Is the largest model of Merc’s compact AMG trifecta worthy of its badge?

Three years ago, Mercedes-Benz Malaysia (MBM) had no AMG models in its official line-up with which to lure wealthy boy racers into its showrooms. Today, there are four. And a fifth – the W205 C63 AMG which packs a fire-breathing 500+bhp V8 – is already on its way.

Before Stuttgart’s imperious AMG GT bumped the count up to four several months ago, the first three models brandishing the famed three-letter emblem were born from the same skeleton – the modular FWD architecture (MFA) platform. And this fired-up GLA is the platform’s biggest AMG product to date. Until a B 45 AMG surfaces, that is.

The GLA’s AMG recipe is made up of the same ingredients responsible for the spiciness of the A 45 AMG and CLA 45 AMG. Power comes from “the most powerful production series four-cylinder engine in the world”, a two-litre four banger good for 360bhp and 450Nm. This heavily force-fed powerplant feeds all four wheels via AMG’s 7-speed Speedshift DCT.

Since the GLA 45 AMG costs nearly RM380k, MBM can no longer use the “less than RM1,000 per horsepower” sales pitch that so efficiently drove dozens of A 45 AMGs out of the showrooms and onto Malaysian roads. But the output is still plenty for what the GLA 45 AMG is worth. You get 10bhp and 60Nm more than what the 3.4-litre straight-six powering the Porsche 911 offers, for less than half the 911’s price.

The result is a mind-bogglingly quick crossover-thingamajig that does seem a bit podgy around the sides. Its physical dimensions are impressively contained, but there is 150kg more metal in the GLA 45 AMG than the baseline GLA 200. And it’s quite a heavyweight at nearly 1.6 tonnes. Yet, it does 0-100kph in 4.8 seconds with top speed electronically limited to 250kph – the speedometer reads up to 320kph, which is a hint to the car’s unshackled potential.

Replicating the claimed century sprint in the real world is hardly a chore. What’s difficult to comprehend is how the GLA 45 AMG hits 100kph under five despite a trace of lag at the start. Its throttle is slightly spongy at first touch in the default driving mode (Comfort). Like all of Merc’s pocket-sized AMG machines, it launches into motion like a leopard seal at the sight of happy feet, even more so in Sport. And the four-pot’s uncharacteristic but gnarly exhaust bark that accompanies every upshift as the revs build up is as intoxicating as always.

A hindrance to some, the GLA’s weight actually helps with the composure of the car at high speeds, especially through the bends. In cases of rapid steering action, the permanent AWD does a splendid job of keeping the slim Continental rubbers that wrap the AMG-spec 19-inchers firmly on the tarmac. Slight understeer can occur under heavy throttling, but only just enough for a novice to identify and rectify with ease. If anything, it keeps the driver positively involved.

This ease of use bodes well with the practicality of the GLA 45 AMG since it does not offer any new dimension of driveability over its equally powerful but sleeker AMG stablemates. The ride isn’t exactly cushy, but the chassis’s high-speed compliance allows rear occupants to gain a pinch more enjoyment from their extra headroom. That and the GLA’s bigger boot are really the main reasons you’d get the GLA 45 AMG over the A or CLA, because the GLA doesn’t feel like a crossover anymore after the AMG touch permanently lowers its centre of gravity.

User-friendly though it may be, the GLA 45 AMG is flooded with visual reminders of its performance to constantly tempt those who are racers at heart. The beautifully sculpted gear knob, the same kind you’d find in an SLS AMG GT, is a fitting centrepiece for the GLA’s relatively roomy interior. And the Alcantara-wrapped sections of the steering wheel, strategically located on the 3- and 9-o’clock positions, often arouse the left hand into flicking the inviting paddleshift to push the tacho and speedo beyond a fifth of their circumferences.

Unfortunately, this is a rare instance where the GLA 45 AMG might disappoint. The DCT’s response to manual shifting is quick, but it’s not quite as engaging as DCTs used by the Volkswagen Group, whether it’s for a Golf GTI or a Lamborghini Huracan. The performance numbers, both in the spec sheet and on the road, suggest little imperfection with the gearbox because the flaw is more about emotion than ability, of which all AMG models are blessed with in large amounts.

If ability doesn’t suffice, you can always dress your GLA 45 AMG to look as fast as it goes with the limited Edition 1 package applied to the pictured test car. It comes with plenty of aero kit and look-at-me stickers which you might need to shop for at aftermarket dealerships in the near future. That’s because official production of the Edition 1 package has ceased, and we doubt there’s any stock left given MBM’s meteoric 2015 sales figures across the range.

However, a car as talented as the GLA 45 AMG does not need a ridiculous spoiler, just like how Usain Bolt doesn’t need to have cheetah spots tattooed on his limbs for the world to recognise his speed. The AMG badge says it all, and Mercedes has done a praiseworthy job of turning a soccer mom’s A-Class into a track-ready machine that will do picnics for four as well. It’s a functional sportscar, through and through.

*This review was first published in the October 2015 issue of TopGear Malaysia