Mercedes-Benz A-class gets the AMG treatment

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The Mercedes-Benz A45 AMG packs a 330-hp four-cylinder engine.

By: Greg Kable on 6/12/2012Mercedes-Benz has confirmed limited details about its most affordable performance model to date, the A45 AMG.

Set to go on sale in Europe in early 2013, the rival to the Audi RS3 and the BMW M135i sits at the top of the third-generation A-class lineup. The price, although not yet officially revealed, is expected to start at about 50,000 euros, or $62,400 at current exchange rates).

One of three new compact models confirmed by AMG boss Ola Kallenius, the A45 AMG is not planned to be sold in North American. Its mechanical package will, however, appear in upcoming CLA45 AMG and CLA45 AMG Shooting Brake models that are set for U.S. sale in 2014.

The A45 AMG is the first series-production AMG model with a transversely mounted engine. The A45 AMG runs a heavily tuned version of Mercedes-Benz's turbocharged 2.0-liter four-cylinder gasoline engine from the standard A250 Sport, which goes on sale in Europe in September. With a specially developed free-flow cylinder head and unique induction system the engine, designated M270 Evo, is claimed to deliver 330 hp and what AMG describes as "maximum torque significantly above 400 Nm (295 lb-ft)."

Developed at AMG's Affalterbach engineering headquarters on the outskirts of Stuttgart, the new engine is the most powerful four-cylinder ever placed in a Mercedes-Benz production model.

"Our goal right from the very start was to match the output of the larger turbocharged 2.5-liter five-cylinder engine used by the RS3," says Tobias Moers, head of development at AMG. At just 375 pounds, the engine is also said to be significantly lighter than rival four-cylinder performance engines.

For comparison, the Audi RS3's engine delivers 335 hp and 332 lb-ft torque, while the BMW M135i, which is powered by an uprated version of the N55 turbocharged 3.0-liter six-cylinder unit, pushes out 316 hp and 332 lb-ft of torque.

The A45 AMG channels its drive through a seven-speed dual-clutch gearbox and, in a layout that mirrors that of the RS3, a specially tuned Haldex-style multiplate clutch to all four wheels. To provide the car with rear-wheel-drive AMG handling traits, the engine's torque is delivered primarily to the rear wheels under load.

No performance claims were made in a secretive media preview of the A45 AMG in Affalterbach on Tuesday. But Mercedes-Benz insiders suggest that the car will match the claimed 0-to-62-mph time of the M135i, which BMW puts at 5.1 seconds for the six-speed manual version. Top speed is limited to 155 mph.

The inclusion of fuel-saving features such as stop/start and brake-energy recuperation has Mercedes-Benz claiming that the A45 AMG will be the most economical car in the hot-hatch ranks.

In a bid to provide the A45 AMG with class-leading dynamics-including what one AMG insider described to Autoweek as "the highest corner speeds among its rivals"-the AMG engineering team devised a largely unique chassis setup and tested it extensively on the road and at the Nürburgring.

The basic components of the MacPherson-strut front and multilink rear suspension are carried over from the A250 Sport, but items such as the bushings used to attach it to the body structure have been greatly altered. Other changes include wider tracks, firmer springs and dampers, larger-diameter antiroll bars and a reduced ride height. The standard electromechanical steering system was reworked for added on-center sensitivity and a meatier feel, while the brakes were upgraded with larger cross-drilled and vented discs and more powerful calipers.

As with other recent AMG models, the A45 AMG also receives a three-stage electronic stability program (ESP) that includes a sport-handling mode that allows you to turn the electronic safety net off completely.

"Our goal is to build the most dynamic, most powerful and at the same time most efficient four-cylinder series production compact car," says Kaellenius.

The A45 AMG is differentiated from other A-class models by an extensive body kit. Included is a deeper front bumper, an altered grille, widened front fenders, carbon-fiber-look exterior mirror housings, wider sills underneath the doors, a prominent spoiler atop the rear hatch and new rear bumper with an integrated diffuser element and characteristic chromed tail pipes. Inside, the car receives an upgraded interior with unique front sport seats and more upmarket trims, including a carbon-fiber-look panel for the dashboard.

The A45 AMG, whose name celebrates the 45th anniversary of Mercedes-Benz's performance-car division, forms an integral part of a new model strategy mapped out by Kaellenius.

Named "AMG Performance 50," the plan will see at least eight, possibly nine, new models added to the AMG lineup within the next five years.

Along with the A45 AMG, Mercedes-Benz is also putting the finishing touches on the mechanically identical CLA45 AMG, a swoopy sedan previewed by the Concept Style Coupe revealed at the recent Beijing motor show.

Other new AMG models include the recently revealed G63 AMG, SLS AMG Black Series, CLS63 AMG Shooting Brake, CLA45 AMG Shooting Brake, a possible GLA45 AMG and two new S-class-based models set to based on the new W222 model due out in 2013.

Read more: http://www.autoweek.com/article/20120612/carnews/120619954#ixzz1ybFlVbGF

2013 Ford Focus ST: Drive review

The new king of compact hot hatchbacks                                                                                                             The 2013 Ford Focus ST picks up where the SVT version left off after the 2004 model year by transforming the pedestrian Focus--a nice but otherwise serviceable car--into a true enthusiast's ride, stuffing a high-output engine underhood, installing a sport suspension underfoot, dressing the interior with some serious seats and equipment and generally giving a performance nod to every aspect of the car.

Where your regular Focus models make do with a naturally aspirated 2.0-liter four-banger turning out 160 hp and 146 lb-ft of torque, the ST model gets the 2.0-liter EcoBoost engine with all of its accompanying tech features: high-pressure direct fuel injection, turbocharging and twin independent variable camshaft timing. All of that adds up to 252 hp and 270 lb-ft of torque, with a trick overboost feature that allows for extending that peak torque for 15 seconds at a time.

 

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The suspension sees some serious revisions, too, from its stiffer springs and shocks to a beefed-up antiroll bar. The ride height has been lowered by 0.4 inch. But the bigger news is with the steering system, which gets completely redone for the ST and sports a variable-ratio steering rack. The setup reduces sensitivity when driving in a straight line, but quickens up nicely when cornering.

Standard across the ST lineup are a host of electronic features we particularly appreciated, including a stability control system with three levels of intervention (including completely off!), a torque-vectoring control system that acts like an electronic limited-slip differential and a cornering understeer control system that does exactly what its name implies.

The design really plays up the car's performance credentials, too, with revised front and rear fascias featuring more aggressive details, from the one-piece grille to the single center tailpipe. Below the front bumper the splitter dips lower and sweeps around the corners, with fog lamps inset deep and wide. The ST also gets unique 19-inch alloy wheels and an integrated roof spoiler.

Inside, all STs gets larger, thicker steering wheels, unique shifters and pedals and a dark headliner, as well as a unique gauge cluster for turbo boost, oil pressure and oil temperature. Up-trim ST2 cars add some nicely bolstered part-leather Recaro sport seats, dual-zone climate controls and an upgraded Sony audio system. ST3 models get full-leather, eight-way power-adjustable and heated Recaros, HID headlamps and a navigation system.

What is it like to drive?

All of that extra oomph is apparent right off the bat. But unlike a car such as the Volkswagen Golf R--which, despite its slightly lower output is a faster car--the power delivery feels linear and smooth, not peaky, which gives the car a bit of a flying-under-the-radar feel. There's plenty of torque to pull you out of corners and up steep mountain passes without pause, and to propel you headlong down the freeway at up to triple-digit speeds in a blink, but there's never a whoosh! moment where you feel the turbo kick in. It's also a much more refined ride than the likes of a Mazda Mazdaspeed 3, which itself offers plenty of performance fun but in a rougher-around-the-edges package and without all of the near-luxury features available on the Focus ST.

The variable-rate steering works well, too, making easy work of tight, winding switchbacks, though the car's turning radius is abominable. At one point during our drive, an otherwise routine U-turn required three back-and-forths to complete the 180, making the compact Focus ST feel as big as an Expedition.

The shifter works well, even if the placement feels a bit far from the hand. Throws aren't too long, and even aggressive shifts never got hung up--a frequent problem in the Mazdaspeed 3. The ride is a bit rough--the frequent traffic-calming speed bumps we encountered attested to that--but it never reached the fatiguing point, even after 250 miles of driving. And the Recaro seats, though heavily bolstered and not particularly cushy, were nonetheless a comfortable place in which to spend a whole day.

Our test car also came with a host of safety features including blind-spot and lane-departure warnings. While we found the blind-spot system fairly unobtrusive, the lane-keeping assist was downright annoying, even with the sensitivity and intensity of its vibrating warning dialed way down.

The sound of the Focus ST just might be the most satisfying part of the driving experience. At low rpm the cabin is a fairly quiet space, but jump on the gas pedal and a specially designed active sound tube amplifies the throaty notes of the engine's intake and channels them into the cabin. It gives the engine a distinctive growl that enthusiasts should enjoy.

Do I want one?

Ford's first truly global performance product exceeds our expectations, if not just in 0-to-60-mph times, then for the how little said 0-60 will cost you. Stickers for the Focus ST start at just $24,495; mid-level ST2 cars tack on $2,385, with top-of-the-line ST3 trims starting at $28,930. Compared with the five-door VW Golf R, which starts at $36,860, the Focus ST is a steal, delivering 90 percent of the performance, more features, better styling and a more refined package for more than $12,000 less. The five-door GTI aligns almost exactly on price but is down 52 hp and 63 lb-ft of torque and doesn't offer the same level of on-road chops as the ST. Even the Mazdaspeed 3, perhaps the most natural comparison, feels instantly dated next to the sharply styled and wonderfully refined Focus ST.

For now, the car to beat in the compact hot-hatch segment for all-around value and performance is the 2013 Ford Focus ST, hands down.

2013 Ford Focus ST

Base Price: $24,495

On Sale: Summer

Layout: Five-passenger, front-engine, front-drive, five-door hatchback

Drivetrain: 2.0-liter turbocharged I4, 252 hp @ 5,500 rpm, 270 lb-ft @ 2,000-4,500 rpm; FWD, six-speed manual transmission

Curb Weight: 3,223 lb

0-60 MPH: 6.2 sec (est)

Fuel Economy (EPA): 25 mpg (est)

Read more: http://www.autoweek.com/article/20120621/carreviews/120629957#ixzz1ybEREnPv

2012 Infiniti G37 Sport: Review notes

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The G37s sports a 6-speed manual transmission and a 328-horsepower V6. Photo by Infiniti.

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Published on 6/20/2012

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EXECUTIVE EDITOR BOB GRITZINGER: We've said it before, but it's worth repeating: If your brain wants a Nissan 370Z, but your lifestyle requires a sedan, this 2012 Infiniti G37 is your machine. In this Sport trim, with the six-speed manual gearbox, this car runs the same powertrain as the Nissan Z car, and it shows in the G's spirited performance.

On the downside versus the Z, you lose a couple of horses and gain 400 pounds, and you can't get the Nissan's cool rev-matching electronics with the stick in the Infiniti. But you do get four doors, a usable back seat and a trunk to match. Price is comparable, especially if your Z Touring is similarly equipped with the Sport package and navigation.

Also comparable, and this goes to the heart of the G's fun factor, is exactly comparable 54/46 front/rear weight distribution, which makes the car a blast to sling hard into corners. The front end is weighted just enough to hold and track without plowing, while the back end is just light enough to give a little and allow for some tail wagging without getting too loose for comfort. Power comes on strong from the V6, and the close-ratio shifter with the short-shift linkage makes it a mechanical dream to drive hard. I sure wish the rev-matcher was offered here.

Read more: http://www.autoweek.com/article/20120620/carreviews/120629996#ixzz1yRypnAH4

If sedan life is a shade too sedate, there's always the G37 coupe, which gives you some back-seat space and a trunk but suffers the same weight penalty. But it's an option.

ASSOCIATE EDITOR JAKE LINGEMAN: I am a huge fan of the Infiniti G37 coupe; it's well balanced, powerful and makes great sounds. As Bob said, the sedan gives you all of that, plus an adult-size back seat.

The styling is pretty sexy compared with competitors such as the Mercedes-Benz C-class and the BMW 3-series. It has curves in the front and the rear and looks slippery all over. The coat of fire-engine red paint doesn't hurt, either. The wheel wells are a little large for my taste; if this car was dropped an inch or two it would look mean. The coupe is still sexier, but if you need that extra space, here it is.

Power is more than adequate from the 3.7-liter V6 and is spread wide across the rev range. It pulls strongly all the way up to its 7,500-rpm redline. The six-speed in the G is one of my favorites. It has a short throw, feels thick and heavy in the hand and snaps into each gear with a click. The clutch effort is just hard enough to give the pedal some feel, which is important when taking off from a light. Turn the traction control off, and this thing will light 'em up. Spinning the rear tires doesn't require much more than flicking your right foot as you slip the clutch. Infiniti's electronic nanny is semi-invasive. It won't allow the driver much slide when it's turned on and will quickly quash a decent launch as soon as the tires give way.

The interior is top notch, as Infinitis' usually are: clack leather all around, sporty-looking seats and brushed aluminum on the dash. It's very classy. And an iPod connection and navigation are included in the price, and the system is easy to use.

A comparable BMW 3-series or Mercedes C-class both have a base price of about $42,000, but Mercedes doesn't offer a manual right now and BMW will add $2,500 if you want navigation. Also, the G37S has them both beat in power at 328 ponies, 300 hp for BMW, 302 hp for the C-class.

2012 Infiniti G37 Sport

Base Price: $41,495

As-Tested Price: $41,495

Drivetrain: 3.7-liter V6; RWD, six-speed manual

Output: 328 hp @ 7,000 rpm, 269 lb-ft @ 5,200 rpm

Curb Weight: 3,709 lb

Fuel Economy (EPA/AW): 19/17.8 mpg

Options: None