Ford Focus RS v Mercedes-AMG A 45 v Audi RS 3 2016 Comparison

Ford Focus RS
Audi RS 3 Sportback
Mercedes-AMG A 45

To say the Ford Focus RS has hit the hot-hatch market harder than a Muhammad Ali punch is a cliché. But you know what? It's true.

No other hot hatch, sedan or wagon offers the same blend of performance and pricing. At $50,990 plus on-road costs, it simply knocks out everything.

Punching out 257kW and 440Nm to all four wheels via a sophisticated driveline, it shapes up against hot hatches $25,000 more expensive. Specifically, this Blue Oval blue-collar blaster is a direct competitor in performance and sophistication terms for the best efforts from the German toffs, the Audi RS 3 Sportback and the Mercedes-AMG A 45.

So there's nothing for it but to run them head-to-head. On the track and on the road.

Yep, with the help of our expert race driver Luke Youlden and that twisty bit of bitumen at the Norwell Motorplex on the Gold Coast we've put all three to the ultimate test against the stop watch; lap times, 0-100km/h acceleration times and 60-0km/h braking.

We also tested out the Ford's much ballyhooed drift mode on the Norwell skid pan and then literally headed for the hills of the Gold Coast hinterland to see if racetrack form translates to the road.

But before we get to the driving, we better first have a look at what's under the pumped up bodies of these three berserkers.

They share the same fundamental concept. Take the mainstream model and dial everything up to 11. In all three cases that work has been performed by a wholly owned hot-tuner subsidiary of each brand; Audi Sport (or quattro GmbH), AMG and Ford Performance. The luxo brands' have form – the latter is the new kid on the block, having only been around for two years.

But the Focus RS does come from a long line of Fords carrying that badge. The last Ford RS was a front-wheel drive turbocharged five-cylinder that was a challenging but addictive drive... And $9000 more expensive than the new one!

The game's changed this time round with the decision to go all-wheel drive.

The basic system is from independent supplier GKN and is dubbed Twinster. The core of it is a twin-clutch system at the rear that replicates a limited-slip diff but also provides dynamic torque vectoring front-to-rear and side-to-side. Drift mode is a spin-off of this capability.

In the engine bay Ford Performance has installed a developed version of the 2.3-litre turbo-petrol four-cylinder sold in Australia in the Ford Mustang. It's tuned up via a different twin-scroll turbocharger, unique airbox, cast-iron cylinder liners and a unique cylinder-head to produce the numbers (including 470Nm on overboost) that rival the Audi and Benz.

The Focus fundamentals are completed by a six-speed manual gearbox (the only choice), strut and multi-link suspension featuring two-mode adaptive dampers, a stiffened body, electric-assist steering and Brembo brakes. It's dressed up with a massive grille opening (necessitated because the hi-po engine requires so much cooling air), a high-rise rear spoiler, 19-inch alloys and Michelin Super Sport tyres.

As a $2500 option you can swap to lighter forged alloys and super-sticky Pilot Sport Cup 2 rubber, which our test car included.

Inside, the main changes are the hard-shell Recaro front seats, which also mean there are no front-side airbags in this car. As we have reported separately that results in the RS missing out on the five-star safety rating the rest of the Focus range gets.

No such shortages in the Audi or the Mercedes. The former has seven airbags and the latter nine and they are both rated as five-star ANCAP performers based on European testing of lesser models in the range.

In overall equipment terms, it's the Benz that has it all over the other two; active cruise control, a standard sunroof, powered front seats and Apple CarPlay are all features the others lack. The Audi looks a bit underdone considering it is the most expensive car here at $78,900, $1000 more than the Benz (before on-road costs of course).

To that you can add our test car's $6490 RS performance package which included magnetic ride adjustable dampers and a Bang and Olufsen sound system. Driver assist systems including adaptive cruise control and lane keep assist are part of another $1600 option pack.

The Benz plays the options game too, our test car adding the $1990 Dynamic Plus package that includes the limited slip front diff introduced with last year's model update. It also had the $1990 Aerodynamic package that includes the over-sized (but very sexy) rear wing and aero spats on the front corners.

The Focus gets a win in the equipment stakes, as it is the only car here with a touch screen. That comes with the effective Sync2 infotainment and communications system.

Overall though, the Focus can't match the interior ambience or feeling or luxury of its more expensive rivals.

It's got leather and blue (naturally) stitching and a significant price advantage to make up for harder-to-the touch bits. But arguably its biggest interior problem is the lack of height adjustability of the driver's Recaro, which will be noted by those who like to sit low in the cockpit.

Seat support is excellent across all three and the trio's flat-bottomed steering wheels all adjust for reach and rake.

But we've digressed…

…Because the performance specs are the key thing in a comparison like this.

Like the Ford, the Audi and Benz use small capacity turbo-petrol engines mounted transverse in the engine bay, driven via all-wheel drive. They both also use seven-speed dual-clutch transmissions rather than traditional manuals.

The Audi's five-cylinder 2.5-litre engine punches out 270kW/465Nm, while the Benz's 2.0-litre unit makes the biggest numbers at 280kW and 475Nm.

The Audi's on-demand quattro all-wheel drive system uses the latest and fastest-responding Haldex V electro-hydraulic multi-plate clutch, as well as torque vectoring capability via wheel braking. The Benz's 4Matic system is a similar concept, although it can only send 50 per cent of torque rearward – the RS 3 claims up to 100 per cent. The Focus is officially rated at 70 per cent to the rear, but engineering chief Tyrone Johnson admitted at the recent local media launch that the real number is "more than 90 per cent".

Other key mechanical aspects of the two luxury Germans include strut and multi-link suspension systems, electro-assist steering, standard adaptive dampers for the Benz – an upgrade that arrived last year after criticism of the original's fierce passive set-up, and eight-piston (yes eight!) calipers clamping massive 365mm front discs on the Audi.

Both roll on 19-inch wheels and rubber: ContiSport Contacts for the Benz; and oddly sized Pirelli PZeros for the Audi – 255/30R19s up-front and 235/35R19s at the back.

And a couple of overall numbers to consider here; the Audi is the lightest at 1520kg, the Focus is just four kilos heavier (on stock wheels, within a few grams on the options) and the AMG is the heaviest at 1555kg.

The Focus is easily the longest, widest and highest and has the widest tracks. But the squat AMG, while the shortest overall, has the longest wheelbase.

The Focus' rear seat legroom is compromised by the Recaros and there are only two rear headrests. The AMG is surprisingly spacious for its size and has the biggest boot, but none of these three have a spare tyre. Remember that for later…

HIT THE TRACK
Norwell is as flat as a federal election campaign, set out in the middle of some cane fields and has predominantly 90 degree and 180 degree corners, although there are a couple of trickier double apexes toward the end of the lap. It's only about 2km long, so it's all over pretty quickly.

How quickly was obviously the key question.

Basic rule for motoring.com.au's racing road tester Luke in all cars was drive modes set to their most aggressive (Audi = Dynamic, Benz = Race, Ford = Race Track). Tyre pressures were set to placard. Brake and acceleration results included a passenger to verify times.

But let's build the suspense a little and get through the preliminaries.

First was the braking test. Here, the AMG managed to pull up in the shortest distance, a metre sooner than the Audi despite that car's massive stoppers and 0.36m shorter than the Ford. You'll find the figures at the bottom of the story.

Then came 0-100km/h acceleration. In each case launch control was available and used. In the Focus RS it was dump the clutch and slam through the gears. But the Ford simply couldn't live with the two dual-clutch Germans. Its best effort was 5.7 sec – one second off its claim – and a distant third.

The A 45's launch control initiation was more complex than string theory, but it was effective; the car sat on the line burbling, hiccupping and farting until the brakes were released. It then drew a deep breath and exhaled like bawling coven of devil babies – BAWWHAAAHH.

The result for the AMG was a 4.7sec time, 0.5sec off the 4.2 claim that came with the model update and its shorter gearing.

But it couldn't beat the RS 3, which was Germanic efficiency at its compelling best. No histrionics, just the slightest puff of front tyre smoke as they slipped and engaged and then it was gone up the strip, reaching 100km/h in just 4.5sec, only 0.2sec from its claim.

The Audi was spectacularly quick and brutally loud, but in a basso way that was so palpable you could just about grab it out of the air.

So one win each for the premium brands… But before we attacked a full lap it was time find out if RS drift mode worked.

It did … a bit. Certainly the Ford was happier to wag the tail than the other two. But let's just say that through extensive research we found a better solution... Stay tuned for that video…

THE MAIN EVENT
First out was the Audi. It's a known quantity for Luke as it was a competitor in the 2016 Australia's Best Drivers Car extravaganza. Back in April in Tassie its volcanic engine and all-paw grip could not overcome a fundamental tendency to push the nose on the challenging Baskerville bullring.

It was the same story here at Norwell as Luke wrestled the front of the RS 3 into the corners. He was being further handicapped by the dual clutch tranny's refusal to downshift when he wanted it to, forcing him to hang in third on corner entries when he wanted second. His best result was a 1:03.97 lap.

Next up was the A 45 and although Luke had familiarity with this car from ABDC 2015, it was the pre-facelift model, with passive suspension, a 15kW less powerful engine, no front diff and longer gearing.

It was quickly clear he was having the same sort of drama on his flying laps, trying to get the front to turn in and the gearbox to co-operate.

But the AMG was even worse than the Audi because the ratio for second gear was too short. So he was forced to short shift and then on exit the engine was still brapping too quickly into the cut-out. It all looked and sounded a bit of a mess, with the nose bobbing its way into corners and the engine alternately droaning and screaming.

The time was a disappointing 1:04.52.

"Both of them just plant all their weight on that outside front tyre and those front tyres are expected to cope with way too much and they just give up," Youlden said disapprovingly.

"I prefer the Audi because it turns better than the Merc. The Merc feels like a bigger, heavier car even though it's not.

"The 'safety' on the downshift was frustrating," he added.

"In Race or full Dynamic mode there should be more margin, because I think that affects lap times a lot.

"But it wouldn't change the result today."

Enter the Focus RS.

And in motion it looked and sounded different to the other two. It flowed better from one turn to the next and simply looked like it was better at what it was doing. But it didn't sound racier, making a reedy warble compared to the other two. The Audi sounded guttural and the Benz was higher pitched with a rat-at-tat backfire. All three crackle-banged on shifts and on the over-run though. Very cool.

But the time is the thing and it was a 'f--- me' moment when it came; 1:02.83! The Blue Oval Banshee was more than a second faster than the Audi and almost exactly 1.7 sec faster than the Benz. A shellacking.

Luke Youlden is a pretty even sort of bloke, not prone to massive public bursts of emotional excess. But he hadn't even got his helmet off before he started excitedly dissecting the RS and extolling its virtues.

"As a race driver you would take the Focus over the other two any day of the week," he said.

"In terms of driving and dynamics it is head and shoulders above those other two cars.

"It is a lot firmer; it is a lot more responsive in initial turn; it holds its line better... It does tend to oversteer on some occasions, or it's a neutral balance with that torque vectoring it's got where the rear-end just tucks in.

"All three put their power down exceptionally well out of the corners, but it's that entry to just past that mid-corner phase where the Focus keeps rotating moreso than the others. It's just that bit more dynamic.

"It's a much bigger jump from the Focus in first to the Audi in second than it is from there to the Benz."

With the times set it was the chance for yours truly and Feann Torr to get out on the track and see what all the fuss was about. We found the same things as Youlden, albeit only in slower motion.

The AMG required patience, patience, patience as you pushed, pushed, pushed off the corners. All the engine in the world and all the braking power in the world didn't help when the nose wouldn't stay on line at and beyond the apex. Frustrating work…

The RS 3 was lighter through the steering and the rear-end. So the nose stayed closer to the line and enabled the throttle to go down harder and sooner on the way off the apex. But on the way to the corner the brake pedal didn't offer as much feel and travelled much deeper before working hard. Faster fun but still no cigar.

And so to the Focus RS. It took only corners, not laps, to realise how well tuned this thing was. It did every important aspect of going fast better than the other two.

Some of that was surely due to the Michelins, but plenty of credit must also be extended to the Ford Performance engineers who designed, developed and fine-tuned a car of such stunning pace that not even a racetrack can pull it apart.

The Twinster AWD system and dynamic torque vectoring were undoubted stars of the show. You really could feel the system working. Not maybe, definitely.

And there was nothing difficult about it. Not only was this a car of incredible speed capability, it was also completely accessible and engaging. Driving this car fast was a joy.

ROAD WORKS
We should reveal up front our on-road comparison time was curtailed by a jagged piece of concrete that tore into the sidewalls of the RS 3's left-side PZeros. Both of them!

Result? One Audi going nowhere unless it was on the back of a truck.

But that didn't stop us establishing the zestful, playful and potent nature of the Focus RS translated to the road. Its advantage over the other two was less pronounced than on the track, but nevertheless it was still the best drive.

The Ford's turn-in, grip and communication remained outstanding. Body control, manual shift feel and steering weighting simply invited the driver to get stuck in. A truly memorable experience.

The Germans were both also happy to attack, with understeer reduced to pretty much a non-issue in the more cautious on-road environment. They were also quieter to cruise in and were obviously much more amenable to choked urban traffic because of their automatic transmission functions.

But the limitations imposed on changes and the short gearing of the Benz again became apparent when punting along.

The Focus had a much larger turning circle that didn't help it achieve the boring jobs we all do in cars.

The AMG's Comfort suspension setting was clearly the most absorbent, making it the nicest day-to-day drive here. In contrast, even on its softest setting, the Audi felt harsh, as if it didn't have enough suspension travel. The Sport (normal) setting for the Focus was stiff too, but felt more like a spring issue than one related to travel.

The RS 3's steering remained determinedly light and the least communicative of the three in any mode, which was no problem when cruising but became more of an issue when pressing on.

And what of fuel economy through all this? All claimed similar combined average fuel consumption on 98 RON fuel. Our real numbers were miles higher but all very close together, so there was no obvious superiority in that regard.

WE'VE GIVEN THE GAME AWAY
But superior the Focus RS undoubtedly was – in almost every other way.

Not only was the Ford the cheapest car in this comparison, it was the best car. You would only opt for the Benz or Audi if the lack of side airbags concerned you (a legitimate concern) or you must have an auto or if the Blue Oval just isn't a prestigious enough badge for your tastes.

Let's put aside for the moment, there is a challenge of actually getting hold of an RS. If you really want one you'll find a way… But to write off the Ford on a badge basis is a case of denying yourself a real treat for no good reason.

The Focus RS is an extraordinarily good piece of kit and Ford Performance deserves kudos for having the vision and nous to bring it to reality.

And well done to Ford Australia for not getting greedy on the list price – although we'd like standard sports seats with side airbags to be offered with this car as well as the Recaros.

We started off by asserting the Focus RS knocked out the opposition in its price range. Now, it's done the same thing to much more expensive cars. Even more impressively, it's a technical knock-out too.

Ford Focus RS Pricing and Specifications
Price: $50,990 (plus on-road costs)
Engine: 2.3-litre four-cylinder turbo-petrol
Outputs: 257kW/440Nm (470Nm overboost)
Transmission: Six-speed manual
Fuel: 8.1L/100km (ADR combined)
CO2: 190g/km (ADR combined)
Safety Rating: Unrated

What we liked:
>> Brilliant dynamic package
>> Strong engine
>> Value pricing

Not so much:
>> No front-side airbags
>> Limited rear legroom
>> Noisiest car here

60km/h-0: 13.99m/1.88 sec
0-100km/h: 5.7 sec
Lap time: 62.83 sec

Audi RS 3 Sportback 2.5 TFSI quattro S tronic
Price: $78,900 (plus on-road costs)
Engine: 2.5-litre five-cylinder turbo-petrol
Outputs: 270kW/465Nm
Transmission: Seven-speed dual-clutch
Fuel: 8.3L/100km (ADR combined)
CO2: 194g/km (ADR combined)
Safety Rating: Five-star ANCAP (based on A3 1.4 TFSI)

What we liked:
>> Straight-line grunt
>> Great engine sound
>> Interior quality

Not so much:
>> Suspension lacks on-road compliance
>> Steering too light, too mute
>> Not as well equipped as equivalently priced Benz

60km/h-0: 14.68m/2.08 sec
0-100km/h: 4.5 sec
Lap time: 63.97 sec

Mercedes-AMG A 45 4Matic
Price: $77,900 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Outputs: 280kW/475Nm
Transmission: Seven-speed dual clutch
Fuel: 7.3L/100km (ADR combined)
CO2: 171g/km (ADR combined)
Safety Rating: Five-star ANCAP (based on A180)

What we liked:
>> Looks great
>> Most comfortable on-road drive
>> Easily best-equipped car here

Not so much:
>> Too much understeer on-track
>> Gearing too short
>> Time to go touch screen

60km/h-0: 13.63m/1.88 sec
0-100km/h: 4.7 sec
Lap time: 64.52 sec