Mercedes-AMG reboots their smallest offering with new 35 and 45 S models.

Right from the outset, AMG’s first attempt at a fast hatchback made some serious claims: the highest specific power output of a series-production 4-cylinder 2.0-litre engine, a sub-5 second 0 to 100 km/h sprint, and leech-like traction from an electronically-controlled all-wheel drive system. Its styling didn’t disappoint either, with a sharp suit that was suitably spoiler-bedecked as a car at the top of this category has to be.

And, on paper, the first-generation car certainly delivered the goods, coming with enough ammunition to settle bar arguments for a few years. Only the Audi RS 3 really proved capable of posing occasional challenges. It was pretty good at many things on the road as well, with a violent, launch-controlled take off and plenty of speed at the top end (especially the post-2015 facelifted model).

It was rather less good at some other things, though. For starters, the ride quality was generally stiff-legged and jouncy, and the handling was set up to understeer if the driver’s instructions became too demanding. None of that mattered to the straight-line warriors who took the first (W176) generation and its CLA- and GLA-Class siblings to heart, mind you – they’ve always been very fast cars, and they respond well to tuning. (The old 45 models are capable of delivering quite a lot more power with some capable massaging.)

Related: A bold move in a crashing market – we review the Mercedes-Benz A 200 Sedan.

 

Starting from scratch

But, seeing as we’re talking about AMG, it should be taken as read that enough wasn’t anywhere near enough. For the hottest versions of the latest (W177) A-Class generation and (C118) CLA-Class, Mercedes-AMG decided to re-do literally the whole thing. The body shell is reinforced, there’s a new all-wheel drive system to get the power to the tarmac, and because it’s based on the new A-Class platform, it looks even better than the old one did. 

The improvements are profound. In fact, the new “45 S 4Matic+” versions (the only trim we receive in South Africa, and only available as a hatchback or CLA “four-door coupé”) are such a leap ahead of their predecessors in every respect, that there’s room for less-powerful, simpler and less-expensive derivatives to slot in between the established “250” models and the new range-toppers. Behold AMG’s new “35” models, related to the 45 S in the same way as a GT 53 is related to a GT 63 S... but we’ll get back to those shortly.

 

New drivetrain

Every major drivetrain component has come in for a complete overhaul in the 45 models: there’s a new engine (very, very distantly related to the one used in the old 45) mated to a new 8-speed dual-clutch automatic gearbox, which routes the power to the rubber by way of a substantially redesigned all-wheel drive system.

AMG’s new future mainstay engine

Allocated the type name “M139”, the new engine boasts a number of features to handle the duties of making massive power, without compromising on efficiency, response, or drivability. This new engine will also form the base of future AMG powerplants, with the next beneficiary likely to be a future electrified 4-cylinder C63. (No, that’s not a typo – the C63 is scheduled to get a turbo 2-litre in its next generation.) 

- The aluminium cylinder block is reinforced and uses a closed-deck design; 

- The cylinder head’s flow direction was reversed (the intake manifold points to the front, with the turbo sitting behind the engine) for more-efficient breathing;

- High-octane petrol is injected by two sets of injectors: piezo-electric direct injectors to save fuel while cruising plus port fuel injection to enrich the mixture for maximum power; 

- It’s force-fed intercooled air at 2.1-bar over atmospheric pressure, by way of a big twin-scroll turbo.

The result of all this fettling is a very impressive 310 kW and 500 Nm in “S” trim (the only output level we’ll get in South Africa). This means that the new 45 models retain their “highest specific output from a production 4-cylinder” championship title, while its production reverts to the “one man, one engine” philosophy that helped make AMG famous in the first place. Combine all this power with the new gearbox’s wider ratio spread, and the performance on offer becomes explosive.

New all-wheel drive system

The new 45 S models benefit from a standard front limited-slip differential (previously an option, introduced with the facelift), along with a predictive all-wheel drive system with an electronically-controlled rear differential that directs torque to the wheels where it can be employed most effectively. 

This wizardry added enough flexibility in the power distribution to allow the engineers to program-in a number of cute tricks: in addition to the usual launch control (named "Race Start, but now with vastly-simplified operation and driver-adjustable launch engine speed), there’s also a “Drift Mode”. The latter does exactly what it says on the label: it allows even inexperienced drivers to pull off spectacular sideways driving – a fact proven on the skid pan during the local launch event.

Related: The distilled essence of modern Mercedes-Benz – we reviewed the new A 200 hatchback and came away very impressed.

 

The upgrades go deeper than just a new powertrain

Under the skin, the body shell benefits from strategic reinforcements for increased torsional rigidity, yielding the stiffest possible platform for the model-specific springs and dampers to operate in greater harmony. This gives more-progressive handling characteristics, improves crash safety, and enabled the engineers to re-tune the suspension for better ride comfort without compromising on chassis dynamics.

The brake system received equally extensive revisions, with large (350 mm diameter in front, 330 mm in the rear) ventilated and cross-drilled discs, with the fronts actuated by 4-piston brake calipers. As an option, the front brakes can be upgraded with even larger (360 mm diameter) discs and 6-piston calipers. However, even the standard setup is much more powerful and more fade-resistant than the old 45’s arrangement.

Related: The top 5 Mercedes-Benz A-Class articles on AutoTrader.

Cosmetic enhancements inside and out

All of these technical intricacies are cloaked by a purposeful-looking appearance package. In front, the bonnet is re-shaped to showcase two longitudinal power bulges (probably also to help clear some space for all the hardware crammed into the engine bay), the front fenders are wider, the front bumper/grille assembly is restyled with a larger central air inlet and a “Panamericana” grille, and the lower air dam has a wing-like shape. 

Down the sides, new (wider) side skirts make the 45 models look lower and sleeker, and their rear ends feature quad-tip exhaust outlets. Both the A 45 S and the CLA 45 S have new split-spoke 19-inch wheels as standard, although the items on the CLA are half-an-inch wider than those on the A-Class. Consequently, the CLA rolls on wider rubber (245/35R19 on the A 45 S versus 255/35R19 on the CLA 45S) – a difference that also benefits the CLA's handling dynamics.

The 45 models have much the same cabin designs as you’d find in their lower-level siblings (especially when the lesser cars are equipped with AMG Line packages), but their electronic display units have model-specific programming, and the gearshift paddles and button-festooned sports steering wheel are bespoke. The MBUX infotainment system is standard, and offers 3 distinct (and very striking) instrument cluster displays, and niceties like a lap timer and datalogger in the secondary screen.

Related: Driven – the new Mercedes-Benz A-Class sedan and CLA four-door.

 

Enough with the facts! What’s it like to drive?

We had opportunity to spend time with both the A 45 S and the CLA 45 S, both on the skidpan and on a closed race track, giving us plenty of opportunities to really let these cars stretch their legs. On the skidpan, the object of the exercise was purely to demonstrate the new Drift Mode (as first seen on the last Ford Focus RS).

To be honest, we don’t see many owners actually using this capability, but it’s still a very cool thing to have. Engaging it is dead simple: flick the (6-setting) Dynamic Select to Race mode, “turn off” the stability control (it’s never really off, though), and pull both gearshift paddles. The cluster display will prompt the driver to confirm Drift Mode selection with a tap of the right-hand shift paddle, and then it’s all set up to play.

Experienced drivers might find the system’s operation unnerving: instead of modulating the throttle and steering wheel angle to control a power slide, the driver simply has to keep the accelerator pedal nailed to the floor and just guide the front end with small steering wheel motions – the computers do the rest. 

The 45s make it preposterously easy for anyone to pull off graceful, controlled slides for as long as the driver wants. This really is drifting for dummies, and can make anyone’s grandmother look like a performance driving professional.

We certainly don’t encourage this kind of anti-social driving on public roads, of course, but it’s nice to have such abilities at one’s disposal. In this market segment, knowing that a car has a certain ability is almost more important than actually using it, so the knowledge is nonetheless gratifying. 

Related: Is the Mercedes-Benz A-Class good for new drivers?

 

So it can drift. What else?

Well, the new Mercedes-AMG 45 models are also really good at going around corners very quickly. On track, the AWD system’s constant shuffling of torque is noticeable to an observant driver, but its operation is generally subtle and helpful, rather than obvious and intrusive. 

The end result is eager turn-ins, dizzying cornering speeds, and a big smile on the driver’s face. It’s not a particularly engaging experience, mind you – for all the sound and fury, it’s always clear that the car’s big box of electrickery is the real hero in the show. There’s little communication through the steering wheel, and the driver’s main job is just to brake, point, and shoot, but it’s an incredibly impressive way to effortlessly cover ground at tremendous pace, whichever way you look at it.

It’s still excellent in a straight line.

Vastly improved handling is one obvious clue to the depth of development and sophistication of hardware that went into making the AMG 45s such devastatingly effective machines, but it has to share the spotlight with the new engine/gearbox combination. It’s clear that straight-line performance was still a priority, as the more-aggressive drive modes have the gearbox snapping to attention and the engine producing useful urge at the slightest power request.

With the launch control system now much simplified and expanded in its capabilities, the new 45s take off in a great hurry. And, with so many ratios on call, it doesn’t really matter that low-rev torque is slightly on the relaxed side, because the quick-shifting transmission instantly gets the pot on the boil with a flex of the right ankle. The A 45 S dispatches the 0 – 100 km/h sprint in a claimed 3.9 seconds, with the CLA 45 S a fraction behind at 4.0 seconds. Both models’ top speeds are governed at 270 km/h, so they’re certainly not short on top-end stamina, either.

Related: Which Mercedes-Benz A-Class is better – diesel or petrol?

Where does this place the 35 models, then?

The new 35 models (available as an A-Class hatch or sedan, or a CLA-Class four-door) are closer in concept to the old 45 models: less sophisticated than the new range-toppers, but still mighty quick in their own right. In terms of market positioning, general architecture, and performance, they’re meant to compete with the BMW M135i and M235i Gran Coupe models and the Audi S3 range. 

Motive power is provided by a highly-tuned version of the 250 models’ 2.0-litre 4-cylinder turbo mill, which is in turn related to the old AMG 45 models’ powerplant. It’s good for 225 kW and 400 Nm in this application, and sends its power to the older-generation AWD system through a 7-speed dual-clutch transmission. There are no fancy e-differentials or limited-slip units at work, however, as it also relies on the older, simpler brake-activated torque management system.

Sub-5 second 0 – 100 km/h sprints are claimed for the 35s, with the quickest (the A 35 hatchback) hitting the benchmark speed in 4.7 seconds on the way to a governed maximum speed of 250 km/h. That’s by no means sluggish, and still worthy of the AMG badge. The brakes, body, and styling are much closer to the normal Mercedes-Benz variants, however, and an A 35 could easily be mistaken for a nicely-optioned A 250 with AMG Line styling add-ons.

But here’s the thing: the 35s are truly excellent, and deserve their own accolades. Sure, their looks and performance stats aren’t as impressive as the 45s’, but the overall package is so nicely balanced and well-sorted, and their list prices are so much lower, that the trade-off is pretty much worth it. If your small Mercedes-AMG won’t see serious drag-racing duties or other track work, you’d be perfectly happy with one of these “second-tier models”.

Verdict

It’s quite nice of Mercedes-AMG to expand their range as widely as they’re doing: whatever the driver’s priorities, there will be a small AMG to suit their needs. If it’s all about extreme performance and extroverted styling, nothing but a 45 will do, while buyers who just want an effortless, rapid and good-looking compact car will find many of the same thrills at a more affordable price in a 35. But, whichever way the owner goes, they’re all much more accomplished than their common predecessor. Your move, Audi!

 

Mercedes-AMG 35 model range base prices:

Mercedes-AMG A 35 Hatch 4Matic: R 850 000

Mercedes-AMG A 35 Sedan 4Matic: R 858 520

Mercedes-AMG CLA 35 4Matic: R 956 640

Mercedes-AMG 45 S model range base prices:

Mercedes-AMG A 45 S Hatch 4Matic+: R 1 113 840

Mercedes-AMG CLA 45 S 4Matic+: R 1 223 480

*Pricing was accurate at the time of writing, but may change without prior notice.

 

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Can’t stretch to a CLA 35? Maybe the CLA 200 will fit your budget better?