Displaying items by tag: Audi A3

Friday, 14 January 2022 09:30

2022 Audi A3, S3 Review: Fast and Flawed

 
 

The verdict: Redesigned for 2022, the Audi A3 and S3 sedans offer balanced handling and myriad standard features, but hesitant transmissions and inconsistent quality let them down.

Versus the competition: With consumers overwhelmingly preferring SUVs these days, any small luxury sedan starting around $35,000 better be one hell of a car to justify its existence. The A3 and S3 have their moments, but drawbacks we experienced behind the wheel and elsewhere keep both cars short of the mark.

With front- or all-wheel drive, the A3 runs from the mid-$30,000s to around $50,000. The S3 packs considerably more performance and standard AWD; it’ll set you back another $11,000 or so at either end of the trim lineup. Around Cars.com’s Chicago headquarters, we drove an A3 with AWD and Audi’s optional sport suspension; we also drove the A3 and S3 back-to-back at a drive event in October in southeast Michigan. See our initial take after that drive, stack up the new A3 and S3 side by side, or compare them with their prior-generation 2020 counterparts (both cars skipped the 2021 model year).

Related: 2022 Audi A3, S3 Quick Spin: Transmission Travails

Audi has also redesigned the related RS 3, which offers even more performance, but it had not yet debuted as of this writing.

Whether it’s the weak initial grunt of the BMW 2 Series Gran Coupe or the modest overall power of the Mercedes-Benz A220, the base powertrains in many entry-luxury sedans have been underwhelming. So it goes for Audi: From a stop, the A3’s turbo four-cylinder (201 horsepower and 221 pounds-feet of torque) delivers swift accelerator response and robust, usable oomph early on. But once you reach cruising speed, that oomph is hard to access.

The culprit seems to be the A3’s transmission, a dual-clutch seven-speed automatic, which upshifts early and often. When you try to accelerate when already in motion, though, it needs a cigarette break before obliging. By my stopwatch, the A3 consistently needed a full two seconds to downshift into a lower gear and surge ahead during a standard 50 mph kickdown maneuver — despite plenty of engine windup that suggested something was coming. That’s a third longer than most cars I run through that test require and twice as long as the most responsive examples. 

Transmission kickdown at lower speeds seemed similarly delayed in the A3, though I didn’t time it. It wasn’t just me, either; multiple Cars.com editors have criticized the A3’s transmission. The sedan’s Dynamic setting — which is the sportiest of several selectable drive modes — holds lower gears longer than the default mode, which lessens the need to kick down as often. But when the drivetrain eventually does settle into a higher gear, requesting a lower one can take just as long.

The S3 (306 hp and 295 pounds-feet of torque) betters kickdown lag to a more average delay. The car is expectedly quick, especially as rpm builds. Power becomes explosive past 5,000 rpm or so — enough to lend the car a peaky, rev-happy character with some novel turbo lag. It’s rather different from the A3’s low-rpm around-town versatility. A little more displacement might even out some of the top-heavy approach: Like the A3, the S3’s turbo four-cylinder displaces 2.0 liters, though the A3’s engine has a higher compression ratio thanks to Audi’s novel B-cycle. 

The S3 recommends premium fuel, while the A3 runs fine on regular — with better EPA gas mileage.

Both Audis we tested were outfitted with their more aggressive suspension and wheel options: 18-inch wheels and an optional sport-tuned suspension on the A3, and 19s and an S sport suspension with adaptive shock absorbers on the S3. Ride quality in the A3 is firm but livable, with some harsh impacts at highway speeds but good overall body control. The S3 rides firmer still, particularly at highway speeds, where frost heaves and other bumps can prove disruptive even in the suspension’s comfort-oriented setting; at lower speeds, it’s more similar to the A3’s sport suspension — on the workable side of firm.

It’s worth noting that tiny luxury sedans aren’t exactly a comfortable-riding group, so Audi isn’t an outlier here. The standard setup on either car (17-inch wheels on the A3, 18s with passive shocks on the S3) has the potential to soften things up, but we didn’t test an A3 or S3 thus equipped.

In both cars, Audi’s AWD earns its keep when it comes to dynamics, not just all-weather traction. It sends enough power rearward during mid-corner acceleration to fend off understeer, making for gratifying, neutral balance. Roadholding was good in both cars (the tires were Pirelli PZero all-seasons on the A3, Bridgestone Potenza high-performance summers on the S3), with minimal body roll during turn-in. Steering feedback is good across the board, with the S3’s quicker ratio delivering a welcome dose of extra sharpness.

 
 

The A3’s interior has physical buttons in most areas, save a pod of touch-sensitive stereo controls — including the dreaded volume slider — on the center console. Still, I’ll take this over the multiple-touchscreen overkill situation you’ll find in many pricier Audis. A single dashboard touchscreen in the A3 and S3 measures a diagonal 10.1 inches, though its widescreen ratio makes the displayed area smaller than that spec suggests. Wireless Apple CarPlay and Android Auto integration are standard, as is a 10.25-inch digital gauge display. A larger (12.3-inch) unit is optional.

Passenger space is in short supply. The front seats afford good sliding range but narrow berths, clapping their occupants’ knees against the doors and console. Backseat legroom is acceptable for what these cars are, but the low bench means adult passengers’ knees will be uncomfortably elevated — and there’s no payoff in headroom. In our evaluation of car-seat accommodations, the A3 had easy-access Latch anchors, but fitting our rear-facing infant and convertible seats required moving the front passenger seat so far forward, most adults couldn’t comfortably sit there.

Our independent accounting of cargo volume turned up just 12.82 cubic feet of space in the A3. That’s less than the Cadillac CT4 (13.68 cubic feet), not to mention most non-luxury compact sedans (compare Cars.com cargo specs for the A3 against other cars of various sizes and body styles). Any way you slice it, the A3 is snug.

Of course, that’s to be expected of an entry-level luxury sedan, but Audi’s inconsistent interior quality is less excusable. Uncharacteristic of a brand known for handsome interior finishes, the A3 and S3 sport big ribbons of low-rent, grainy plastic near the door handles and gear selector, and once you get to the rear doors, you’ll find a degree of cost-cutting that smacks of a $20,000 compact car. Even the supposed soft-touch areas up front are just barely that; it’s a check-the-box mindset that smacks of bean counters. Granted, price constraints for entry-level luxury cars have always forced tough decisions about what areas to invest in, but the skimping is obvious in the A3 and S3.

 

Should You Buy the A3 or S3?

The A3 starts at $34,945 (all prices include destination) with FWD, which is in the ballpark with other entry-luxury models. It’s well equipped at that, with standard heated leather seats and eight-way power adjustments, tri-zone climate control, a moonroof, lane departure warning with steering assist, and forward collision warning with automatic emergency braking. AWD is standard on the S3 ($45,945) and another $2,000 on the A3. Options include adaptive cruise control, hands-on lane centering, a Nappa leather upgrade, custom paint and the upsized virtual gauges. Loaded with factory options, the A3 tops out near $50,000, while the S3 can reach over $60,000.

Nicer interiors, more space and better drivetrains exist for similar money as the A3 — though not necessarily all in the same car, at least among luxury brands. (You can find that by stepping down to mass-market brands, which is a longstanding reality for lower-end luxury cars, but that’s a conversation for another day.) Somewhere in all this is an equation that works for a certain A3 shopper, and if you’ve read this entire review up to now, there’s a good chance you want in on that. Still, it’s dubious justification at best for a car with obvious flaws.

The S3 is a different beast. It’s just as cramped and penny-pinched as the A3, but it combines buckets of extra power with a less objectionable transmission, addressing what could be a deal-breaking flaw of the A3. If there’s a palatable car in the A3/S3, it’s on the backside of the alphabet.

https://www.cars.com/articles/2022-audi-a3-s3-review-fast-and-flawed-445335/

Published in Audi
Tagged under
Friday, 12 February 2021 06:58

New Audi A3 40 TFSI e 2021 review

Is the Audi A3 40 TFSI e plug-in hybrid the best variant of the premium hatch?

This Audi A3 PHEV should appeal to company-car choosers, but everyone else may be put off by the higher list price and still-modest electric-only range. It’s beautifully finished inside and has lots of appealing tech, but its performance is compromised – in S line trim at least – by a stiff ride that means that cars with the same powertrain from sister brands are not only cheaper and more spacious, but also more comfortable.

There was a time, not too long ago, when the key model in any Audi line-up was the leanest diesel – the variant that could help user-choosers save the most on their company car tax bill while still allowing them to sit behind the wheel of a premium product on a daily basis.

Now, though, the plug-in hybrid grabs the benefit-in-kind tax headlines, so this car, the A3 40 TFSI e, is a crucial weapon in Audi’s arsenal as it tries to poach sales from the Mercedes A-Class and BMW 1 Series.

The A3 PHEV uses well known VW Group technology – which is to say that, on paper at least, there’s not an awful lot to separate the 40 TFSI e from the SEAT Leon E-Hybrid and the Skoda Octavia iV.

At its heart is a 1.4-litre turbocharged four-cylinder petrol engine producing 148bhp, and an electric motor contributes a further 107bhp. There’s no quattro four-wheel drive here, just a regular front-drive layout, and the transmission is not VW’s latest seven-speed dual-clutch automatic, but rather a six-speed DSG. A manual ’box isn’t offered.

Audi says you should be able to replenish the car’s 13kWh battery completely with a wallbox in around four hours. Overnight fill-ups shouldn’t be an issue.

The total system power is rated at 201bhp and 350Nm of torque – enough for 0-62mph in 7.6 seconds. Perhaps just as important is the electric-only range – 40 miles, or 37 if you spec S line trim and 18-inch wheels, as on our test car here – and the fact that the plug-in A3 can reach 37mph in 5.2 seconds on electricity alone.

In S line trim, the plug-in A3 sits in the 11 per cent tax band, although that will rise to 12 per cent for the next tax year. However, if you settle for a 40 TFSI e in Sport trim, then the electric-only mileage will rise to the point where the bands will be seven and eight per cent respectively.

Although it was freezing cold and wet for our drive – conditions that usually restrict a plug-in’s range – our experience indicates the car should be able to get within 20 per cent of that predicted electric-only range. It pulls away in EV mode by default, in fact, and you’ll soon find yourself trickling it along 30mph routes, enjoying the relative silence.

We say ‘relative’ because the chunky alloys and sports suspension mean there’s a fair bit of noise from the road surface, and they relay a bit too much of what’s going on down there. Audi has made great strides in giving its S line editions a more tolerant ride, but while the A3 isn’t unbearable, it’s too easily unsettled by what’s beneath it. This, in turn, undoes what would be decent body control in corners, because you’ll find yourself skipping laterally across any imperfections. It just doesn’t feel like the best take on the VW Group’s ubiquitous MQB platform for the UK’s awful roads.

It’s a pity, really, because once you’ve gone beyond pootling around town, the hybrid powertrain is both surprisingly potent and extremely smooth.

The electric motor’s ability to feed torque when the engine is still getting up to speed makes for some prodigious mid-range punch. And as for the transition between electric and combustion power, you’ll need to keep an eye on the crisp and responsive digital dash to be sure that it’s happening at all. It’s supremely refined when cruising, and very smooth when worked hard.

Inside, the A3’s cabin remains a very pleasant place, with the excellent Virtual Cockpit about the only flat element in a sharply creased dashboard, and none of its VW Golf sister’s ludicrous touch-sensitive sliders for key controls; here you get regular buttons for heating and ventilation. The quality feels nailed on, and a proper match for the car’s chief rival, the A-Class.

Space takes a hit in the move to plug-in power, though. Passengers are as well catered for here as in regular A3s, but they’ll have to pack a bit more carefully, because the boot capacity drops from 380 litres to 280 litres. That’s basically supermini numbers, so if you want a VW Group PHEV that can cope with a proper load of family clutter, and are prepared to put badge loyalties to one side, the Octavia iV (450 litres) would be better.

Source: autoexpress.co.uk

Published in Audi
Wednesday, 30 December 2020 07:15

Audi A3 Sportback hatchback review

"The striking Audi A3 Sportback now has the technology it needs to compete with rivals"

Since its arrival in 1997, the Audi A3 has set the template for affordable upmarket cars, selling to more than 600,000 customers in the UK alone. It goes up against a host of strong rivals, most notably the BMW 1 Series and Mercedes A-Class, while the Volkswagen Golf is a slightly more affordable alternative.

For its fourth outing, the notoriously conservative A3 has a bolder, more exciting exterior design that changes quite markedly depending on which trim level you choose. The entry-level Technik is relatively sedate, while the S line trim adds a sporty body kit and sharp LED exterior and interior lighting. There isn’t a three-door model anymore, so the five-door Sportback is offered initially and will be joined by a four-door saloon. It's also likely we'll see a coupe-like version of the A3 to rival the Mercedes CLA, and possibly even a crossover model in due course. There's a powerful S3 model in the works and an even faster Audi RS3 is due in 2021.

Best luxury small cars
The interior is similarly radical, with analogue dials replaced by a standard Virtual Cockpit instrument display and every A3 coming with a 10.1-inch infotainment screen. Rather than sitting atop the dash, this is now integrated into the centre console, and the driver has a more cocoon like seating position than before. Quality is excellent, even in versions using upholstery manufactured from recycled plastic bottles, and technology feels two generations ahead of the outgoing model.

A small increase in width and length means passengers should find there's a little more room to stretch out, but boot space is exactly the same at 380 litres, matching most competitors.

Engines are familiar but updated, and buyers can choose between regular petrol and diesel combustion engines with mild-hybrid technology for slightly lower running costs, or a plug-in hybrid ‘40 TFSI e’ model. We expect the 1.5-litre petrol with 148bhp in the A3 35 TFSI to be a strong seller, offering 0-62mph in under nine seconds and fuel economy of over 45mpg. We even managed to better this figure over several hundred miles of driving. High-mileage drivers should also consider the A3 35 TDI, which has lower tailpipe emissions than older versions and manages up to 61.4mpg, while also feeling punchier than the petrol.

Handling is assured and secure, even in the front-wheel-drive versions we've tried so far. Quattro four-wheel drive will also be available, but our prediction is that it will be unnecessary for most drivers until much more powerful versions arrive.

Audi A3 Sportback hatchback - MPG, running costs & CO2

Efficient petrol and diesel engines, mild hybrid tech and a plug-in hybrid offer plenty of choice

Audi is broadening the choices offered to A3 owners, so while petrol and diesel engines are available, these options are bolstered by mild-hybrid technology and the arrival of a fully fledged plug-in hybrid A3 40 TFSI e. The latter uses a petrol engine, electric motor and battery to provide an electric range of around 41 miles, slashing fuel use and CO2 emissions.

Audi A3 MPG & CO2
Sticking with petrol first, the 148bhp 1.5-litre '35 TFSI' petrol engine has the option of mild-hybrid technology, incrementally increasing fuel-efficiency and cutting CO2 emissions. This will arrive shortly after launch, but until then the standard engine is hardly a gas guzzler, managing up to 48.7mpg with a manual gearbox. With emissions from 132g/km, it's also affordable for company-car drivers thanks to a reasonable BiK band.

During hundreds of miles of mixed driving, we found the 1.5-litre petrol even more economical than advertised, managing exactly 50mpg. This is impressive for a petrol family car, and helps make the A3 a great all-rounder.

The smaller 1.0-litre petrol engine is badged as ‘30 TFSI’ and is capable of up to 51.4mpg when the car has 16-inch alloy wheels fitted. Its emissions figure of 124g/km places it in a relatively high BiK band.

Topping the economy charts is the 40 TFSI e plug-in hybrid, which is officially capable of around 41 miles of pure-electric running and economy of up to 282.5mpg. Emissions of 25-30g/km give the A3 PHEV a low BiK banding, meaning it’s the model that will appeal most to company-car drivers. The 13kWh battery can be charged in around four hours using a home wallbox.

Choose the 35 TDI diesel, perhaps if you have a high annual mileage, and you can expect up to 61.4mpg. BiK payments will be higher, with CO2 emissions from 120g/km, depending on which trim level and alloy wheels are selected. A 30 TDI with 114bhp is also available with even better efficiency figures, returning up to 64.2mpg with emissions starting from 115g/km.

Insurance groups
Choose a 1.0-litre Audi A3 30 TFSI Technik and insurance groups start from 17, while a more powerful A3 35 TFSI Edition 1 is in group 26 out of 50. That's the same rating as the diesel A 35 TDI in S Line trim.

Warranty
Audi provides a three-year/60,000-mile warranty, which is fairly average for the class and can be extended for an extra cost. Increasing it to four years and 75,000 miles costs £300, while a five-year/90,000-mile warranty is just over £600 extra, despite a five-year/100,000-mile warranty coming as standard with a Hyundai i30 or Toyota Corolla.

Servicing
Audi typically offers customers two servicing plans: one for low-mileage drivers who are likely to take more short trips, and another for motorists who have a higher mileage and tend to take longer motorway trips. The first sees maintenance take place annually, while the latter uses sensors to measure wear and suggest a service - although these will never be more than two years apart.

Audi A3 Sportback hatchback - Engines, drive & performance

Regular versions of the A3 are smooth and controlled but not especially engaging

The Audi A3 has always been a smooth, assured car to drive, without necessarily offering the enjoyment of rivals like the BMW 1 Series. Based on an upgrade of the existing MQB platform, there's little about the latest A3 that tears up the rulebook here, and the A3 has similarly mature and slick manners as before.

Even the front-wheel-drive versions have plenty of grip, with an unflappable feel aided by multi-link rear suspension - a more expensive design than the torsion beam setup found in some cheaper cars, fitted in versions with 148bhp or more. Optional Progressive Steering needs smaller inputs at lower speeds and can be altered in different driving modes. It's a bit light and lacking in feel but switching into 'Dynamic' mode adds some weight. Buyers can also choose adaptive suspension, which works better than before, providing decent ride comfort. The standard suspension setup is also improved, so while adaptive suspension is a tempting feature, it isn't essential.

Audi A3 petrol engines
The entry-level petrol is a 1.0-litre three-cylinder turbo badged 30 TFSI with 109bhp. Despite its low output, it's eager to rev and gets the A3 from 0-62mph in 10.6 seconds. A surprising top speed of 127mph also means it shouldn't feel strained at the national speed limit. Just a six-speed manual gearbox is available, so the 30 TFSI is off the table if you want an automatic.

With 148bhp, the 1.5-litre engine in the A3 35 TFSI can get from 0-62mph in 8.4 seconds with a seven-speed S tronic automatic gearbox. That should be plenty fast enough for most families, and its 139mph top speed will make motorway cruising at 70mph nicely relaxed too.

It doesn't feel quite as nippy as you may expect but there's enough performance available to make it an acceptable all-rounder and our pick of the range. The six-speed manual gearbox has a light throw but can feel a bit jerky at low speeds. Luckily a high proportion of buyers are expected to opt for the automatic.

Hybrid engines
The 40 TFSI e plug-in hybrid combines a 1.4-litre petrol engine, a 13kWh battery and an electric motor to produce 201bhp. Power is sent to the front wheels via a six-speed automatic gearbox. Performance is brisk, with the plug-in A3 managing 0-62mph in 7.6 seconds and a top speed of 141mph.

Diesel engines
At launch there was just one 2.0-litre four-cylinder diesel engine badged 35 TDI, which is quieter than in the previous A3. It comes with front-wheel drive and the same automatic gearbox as the petrol at first, with four-wheel drive quattro also on the way for added traction. Power is identical at 148bhp, but extra torque makes the diesel feel punchier than the 35 TFSI in traffic and for overtaking.

This has now been joined by a 30 TDI version, which uses a 114bhp version of the same engine. Designed primarily with economy in mind, it still gets from 0-62mph in a reasonable 10.1 seconds. Like the entry-level petrol, it's also available with just one six-speed manual gearbox.

Audi A3 Sportback hatchback - Interior & comfort

The fourth-generation Audi A3 is more like a computer on wheels than before

Along with its premium badge, the A3's main selling point has always been its upmarket interior. In fact, along with the BMW 1 Series, the A3 was one of the first cars to offer an executive class ownership experience in a smaller package; a trick countless hatchbacks and crossovers now try to pull off.

For its fourth outing, Audi has focused on technology, with a big step-up in processing power for its infotainment system to keep occupants connected, provide real-time navigation updates and media, while also improving safety.

Audi A3 dashboard
There's a different feel to the driver's seat in the latest A3 because an angled dashboard, wide centre console and even the air vents on either side of the instruments, all lend it a focused, cockpit-like atmosphere. Soft-touch materials have been replaced with swathes of aluminium-style trim.

It goes without saying that it's far more modern than its dated predecessor, but retains that car's narrow, wing-like dashboard structure and minimal approach. The infotainment screen no longer sprouts from the dashboard, instead sitting adjacent to your hand on the steering wheel, while Audi's Virtual Cockpit digital instruments are also standard. Unlike the latest Volkswagen Golf with its touch-sensitive slider, many will be glad its climate controls are still physical buttons.

An automatic gearbox with a small toggle-like gear selector means designers have been able to get more creative with their design, making space for a wireless charging smartphone pad below the centre console. There's also a small iPod-style controller for the stereo system but its functions are limited to changing the volume and skipping media tracks.

Equipment
No less than five trim levels will be offered, called Technik, Sport, S line, Edition 1 and Vorsprung, with Technik and S line likely to be most popular. Technik is similar to the SE trim Audi has used previously, with 16-inch alloy wheels and cloth seats, but standard features like a 10.1-inch touchscreen with sat nav, a 10.25-inch Virtual Cockpit and LED headlights mean it's still well equipped.

Sport brings an aesthetic upgrade with larger wheels and a part-leather interior, along with a choice of driving modes, dual-zone climate control and folding door mirrors. S line alters the A3's looks again with 18-inch wheels, LED rear lights with sweeping indicators, privacy glass, sports seats and ambient interior lighting. It's a desirable makeover, that seems to strike a chord with UK buyers.

Edition 1 and Vorsprung both aim to give the A3 an even more premium feel, adding technology such as Matrix LED headlights, a Bang & Olufsen stereo, Virtual Cockpit Plus and even larger wheels.

Options
Audi has long been prolific when it comes to options, even making it possible to personalise and upgrade its smallest A1 city car to feature almost every feature under the sun. That continues here, but some options like the Comfort and Sound Pack for Technik cars look sensible, adding parking sensors, heated front seats, a rear-view camera and Bang & Olufsen sound system for £1,200. It's also a good idea to include a space-saver spare wheel for £120, although charging £25 for a tool kit and jack is stingy.

Audi A3 Sportback hatchback - Practicality & boot space

A slight size increase brings small gains inside, while the boot is on par with rivals

Shifting trends mean Audi no longer sells a three-door A3, so the five-door Sportback is now the standard car, with a four-door saloon version set to follow later.

Audi A3 interior space & storage
The latest model is slightly longer and wider overall, and the benefit of this is slightly more headroom and legroom front and rear. There's plenty of room with four passengers but the middle seat isn't as comfortable, so is best reserved for short trips only.

Boot space
While passenger space is boosted slightly, boot space remains unchanged at 380 litres behind the rear seats, expanding to 1,200 litres when they're folded down. Technik trim level comes with 60:40 split and fold rear seats, but these are upgraded to a 40:20:40 design for Sport. This gives the benefit of a load-through for long items such as skis or snowboards, as well as a centre armrest with cup holders.

In the plug-in hybrid 40 TFSI e model, overall boot space is reduced to 280 litres due to the car’s battery; the boot floor is raised to accommodate it.

The A3 remains competitive in the class, with identical luggage space to the BMW 1 Series and Volkswagen Golf, while the 370-litre boot in the Mercedes A-Class is slightly smaller. The A3 also boasts a usefully wide boot opening and there’s no luggage lip to haul bags over.

Towing
A removable towbar with a 13-pin socket, that can swivel up behind the bumper when not in use, is available as an official accessory for around £800. The A3 Sportback can make a surprisingly good tow car, with even the 30 TFSI petrol rated to tow a 1,500kg braked trailer, climbing to 1,800kg for the diesel engines.

Source: carbuyer.co.uk

Published in Audi

The latest news from the world of the auto industry

"It's time for Europe to respond to the threats posed by Chinese car brands," said Renault Group CEO Luca de Meo, urging European Union countries to collaborate in addressing the i...