Reviews
Gallery 3
It takes a pretty special kind of car to alter perceptions. But, in its own way, each one of these three hot hatchbacks has done just that.
The AMG A45, for instance, caused more than one punter to wonder aloud if they really needed the C63 or E63 after all. With all-wheel drive, a banzai launch-control system and 265kW (back then; 280kW these days) the A45 could sure as hell walk the AMG walk.
It might not have been a conventional AMG, but it was clearly cut from the same cloth. The A45 was also the car that made AMG buyers sit up and take notice of turbocharging so again, it broke new ground and expanded horizons.
On a bigger scale, the whole RS franchise has been, for decades, convincing people that their ideas about Ford only building ho-hum, get-you-to-work transport modules is wrong. There’s no cultural cringe with a Ford if it wears the RS tag.
And then there’s the granddaddy of all hot-hatches, the Golf GTI. Of course, conventional wisdom these days is that to go V.F. Fast in a Golf, you need the all-paw R model. But, in keeping with that altered perceptions thing, every time I’ve ever driven a Golf GTI Performance (on which this 40th anniversary model is based) I’ve walked away wondering if I really do need a Golf R.
Straight-line thrust was once the preserve of big-inch, rear-drive cars, in this country anyway, but that’s really one of the first perceptions that gets hacked to bits by this fiery little brigade. The conventional wisdom about mid-range thrust and overtaking ability also takes a bath in this company, because here are three very fit turbomotors with as little lag as you’re likely to find.
And because there’s so much grip, it’ll scuttle off down the strip even faster. And for those that thought the clutch in an all-wheel drive car was going to be the fuse: guess again, because even with such abuse, the clutch felt rock-solid. Didn’t make any sulky smells, either.
If anything, there’s a tiny delay between each upshift banging home – maybe that helps save the clutch a little. Get it spot-on and you’ll cover the first 400m in 13.08sec with 100 coming up in 5.04sec. It’s not the silkiest engine though, with a bit of vibeyness that kind of reminds me of a five-cylinder, but while it’s a bit grainy, it’s also the angriest and shoutiest, especially when you’re smacking it hard, when it sounds for all the world like it’s mid-stage somewhere in a Finnish forest.
The launch-control is, in the manner of these things, pretty violent, but you can’t argue with the results. The 2.0-litre also has some real personality with plenty of banging and popping on the over-run and lots of rushing-air noises. Use the paddles to short-shift it and you can almost play tunes. Farty, burpy tunes, but tunes nevertheless.
All of which makes the Golf GTI look a bit flat. I mean, 14-dead and 6.0sec to 100km/h is not mooching about with your hands in your pockets, but still… It’d be quicker if its launch-control wasn’t the polar opposite of the AMG’s.
Beyond that, it’s fine. Of course, even with the equal of the AMG’s launch control, and not even because of the whole front-drive thing, the GTI’s 195kW would still feel a bit light on (in this company, you understand). But, man, is it a sweetie. The torque curve feels very linear and while there’s a feeling of some real meat in the delivery and feel, it’s tractable and has plenty of personality.
It’s not just straight lines where this lot excel, of course. None of them have what you’d call a boulevard ride, but if you can live with that, then not too much is going to be quicker A to B on a twisty section. Actually, a lack of plush in the ride department is more than just something you might comment on, because on longer runs over patchy turf, you might just find them too uncompromising.
The Focus is at the other end of the scale and, over rough stuff, feels like a prizefighter just before the bell for round one, bobbing up and down on the balls of its feet, just waiting to swing the first haymaker. And, like a boxer, it seems pretty keen to beat you to a pulp if you don’t dodge the lumpy, knuckly bits. The adjustable suspension does make a difference but you won’t be needing the sportier settings much.
What saves the A45, though, is that it feels like it has more suspension travel. It’s not exactly lopey, but it does feel like it’ll soak up a bit more crap at the extreme end of things – with the dampers switched to Normal – even if a bump with some lock on briefly reveals the unsprung mass of that all-wheel drive set-up. It also relies on its front end and there’s a distinct front bias, which makes it benign on back roads.
The VW probably owns the steering-feel trophy and, again, it backs up the theory that the Volkswagen-Audi Group product has nailed electronic power-steering the best. It’s certainly the most natural steerer and the only gripe is that the tiller plays a little dead when you’re right in the entrails of the torque curve and the front end simply has too much to deal with, at which point torque-steer appears briefly and banishes the last few per cent of feedback.
At the very real risk of oversimplifying this, the AMG is probably going to be the quickest point to point, the VW the comfiest and the Focus the most entertaining. Bear in mind, however, that to anyone, they’re all fast from A to B, all jolly good fun but only the VW is anything approximating comfy.
Given that none of these cars costs peanuts, it’s interesting to see the different approaches to making an interior look and feel the part. While the GTI 40 Years ditches the retro tartan seat trim for a racier set of stripes, the overall effect works well with the rest of the package. What is wrong is the shifter’s manual mode (yes, I know it also has paddles) that – to me – works the wrong way around, with upshifts handled by pushing the lever forward.
The AMG, by rights, should be the luxo-interior king, what with its price-tag and all, and in a way it is. It certainly makes a bold statement. It’s the only one with powered chairs and although the front pews are hard, they’re actually really nice to sit in even if you have to lever your butt-cheek over the side bolster to get in or out. The wheel, though, is lovely and my only real question surrounds the carbon-fibre-look dashpad.
For one, I’m not a fan of using CF in a non-structural application. Second, I’m even less fond of fake CF, which it is in the AMG. But thirdly, I’m absolutely baffled as to why you’d bother with fake carbon-fibre and then make it soft-touch as AMG has, when any nerd knows that it’s the rigidity of CF that give it cred. Those crazy Chermans!
The Volkswagen is next best and although there’s still plenty of room, it hasn’t come at the expense of seat padding, and the bench is a lot plusher than the Ford’s while also being quieter and there’s more headroom. All of which makes the AMG first choice for a three or four-up trip to the snow. There’s a bit less headroom thanks to the styling, but the A45 has clearly the best rear-seat ride.
The other caveat imposed by the styling is that the view out from the rear is very restricted if you’re short and can’t see over the waistline. And nothing separates a nipper from his or her stewed pears quicker, we’ve found.
Which leaves me with the Volkswagen which I could happily own and love and drive like a mad bastard for the next 20 years. Provided, that is, I was never made aware of the existence of the Focus RS for roughly similar money. Because the Focus really clicked with me; it’s hooligan, perky, fun and decent value. And like I said earlier, when you’re talking a Ford with the RS badge stuck to it, there’s no cultural cringe. Quite the opposite, in fact.
3
Numbers that matter
It’s not the size of the dog in the fight…
MERCEDES-AMG A45 Body 5-door, 5-seat hatch Drive: all-wheel Engine: 1991cc inline-4, DOHC, 16v, turbo Bore/stroke: 82.0 x 92.0mm Compression: 8.6:1 Power: 280kW @ 6000rpm Torque: 475Nm @ 2250-5000rpm Power/weight: 189kW/tonne Transmission: 7-speed dual-clutch Weight: 1480kg Suspension(f): struts, coils, adaptive dampers, anti-roll bar Suspension(r): multi-links, coils, adaptive dampers, anti-roll bar L/W/H: 4367/1780/1417mm Wheelbase: 2699mm Tracks: 1557/1561mm (f/r) Steering: electrically-assisted rack-and-pinion Brakes(F): 350mm ventilated/drilled discs, 4-piston calipers Brakes(R): 330mm ventilated-drilled discs, single-piston calipers Wheels: 19.0 x 8.0-inch (f/r) Tyre sizes: 235/35 ZR19 91Y XL (f/r) Tyre: Continental ContiSportContact 5P Price as tested: $77,816 Pros: Incredible pace; improved ride; brakes Cons: Not that involving; expensive in this company STAR RATING: 4 STARS
FORD FOCUS RS Body: 5-door, 5-seat hatch Drive: all-wheel Engine: 2261cc inline-4, DOHC, 16v, turbo Bore/stroke: 87.38 x 94mm Compression: 9.4:1 Power: 257kW @ 6000rpm Torque: 440Nm @ 2000-4500rpm (470Nm o/boost) Power/weight: 163kW/tonne Transmission: 6-speed manual Weight: 1575kg Suspension(f): struts, adjustable dampers, anti-roll bar Suspension(r): multi-links, adjustable dampers, anti-roll bar L/W/H: 4390/1823/1472mm Wheelbase: 2648mm Tracks: 1547/1524mm (f/r) Steering: electrically-assisted rack-and-pinion Brakes(f): 350mm ventilated discs; 4-piston calipers Brakes(r): 350mm ventilated discs; 4-piston calipers Wheels: 19.0 x 8.0-inch (f/r) Tyre sizes: 235/35 R19 (f/r) Tyre: Michelin Pilot Super Sport Price as tested: $50990 Pros: Potent performance; handling wizardry; price Cons: Stiff ride; bland interior; sit too high STAR RATING: 4.5 STARS
VW GOLF GTI 40 YEARS Body: 5-door, 5-seat hatch Drive: front-wheel Engine: 1984cc, inline-4, DOHC, 16v, turbo Bore/stroke: 82.5 x 92.8mm Compression: 9.6:1 Power: 169kW @ 4700-6200rpm Torque: 350Nm @ 1500-4600rpm Power/weight: 124kW/tonne Transmission: 6-speed dual-clutch Weight: 1364kg Suspension(f): struts, coil springs, anti-roll bar Suspension(r): multi-links, coil springs, anti-roll bar L/W/H: 4268/1790/1442mm Wheelbase: 2631mm Tracks: 1538/1516mm (f/r) Steering: electrically-assisted rack-and-pinion Brakes(f): 340mm ventilated discs, single-piston calipers Brakes(r): 310mm ventilated discs, single-piston calipers Wheels: 19 x 7.5-inch (f/r) Tyre sizes: 225/35 R19 (f/r) Tyre: Dunlop Sport Maxx GT Price as tested: $48490 Pros: Great steering; brilliant diff; interior quality Cons: Limited build numbers; firm ride on 19s STAR RATING: 4 STARS
