rear diff with a pair of multi-disc clutches to apportion power left and right to the rear wheels. Why would you need that, I hear you ask? Because the A45 and CLA45 now have drift mode. Just what you need on a wet roundabout.

    I hope there’s a proper rear-wheel drive mode rather than just a silly sideways mode, because I always found these two cars a bit of a shut-up-and-hang-on proposition.

    Redline Recommendation

    These things are going to be very fast. I hope they’re a bit more involving though (Drift mode or not). The A45 and CLA45 were super-fast but I never really felt like I was in control of them. With a bit of sparkle, though, these things will be absolute weapons.

    The AMG A45 and CLA45 are on sale now. Poppity bang!