Audi, Ford, Mercedes, Renault and Volkswagen: the challenge is here - Sportscars
HOW HOT is a hot hatchback? Merilo EVO – and I'm sure you agree with us – it's always been about the overall driving experience, not the numbers. In practice, the smile they put on your face is more than tenths of a second you can bring to your knees. Which is not very popular with houses obsessed with numbers. But we remain of the opinion that as important as performance is, performance alone is not enough to create true cars for driving enthusiasts.
Perhaps Volkswagen took the hint, as it presented the car, a new one. Golf GTI, clearly less powerful than its competitors, although Performance package an option that increases power by 10 hp. (bringing the total to 230 hp), as well as including brakes and electro-hydraulic unit differential front. Does this mean that priorities are finally changing and that Dom or at least VW is shifting the focus from numbers to driving pleasure? At 34.159 € for the five-door GTI DSG with Performance Pack, the Golf isn't exactly cheap. So let's hope it's worth it!
To find out, we put together four compact sports cars: two clear contenders and two less significant ones. First came to the meeting Focus ST. La Ford it was designed to outperform the previous Golf GTI Mk6, and even succeeded (by a hair) in our EVO 096 on the streets of Germany. In addition, the Focus is also cheaper than the Golf. You can take 250 CV home with you for only 30.500 EUR.
The second obvious contender is Mégane. RS. To say that this RenaultSport is one of our compact “favorite sport” is putting it mildly: in the three years of his life, he managed to defeat all the opponents that we put up against him.
There is also a contender from the same family as the Golf: a new one. Audi Sportback S3... With its new, more expensive price tag, the GTI automatically falls into the niche occupied by the S3. Two cars have the same thing MQB platform but Audi has four-wheel drive and a more powerful version of the 2.0 888 turbocharged VW EAXNUMX four-cylinder engine, the same as the Golf R.
This means that you have gained 300 hp. for 39.200 3 euros. The two previous S3s were more of a fashionable choice than a performance-driven choice (think that one of our team, and I won't name names, lives in fear of being kicked out of the editorial board, because in the past he had SXNUMX): the new version, I'll put it ?
The last contender is Mercedes AMG A45, a car that, judging by the numbers, is determined to go beyond hatchbacks. I know what you think Class A 360 HP irrelevant to the task, given its performance more like a GT-R than a GTI, and a price tag that's one and a half times that of a Ford. The base model A45 costs 44.000 euros, but if you want an example with options like the one in our test, you'll have to spend a lot more. Like the other contenders, the Mercedes is equipped with a two-liter transverse four-cylinder engine. And since the Audi has an integrated system and the Golf has a dual clutch (albeit an option), the A45 AMG has no new features. Perhaps this is just a preview of how the segment will evolve in the future.
TODAY'S PROGRAM is divided into two parts. We will first tour the former Brantingthorpe military base to catch the performances of the four challengers, and then see how they feel on real roads, big and small. But first we need to get to Bruntingthorpe: the trip will give me the opportunity to get to know something new. GTI.
It's hard to talk about Golf without risking being superficial. Simply delicious: beautiful, elegant and well-groomed. As far as the lineup goes, VW has stayed true design traditional, which I really like. The Mk7 is larger and slightly more noticeable than its predecessor, but it is immediately obvious that it is a Golf. The same is true on the inside: the trim of the plaid fabric and steering wheel sporty with GTI logo speaks for itself.
Il engine this is a real surprise. When VW told us that the new GTI develops its power at just 4.700 rpm, we feared that the engine, like many others turbo gasoline engines have become a kind of pseudo diesel, whose trump card in the hole is torque at medium revs and consumption decreased. What VW didn't tell us is that the engine has a maximum engine speed of 6.200 rpm and that it matches the previous Mk6 in firmness and enthusiasm. Even cambio DSG has been improved. It's still a six-speed (VW's new seven-speed gearbox only works with lower torque output), but manual shifts are faster than before and work very well even across multiple gears. You can reach the roundabout on sixth, touch the oar three times and be sure to be on the third.
Once in Brantingthorpe, the first thing to do is to understand how fast the contenders are going on the long straight that was once the runway. To be able to repeat the times announced by the Houses, you usually need to drive as if you were being chased by a horde of barbarians, Godzilla, and an angry mother-in-law, all together. It's been many years since I did pure acceleration tests and I forgot how brutal it is.
Фокус ST leaves first. With a turbocharged engine, it is difficult to start a clean start: if you go up a little, it shuts down, if you exaggerate, it sets the tires on fire. The rough concrete of Brantingthorpe does not help, but after many false starts we finally manage to accelerate to 0-100 km / h in 6,5 seconds: the same is stated Ford... What surprises me the most is the 0-160 km / h sprint in 16,8 seconds: to be honest, I expected more. Departure from Mégane it's a lot easier, and even though its best 0-100 time today is 6,4 seconds—nearly half a second faster than the manufacturer claims—we know it can do better at high speed. The 14,8-0's 160 seconds is proof of that: it's 2 inches short of the Focus. There golf it's even faster. The DSG doesn't have a real start mode, but when you press the brake and press the accelerator, the speed rises to 3.500 rpm. At this point, the grip is activated as soon as you lift your left leg. A time of 6,2 seconds at 0-100 and 14,7 seconds at 0-160 puts it more or less on the same level as Mégane. As expected,Audi wins over everyone with a coherent system that finds support where others struggle. Its time in the 0-50 km/h range is clearly a second slower than the Golf (respectively 1,8 vs. 2,8 seconds) and 9 tenths faster than the Mégane, which was also ahead in the 0-100 acceleration, stopping the stopwatch at 5,4 seconds. Not to mention the 0-160 acceleration in 12,5 seconds is not bad for a familiar hatchback.
Now it's up to Mercedes... In such a test, it is obvious that A45 cleans up rivals: it's like getting Loeb to race against a new driver. In addition to all-wheel drive, etc. double clutch with seven gears it also has launch control... And even if it takes longer to activate this mechanism than it takes Mercedes to hit 100 an hour, it certainly helps. First, you put the car in Drive mode and hold the brake. Then press the stability control button once to enter the mode Sports and finally you put Speed in manual mode. At this point, you must push both paddle while driving"start the race In stock". Pull the right paddle to confirm, and then open the throttle and release the brake at the same time. I agree that the process is a little cumbersome, but the results are in: Mercedes is one-tenth ahead of Audi by 0-50, hits 100 in just 4,3 seconds and hits 160 in 10,6 seconds. These are very similar figures to what we got some time ago with the M3 E92 coupe. What's even more impressive is that it wasn't a coincidence: Mercedes manages to repeat these incredible performances every time. We make a second attempt and the time changes by one tenth at 0-100 and two tenths at 0-160.
But having a good time isn't enough to transform A45 AMG in a fantastic hatch. It may seem absurd to me that I am complaining, but when we go from highway to road, the A45 is too fast. Or rather, dominates her too much engine and the need to find enough thrust for its incredible power. The engine is impressive, there is no doubt about it: no lag, linear response and constant thrust starting from 2.500 rpm with every gear change with a sharp click. Mercedes is very quick in any situation, especially with the transmission in the more aggressive automatic sport mode, in which DCT shifts gears at the lowest pressure to gas. Overtaking it with other cars would be risky as the A45 hit its target in complete safety.
But beyond pure speed, the A45 is not a car that entertains and makes your heart race. The need to keep everything under control forces Mercedes to drive confidently even on the smoothest surfaces. IN steering it’s hard and the reactions are sharp, but you don’t feel encouraged to go looking for the limit, much less overcome it. The A45 does not slip or drift, even when not operating at full power on wider Brantingthorpe corners with electronic aids disabled. On the road, everything you can get from her is very light understeer which indicates its limit on slower curves. Undoubtedly, Mercedes is the fastest on any road and in any conditions. But after driving, there is no doubt that it would be more attractive if it had less grip and a frame that allowed you to explore its limits, even at the cost of sheer straight-line speed.
Get on S3 it's kind of a return to reality. Harry, who rode it before me, is clearly surprised: “I like it more than I thought,” he admits. "I'm trying to figure out if it's a manual transmission." I only need a kilometer to understand what you mean. Shifting gears when and how you want gives you a level of control that is a breath of fresh air for a car of this spec these days. The S3 engine is fantastic: smooth, lag-free and with great performance without any visible effort. You can take advantage of its wide range of capabilities as you see fit: pushing it to the limit when it feels good, or relying on mid-speed acceleration and taking advantage of the higher gears.
Otherwise, this is just another very fast Audi. IN Speed it is precise and neat, but too light. Also there Clutch and pedal BRAKE they are too light and behold steering he is overly helped: some habits die hard ... On the track, the S3 has a good balance, it tends to expand when it reaches the limit, but to get back on track, just close the throttle a little. On the roughest surfaces, however, the shock absorbers struggle to keep things in check. From the inside, it looks too small, much narrower than the Golf, and with an awkward fit behind the wheel. The S3 is safe, fast, positive, and has a charming edge. But, like its ancestors, this is not a real hot hatch.
There is no doubt about the sporty compactness of the model. Focus ST... On the wide track in Brantingthorpe, she has already shown her somewhat hooligan character and performed in good old fashion. oversteer abruptly lifting his foot off the gas. When you disconnect traction control systemFord turns into a car for driving very fast corners of the track. When closing the throttle after the nose is in a turn, the rear expands gradually and predictably, but simply open the throttle again to get the car back on track. It's fun, even if it's certainly not the fastest way to get around the track.
On the road, the ST oozes character every time. The geared steering makes the front end look sharp, and even if there is some torque response on the roughest surfaces behind the wheel, the ST seems to be a much more energetic and lively car than the serious and poised Audi. Compared to the engines of its competitors, the Focus engine is far behind: there is power, but the linear delivery of rivals is missing. Even if compared to the performance on the track, on the road it is much faster.
However, parked next to Mégane and Golf, Ford disappears. Aesthetically, it is less handsome than both, with such a squat and amorphous line and despite the different rims, the rear spoiler lip and black grille look identical to the standard Focus. The interior is gray and plastic: it was already inferior to the Golf GTI Mk6, not to mention the new Mk7, which raised the bar over its predecessor.
Mégane has also been criticized for its plastic in the past. But he could always make up for them with a great driving experience. And after the Focus ST, Mégane looks even more fantastic: fast, reliable and sharp ... laneRenault is less prone to go crazy, it is always maneuverable and easy to adjust, and with the grip balance between the front and rear, it is precise and thoughtful, and you will have to seriously struggle with this, after you have disabled the traction control in Sport mode in order to you could send it sideways, with differential which helps him find cravings even where he is not.
Renault is cruel on the road. At low speed, it is very sharp, and even if you get used to it over time, it will not stop kicking you in the back. Few machines are capable of tearing apart an alley so effectively: le suspensions they force the gaps to obey, the steering radiates feedback, and the differential works wonders both on the road and on the track. Undoubtedly, this is a real car for driving enthusiasts, but it lacks one thing: entertainment. “This is not the kind of car you want to show your friends,” admits Harry.
Which brings us back to golf, a car you can be proud of. On the road GTI a little cold and far away. Stability control, which cannot be deactivated, of course, does not help, even in the most permissive mode. Sports Golf allows you to start sideways. IN steering zoomed out is accurate, but not entirely communicative. From this point of view, it's a little disappointing.
Not perfect even on the road. Pedal BRAKE it's too light and even at low speeds the stability control indicator comes on from time to time, and you can't help but wonder what this GTI would look like if all aids were turned off. Still, the GTI is fine on the road. In our test car Adaptive Chassis Control adjustable shock absorbers optionally, in the most extreme Sport mode, they handle the most uneven surfaces even at high speeds, while maintaining perfect control. The GTI is not as tough as the Mégane, but it is as fast and even if Volkswagen not up to Renault in sensitivity, electric power steeringor much more communicative at road speeds than when pulling the GTI's neck on the track. And even if limited slip differential The Golf is much less aggressive than Renault's, and is definitely efficient. This GTI looks better in the back streets than any previous GTI.
Volkswagen is competent enough to turn this five-man challenge into hand-to-hand combat between two rivals. Audi and Mercedes are not true sports compact cars in the sense that they do not convey those feelings and attract you as a hatchback should want. As far as the Focus is concerned, in this test the Golf manages to avenge the defeat inflicted on its ancestor. In fact, when there was a challenge between the Focus ST and the GTI Mk6, Ford managed to make the Golf look really boring. The Focus is now at a disadvantage and looks immature compared to the Golf.
So let's go back to the two finalists: does Mégane golf win in pure engagement and driving pleasure? I would say no. And for this, according to the canons EVO, comes second. But as a car to be owned and driven every day, the Golf GTI takes revenge on Mégane.
