In a landscape where Mitsubishi seems to have shifted focus away from performance vehicles, Mercedes-AMG has aggressively stepped into the arena with models like the A45 and CLA 45. The Mercedes A45, in particular, has carved a niche for itself, boasting an impressive specific power output that surpasses many production cars on the market today. With 133kW (178hp) per liter, the A45 delivers showroom-floor performance capable of sub-13-second quarter-mile times, setting a high benchmark in its class.
While discussions might veer towards heavily modified EVOs achieving even greater figures, it’s crucial to acknowledge the stock performance prowess of the Mercedes A45. Reaching 350 horsepower directly from the factory is a feat that sets the A45 apart. Mercedes-AMG’s marketing materials effectively highlight this power, as illustrated in the dyno chart below, showcasing the engine’s capabilities.
Looking closer at the torque delivery, the Mercedes A45 exhibits a remarkably flat torque curve. Maximum torque kicks in as early as 2250 rpm and sustains consistently up to 5750 rpm. This broad torque band translates to highly responsive and accessible power across a wide range of driving conditions. Independent dyno tests corroborate these figures, as demonstrated in charts readily available online, such as the example below comparing stock and tuned performance. The black line clearly indicates the robust stock tune of the A45.
The flat torque curve in the Mercedes A45 stock configuration is achieved by maintaining a steady boost pressure once it reaches the desired level. The stock boost pressure is a substantial 1.8 Bar (26psi), achieved as early as 2250 rpm. This early boost isn’t from a small, quickly maxed-out turbocharger. Even in its factory tune, the A45 sustains its torque delivery well beyond 5,500 rpm before any significant drop-off. Tuners have explored the potential to extend this even further, aiming to maintain 26 psi of boost past 6500 rpm for enhanced top-end power.
In contrast, the Mitsubishi EVO’s torque curve typically peaks around 3,500 rpm with approximately 21 psi of boost, subsequently tapering off towards the redline. While tuning can enhance the EVO’s peak power at higher RPMs, the fundamental torque curve characteristic remains largely unchanged below 3,500 rpm. Upgrading to larger turbos on the EVO generally shifts the torque curve higher into the rev range, altering the driving experience.
For several years, European manufacturers like VW, Audi, and BMW have pioneered the strategy of delivering boost early in the rev range and sustaining it, resulting in a more responsive and enjoyable driving experience, particularly in everyday road conditions. Japanese automakers appear to be lagging in adopting this approach.
This brings us to a compelling question for the tuning community: can we, with our collective expertise, match or even surpass the engineering prowess of AMG in platforms like the Mercedes A45? If the challenge proves too daunting, perhaps the sheer заводского (factory) excellence of the A45 warrants a visit to the Mercedes dealership.
