Audi R8 vs Mercedes-Benz CLA250

What's the difference?

The Audi R8 V10 RWD and V10 Performance Quattro have their own personalities. I'm a big fan of the lower-powered rear-wheel drive car, but the Performance is the ultimate here with better brakes and that 330km/h top speed. Either way the R8 is a true supercar, but one that doesn't have to be driven gingerly as though something may break off.

The Mercedes-AMG CLA 45 S is more glorious madness from the hot-rodders in Affalterbach. A design and engineering master-class putting a slightly more mature spin on the fast and furious small AMG formula. But only slightly. It's brilliantly outrageous.

Lamborghini styling can look over the top, McLarens can sometimes appear delicate and fragile, and Ferraris seem to be everywhere, and even for me, begin to blend into one.

The R8, though, looks exactly how an Audi supercar should look – understated, tough and serious. Have you seen that Audi advert with the R8 on a dyno not wearing any pants? That sounds ridiculous but Google it because it sums up what the R8 is – a real car with a raw race car underneath, that's meant to be driven comfortably on the road and hard on a race track and the styling indicates that intent with little in the way of fanfare.

Well, there is that big window at the back which shows off the engine and the 'side blades' that surround the large vents carved into the side of the car to cool the engine.

The latest update has taken the design from the second-gen car which arrived in 2016 and added a new grille, front bumper, door sills and vents in the rear bumper. It's a more angular, sharper, and busier design with more vents and winglets than ever.

The R8 V10 RWD and R8 V10 Performance are close to identical in their styling. You can pick the Performance by its gloss carbon front spoiler, side sills, mirror caps and rear diffuser. The RWD has gloss black elements instead.

Which looks best: the Coupe or Spyder? That's a personal thing, but I reckon race cars need to have a hardtop roof, so it's the coupe for me, please.

Built using the 'Audi Space Frame' which weighs only 200kg, the R8 is 4426mm long and just 1240mm tall, but at 1940mm across it has a wide, planted stance.

Claimed to blaze from 0-100km/h in 4.0 seconds the second-generation CLA 45 has the performance credentials of a mid-engine supercar, wrapped in a relatively unassuming three-box body. And while it might look mild-mannered from a distance, this devil's differences are in the detail.

Like it's A 45 sibling the CLA 45 S features AMG's now signature Panamericana grille with 12 vertical louvres, a winged front spoiler treatment, extra aero bits around the front air intakes and 'Power Dome' bumps in the bonnet.

The side skirts are wider, and the 19-inch twin five-spoke rims are standard. While at the back the diffuser treatment is more pronounced than the hatch, but the fat 90mm exhaust pipes are the same, and the lip spoiler is on the boot lid rather than the roof.

The interior is virtually identical to the hatch, the biggest difference being the four-door coupe's frameless doors.

A combination of Merc's 'Artico' faux leather and 'Dinamica'  microfibre trim is accented with racy yellow highlights, with a nappa leather and Dinamica AMG Performance wheel and sports pedals completing the picture.

And the twin widescreen MBUX instrument and media display boasts AMG-specific read-outs on everything from gear selection, warm-up menu, car set-up, a G-metre, race timer and engine data. The standard 'Track Pack' even includes specific circuit layouts and data.

The R8 is a two-seater supercar and practicality isn't high on its 'to do' list with limited cabin storage in the form door pockets almost as small as my jeans pockets, two cupholders hiding under a trapdoor in the centre armrest, a hidey hole in front of the shifter containing a wireless charger and two USB ports and the glove box.

As for the boot – there are two: one in the nose with a 112-litre cargo capacity and another behind the mid-mounted engine with 226 litres.

Room for people, well you and a friend, is excellent. I'm 191cm (6'3") tall with a 2.0m wingspan and found the footwell deep and spacious, while head and shoulder room is also good.

At just under 4.7m long (248mm longer than the A 45 S hatch), a bit under 1.9m wide, and fraction over 1.4m tall the A 45 S in the dimensional bullseye for a compact four-door.

The CLA A 45 S driver is presented with the same sleek 'MBUX' widescreen display found in the Mercedes-Benz A-Class, and storage runs to two cupholders in the centre console, a lidded bin/armrest between the seats (including twin USB ports), decent door pockets with room for bottles and a medium-size glove box.

In a swap to the rear, sitting behind the driver's seat set to my (183cm) position, I enjoyed adequate knee and foot room, although headroom isn't as generous.

A centre fold-down armrest incorporates two cupholders, again there are generous pockets in the doors with room for bottles, and adjustable ventilation outlets are set into the back of the front centre console is a welcome inclusion. No map pockets on the racy, hard shell sports front seats, though.

There are three belted positions across the rear, but the adults using them for anything other than short journeys will have to be good friends and flexible. Best for two grown-ups, and three kids will be fine.

Boot volume is a healthy 460 litres (VDA), expanding further with the 40/20/40 split-folding rear seat down. There are tie-down hooks, a 12-volt outlet and elasticised storage pockets either side of the load space to further enhance useability. But beware, the Merc-AMG CLA 45 S is a no-tow zone.

The new CLA 45 is launching in the premium S variant only (a 'base' non-S version is offered in other markets). The outgoing model was tagged at $93,800, before on-road costs, prior to its discontinuation in January this year, and Mercedes-Benz Australia has hinted strongly that a price increase is likely. So, expect a list price in the mid-$90k range.

We'll cover active and passive safety tech in the safety section, and although final Australian specification is yet to be confirmed you can expect the stand ard features list to include the 19-inch alloys, 'Artico' faux leather and 'Dinamica' microfibre trim upholstery, the 'MBUX' widescreen cockpit display (two 10.25-inch digital screens) and 'MercedesMe' voice recognition, heated and electrically-adjustable sports front seats, auto adaptive LED headlights, LED tail-lights and DRLs, keyless entry and start, auto-dimming rear-view mirror, dual-zone climate-control, sat-nav, multi-function sports steering wheel, active cruise control, rain-sensing wipers, Active Parking Assist' (with ultrasonic proximity sensors front and rear), rear privacy glass, plus premium audio with digital radio, as well as Apple CarPlay and Android Auto.

There are two grades in the Audi R8 range – the entry-point R8 V10 RWD which has rear-wheel drive (RWD), and the R8 V10 Performance Quattro which has all-wheel drive (AWD).

Both obviously have V10 engines, it's a naturally aspirated 5.2-litre petrol unit (so no turbos here), but the RWD makes less power and torque at 397kW and 540Nm, while the Performance produces 449kW and 560Nm.

The V10 is mounted behind the driver's seat but ahead of the rear axle making it mid-engined car. The engine even has its own window and you can see it in there with its face pressed up against the glass.

There are two body styles as well – the Coupe and Spyder (convertible, roadster, just another word for a retractable soft roof). We'll get to the prices in the next section, but let's talk about the more interesting numbers such as top speeds.

The V10 RWD in coupe form can reach 324km/h and the Spyder can hit 322km/h while the V10 Performance Coupe and Spyder are both a smidge quicker at 330km/h.

Those are all go-straight-to-jail speeds in Australia, so if you're tempted to fact check my numbers then do it on a racetrack. Audi holds excellent track days – I've done them and you'll not only get to drive the R8 as fast as you can, the instructors will help you improve your advanced driving skills, too. Do it, it could save your life.

Acceleration from 0-100km/h is rapid – 3.7 seconds and 3.8 seconds for the V10 RWD Coupe and Spyder respectively, while the V10 Performance Coupe and Spyder can nail it in 3.2 seconds and 3.3 seconds.

The V10 engine has a cylinder-on-demand feature which can shut down five of the cylinders while cruising on a motorway, say at 110km/h. It's a fuel-saving system, but keep in mind this V10 loves petrol and lots of it – I've hidden that all the way down the bottom of this review.

Shifting gears in all R8s is a seven-speed dual-clutch automatic transmission.

The A 45 S's all-new 2.0-litre (M139) engine is claimed to be the most powerful series production turbo four ever made, pumping out 310kW at 6750rpm and a monumental 500Nm, peaking between 5000-5250rpm. . That's up from an already impressive 280kW/470Nm on the out-going model.

It's an all-alloy, closed deck design fed by a combined direct and port fuel-injection system, with a single, twin-scroll turbo featuring low-friction roller bearings for quick spool up.

It's transversely mounted, but compared to the previous model has been spun 1 80-degrees on its vertical axis so the turbo's near the firewall and the intake system sits at the front to simplify and shorten ducting on the intake and exhaust sides.

The cylinder linings are treated with Merc's patented 'Nanoslide' coating, which delivers an ultra-hard, mirror-like surface for less friction and greater durability. And 'Camtronic' variable valve control sits on the exhaust side.

Drive goes to all four wheels via an eight-speed 'AMG Speedshift DCT 8G' dual-clutch auto, with manual shift paddles attached to the steering wheel.

That's like asking how many calories are in this pavlova that I'm about to push into my mouth? Seriously if you're asking then you shouldn't be eating it – or driving the R8.

But just for the record, according to Audi the RWD R8 uses 12.0L/100km in Coupe form and 12.2L/100km in Spyder guise after a combination of urban and open roads, while the AWD R8 of course will use more at 13.4L/100km for both Coupe and Spyder.

Claimed fuel economy to the combined cycle NEDC (New European Driving Cycle) standard is 8.1L/100km, the engine emitting 186g/km of CO2 in the process. Figures for the Australian (ADR 81/02) standard will be issued at the time of the car's local launch in early 2020.

Stop-start is standard, minimum fuel requirement is 98 RON premium unleaded, and you'll need 51 litres of it to fill the tank.

Our combination of furious hot-lapping on the circuit and relatively enthusiastic open road driving on the launch program means we'll wait until we test the car on home soil to log a real world average.

A race circuit is the best place to test the performance of an Audi R8. I've been lucky enough to have done this in the past, but for this update of the R8 the Australian launch was held on public roads and included a convoy of RS models such as the RS 6 Avant, RS 7, RS Q3 and TT RS.

Even then I think I was 'stitched up' because I began the day in the R8 V10 Performance Coupe but spent almost the entirety of my allocated time in roadworks at 40km/h before swapping to an RS Q3.

So, while I can't honesty comment about the dynamics on this updated R8 V10 Performance Coupe I can tell you that having driven every iteration of the R8 since 2012 that it's a weapon, with helicopter-like visibility out of that large front window.

If, like me, you think turbos are 'cheating' (superchargers are fine), then you'll love the linear power delivery of the R8's naturally aspirated V10, and while I love front-engined sportscars, nothing beats a mid-engined car for the feeling of balance and lightness in the nose while having the sound of thousands of explosions going off just behind your back.

Having AWD is not just great for acceleration and perfect traction from Audi's quattro system, I think it's a good safety feature in a supercar, and while only your judgements can stop things going pear shaped, the system will be there to help on slippery roads.

The following day was different. I was in the R8 V10 RWD, the country roads were superb and while it wasn't a racetrack it was enough to get a hint of the capabilities of the RWD R8.

While the R8 V10 RWD feels the same to sit in with the same great view, it feels different to drive than its faster sibling, in a good way. First there's the noticeable power difference – more than 50kW and 20Nm less – but also the lack of AWD makes the front end feel more pointable, and the car feel more like a traditional sportscar that pushes from behind rather than pulling from the front. Less power, but more fun.

The RS cars in our test convoy were all awesome machines, but stepping out of even the RS6 Avant and slipping down into the R8 cockpit was like getting into a UFO – it's so far ahead dynamically of any other Audi that all I could do was laugh like an idiot. Corners which were making an RS 7 really struggle, were handled effortlessly by the R8. And in a straight line it's a bullet in a barrel.

The Performance has the better brakes: 380mm ceramic discs with six piston calipers up front and 356mm discs with four piston calipers at the rear. The RWD has steel discs – 365mm with eight piston calipers up front and 356mm discs with four piston calipers in the rear.

Keep in mind if you are planning on track days, you'll find the ceramic discs costly to replace, and beside the stopping power of the steel ones is excellent.

And yet, on pot holed course bitumen the ride is a lot more comfortable than you might think and having driven the Performance in traffic it's a much nicer place to sit than the claustrophobic cabin of a McLaren 570S. You could honestly use the R8 daily.

Mercedes-AMG invited us to the Jarama race circuit just outside Madrid in Central Spain, and the twisting B-roads nearby, to sample its latest pride and joy.

In the AMG tradition the engine is assembled by hand, by one technician. And hats off to the spanner twirlers, they do a great job. It's a spectacular unit. Torque delivery is shaped to mimic a naturally aspirated engine, with the maximum figure arriving between 5000-5250rpm.

But that's not to say it's hollow in the mid-range. Around 90 per cent of that peak number is available from below 3000rpm and low-end throttle response is brilliantly crisp and linear, helped in no small part by roller bearings on the turbo for a quicker spool up.

Merc-AMG claims 4.0 seconds for the sprint from 0-100km/h, which is supercar fast and with drive going to all four wheels entertainment is the name of the game.

The eight-speed dual-clutch auto is positive and sharp, especially in manual mode where shifts flick through in much less than the blink of an eye.

And as the A 45 S beefs up the A-Class on the outside, it's the same underneath the skin with body reinforcement including an alloy sheering plate under the engine, a front strut tower brace, extra reinforcement between side members and A-pillars, and diagonal struts on the front and rear of the underbody.

So, the strut front, four-link rear suspension has an extra stiff platform to hang from, and the three-mode 'Ride Control' active damping can transform the ride from soft and compliant to tightly buttoned down.

The speed-sensitive, electromechanical steering is specifically tuned for this car, and it points accurately with good road feel and pleasantly firm weight in Sport and Sport+ modes.

Rubber is Michelin Pilot Sport 4 S, and it grips hard. On the fast and technical Jarama circuit they performed flawlessly, helping the A 45 S transform its prodigious power into maximum forward velocity without fuss.

The icing on the dynamic cake is 'AMG Dynamic Select' with six modes from 'Comfort' to 'Race' adjusting the engine, transmission, steering, suspension, and exhaust.

On top of that 'AMG Dynamics' uses the ESP and torque vectoring (by braking) to vary the level of stability and slip through four levels from 'Basic' up to 'Master'.

We played with all the toys including 'Race Start' and a 'Drift Mode' made possible by a new rear axle featuring two multi-disc clutches - one for each rear wheel.

Torque is split variably between front and rear axles with a default setting of 50/50 rising to around 70 per cent to the rear when pushing hard. Drive is also continuously managed across the rear axle, and like a swan gliding across the lake all the action happens seamlessly out of sight, turning you into a track hero in the process.

The first-gen A45's exhaust was a mass of pops, bangs and crackles, while this car's more rasping and rorty exhaust note is controlled by a flap in the system adjusted by engine speed and load. It's also amplified by the 'AMG Real Performance Sound' system, which puts some actual engine and exhaust noise (nothing is synthesised) through the speakers.

Open road ride comfort in the softest setting is surprisingly good, with rough surfaces unsettling the car only slightly despite the big 19s and high-performance rubber. Body control is S and S+ settings is spot-on, the car feeling planted, predictable and ultra-responsive on tight, twisting backroads.

Braking power is professional grade with six-piston calipers at the front and single piston rear, on vented and perforated rotors all around. Even following session after session on the track there wasn't a hint of fade.

Although final Australian spec is yet to be finalised, you can expect a host of active safety tech including ABS, BA, EBD, stability and traction controls, a reversing camera (with dynamic guidelines), 'Active Brake Assist' (Merc-speak fo AEB), 'Adaptive Brake', 'Attention Assist', 'Blind Spot Assist', 'Cross-wind Assist', 'Lane Keep Assist', a tyre pressure warning system, the 'Pre-Safe' accident anticipatory system, 'Traffic Sign Assist' and 'Adaptive Highbeam Assist'.

If all that fails to prevent an impact you'll be protected by nine airbags (front, pelvis and window for driver and front passenger, side airbags for rear seat occupants and a driver's knee bag), and the 'Active Bonnet' automatically tilts to minimise pedestrian injuries. A first-aid kit and hi-vis vests in the boot are thoughtful additions.

The A-Class was awarded a maximum five ANCAP stars in 2018, and for smaller occupants there are three child restraint/baby capsule top tether points across the back seat, with isofix anchors on the two outer positions.

The R8 is covered by Audi's three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage.

Service intervals are every 12 months or 15,000km but unlike other Audi models there isn't a three-year or five-year plan available.

The Mercedes-AMG range is covered by a three year/unlimited km warranty, which, like Audi and BMW lags behind the mainstream market where the majority of players are now at five years/unlimited km, with some at seven years.

On the upside, Mercedes-Benz Road Care assistance is included in the deal for three years.

Service is likely to be scheduled (as per the out-going CLA 45) for 12 months/20,000km (whichever comes first) with pricing available on an 'Up-front' or 'Pay-as-you-go' basis.

For the first-gen CLA 45 pre-payment delivers a $500 saving with the first three services set at a total of $2950, compared to $3650 PAYG. Fourth and fifth services are also available for pre-purchase.