Blown_SC
11-26-2005, 03:25 PM
2006 Audi A3 Review
http://en.autos.sympatico.msn.ca/images/Vip/Malloy/malloy_header.GIF
Pros:
- Premium quality and features
- Responsive engine performance
- Advanced DSG transmission
- Excellent ride-handling balance
Cons:
- Relatively high price
- Soft brake feel
- Some ergonomic glitches
- Tight rear-seat room
Overall rating is 8.2
The new-to-North-America Audi A3 combines premium-level quality, features, and ambience with hatchback versatility, European performance, and attractive fuel economy, in a compact package.
The concept of a premium compact car has traditionally been something of an oxymoron in North America, where the bigger-is-better mentality remains well entrenched. The Audi A3 'sport wagon' is a direct challenge to that attitude, clearly demonstrating that the terms "premium" and "compact" are not mutually exclusive.
Unlike some earlier vehicles with the same goal, the A3 does not come across as a lesser variant of the real thing. While it slots below the A4 in both size and price, it is in all other respects pure Audi, sacrificing nothing of that brand's character or upscale ambience.
Given its premium price, however, it has tough competitors, such as the Saab 9-2x, the Volvo V50, and its own A4 Avant sibling. And given its specifications, one can't help compare it to the Mazda3 Sport GT, which is substantially lower in price.
Offered in a single model, the A3 has a base price of $32,850, but a broad range of package and stand-alone options can run the price tag upwards of $40,000.
Clean, Sculpted, and Clearly Compact
No one seeing the A3 for the first time could mistake it for anything but an Audi. Its clean lines and taut, sculpted form, combined with big wheels and tires and Audi's prominent grille are sure giveaways. So are its assertive stance and impeccable proportions. And as with the A4 Avant, its sloping 'sport back' shape enhances, rather than detracts from its look.
Here in Canada, at least, that hatchback/wagon versatility is likely to be perceived as a plus, though that won't necessarily be the case south of the border.
In size, the A3 is clearly compact. With an overall length of 4286 mm, it is almost 200 mm shorter than a Mazda3. Its 2578-mm wheelbase is longer than the Mazda's, but it is substantially shorter in both wheelbase and length than the 9-2x or the V50, as well as the A4 Avant. It is close in major dimensions to a Volkswagen Jetta, which is not surprising, as both cars are based on the fifth-generation VW Golf platform, sold in Europe since 2003.
Efficient Use of Space
Compact it may be, but the A3 makes efficient use of space. Its interior volume is within a few percent of its bigger rivals', and with its 60/40-split rear seats folded down it offers more usable space than some of those competitors. Even with the rear seats up, it has more cargo room than the trunk of the A4 sedan. The sloping hatch severely limits headroom for a dog back there, however.
That said, while there is ample room for even XLT adults in front, there isn't a lot of room behind them. If you are long of leg, consider the rear seats as child space, as is the case with most compact cars.
Interior up to Audi Standards - Almost
Audi has imparted a refined, upscale ambience throughout the A3, in spite of it being a relatively simple design. Interior fit and finish are impeccable, as is apparent material quality - except for the sun visors: Their Fifties-dinette-set vinyl covers would look cheap in a Yugo…
Otherwise, there is little to criticize in terms of appearance. The A3's bright-trimmed circular instruments are easy to read, its similarly-trimmed round air vents, easily adjusted, can also be shut completely, and most of the switchgear imparts a satisfying feel. I particularly liked the roller-type audio volume control on my test car's steering wheel. Not so the multi-button climate controls, however, which force the driver to take his or her eyes off the road to decipher and adjust.
Other gripes: the blurry, red-lit digital readouts and the awkward manual seat height and backrest adjustments on the passenger seat. All told, however, the A3's interior is a happier place to be in than most other cars'.
Premium Features Standard
In keeping with it premium stature, such features as power mirrors, locks, and auto-up-down windows, remote locking, dual-zone climate control, cruise control, tilting and telescoping steering wheel, and an AM/FM/CD audio system with 10 speakers are all standard. So is a full array of safety features, including front and side curtain airbags, ABS, and ESP (Electronic Stability Program).
Optional Sport and Premium packages include leather and aluminium trim, unique alloy wheels, multifunction steering wheel controls, and driving lamps. The Sport package adds sport seats and suspension; the Premium package a Homelink garage door opener, trip computer, auto-dimming rearview mirror, rain sensor, and power driver's seat. An optional Cold Weather package includes a ski sack in the cargo area, along with heated seats, mirrors and washer nozzles.
All-New Chassis and Powertrain
The A3's Golf-based chassis is all-new to Audi's sedan lineup, incorporating as it does a transverse engine layout, rather than the brand's usual longitudinal configuration. It also employs a simpler, strut-type strut front suspension, rather than the A4's multi-link arrangement, and a four-link independent setup in the rear. Brakes are discs all around, steering is rack-and-pinion with electric power assist, and tires are V-rated, P225/45R-17 all seasons on alloy wheels.
The A3's only available powerplant, until spring 2006, is an all-new, turbocharged, DOHC 2.0-litre four-cylinder engine with a cast-iron block, gasoline direct injection (FSI), and four valves per cylinder atop its aluminium head. Its output ratings are 200 hp at 5100 rpm and 207 lb-ft of torque, which plateaus from 1,800 to 5,000 rpm.
A six-speed manual transmission is standard but the optional transmission, in lieu of a conventional automatic, is one of Audi's six-speed Direct Shift Gearbox (DSG). Instead of a slip-inducing torque converter, this true sequential manual unit employs two computer-controlled clutches to effectively "preselect" the next gear before disengaging the current one. The results are crisp, quick manual shifts, automatically rev-matched on downshifts, using either the floor-shift lever or steering-wheel-mounted paddle - all without use of a clutch pedal. There is none. In automatic mode, it behaves just like a conventional automatic.
In 2006, Audi's new direct-injection 3.2-litre V6, with 250 hp and 237 lb-ft of torque, will also become available, and both the four and six will offer the option of quattro all-wheel-drive. Until then, the A3 is available only in front-wheel-drive form.
Behind the Wheel
The first thing to catch my attention behind the wheel of the A3 was the responsiveness of its engine. It is not explosive in its response, but it is right there, right now, giving you the impression that your right foot is directly connected to the speedometer needle.
It is no slouch in absolute terms either, the A3 clicking off 0-to-100 km/h acceleration runs in 7.1 seconds with DSG. In our usual performance tests, it also sprinted over the quarter mile in 15.26 seconds, topping out at 152.4 km/h at the timing beep (all weighted averages from electronic measures).
The new FSI turbo-four, with its dual balance shafts, is also one of the smoothest-running fours I've encountered. It is fuel-efficient, too. I consumed less than 9 litres/100 km in mixed driving that made no attempt to economize.
Just as impressive is the DSG. Shifting manually, it offers all the precision and satisfaction of a normal manual transmission, apart perhaps from the foot/ hand choreography. In auto mode - simply leave the shifter in Drive - it is indistinguishable from other automatics, except that it is both quick and smooth.
This thing makes conventional manual shift transmissions obsolete. You heard it here first.
In typical Audi fashion, the A3 feels light and lithe on the road, in spite of its considerable 1510-kg mass. And in spite of its electric steering assist, which is usually the kiss of death for steering feel. This one provides a consistently well-weighted feel without seeming to compromise feedback in any way. There is a fluidity to its response that makes the car a joy to drive, whichever the road.
Given the car's ample torque supply, its front-wheel-drivetrain necessitates care in balancing throttle application with available traction - an unfamiliar feeling in an Audi. Of course the ESP is there to rescue you if you push too hard.
Overall, the A3's ride-handling compromise suits me just fine. It is firm enough to control body motions without being harsh, absorbing bumps sufficiently to cushion their impact without totally isolating the occupants. It proves once again that you don't have to suffer a spine-jarring ride to achieve good handling.
Dynamically, the A3's weak-point is brake feel. The brakes stop the car effectively - if you push hard enough. But the pedal is very soft -the opposite of past German practice - so I found myself often overshooting my anticipated stopping point and having to push really hard at the end. Not smooth!
Our routine series of emergency braking stops from 100 km/h were completed within an average distance of 43.1 metres (141.6 ft).
My only other disappointment was highway-speed noise level - primarily from wind and tires. It wasn't horrendous, but more than I expected from a premium-priced car.
Conclusion
It is the price that may be the A3's Achilles heel. It is full value for every dollar in real terms. But so are several other vehicles in the same price range. And others that can provide all but the premium feel for a lot less.
Bottom line: the A3 is a car for aficionados; not for those who equate size with value.
http://en.autos.sympatico.msn.ca/images/Vip/Malloy/malloy_header.GIF
Pros:
- Premium quality and features
- Responsive engine performance
- Advanced DSG transmission
- Excellent ride-handling balance
Cons:
- Relatively high price
- Soft brake feel
- Some ergonomic glitches
- Tight rear-seat room
Overall rating is 8.2
The new-to-North-America Audi A3 combines premium-level quality, features, and ambience with hatchback versatility, European performance, and attractive fuel economy, in a compact package.
The concept of a premium compact car has traditionally been something of an oxymoron in North America, where the bigger-is-better mentality remains well entrenched. The Audi A3 'sport wagon' is a direct challenge to that attitude, clearly demonstrating that the terms "premium" and "compact" are not mutually exclusive.
Unlike some earlier vehicles with the same goal, the A3 does not come across as a lesser variant of the real thing. While it slots below the A4 in both size and price, it is in all other respects pure Audi, sacrificing nothing of that brand's character or upscale ambience.
Given its premium price, however, it has tough competitors, such as the Saab 9-2x, the Volvo V50, and its own A4 Avant sibling. And given its specifications, one can't help compare it to the Mazda3 Sport GT, which is substantially lower in price.
Offered in a single model, the A3 has a base price of $32,850, but a broad range of package and stand-alone options can run the price tag upwards of $40,000.
Clean, Sculpted, and Clearly Compact
No one seeing the A3 for the first time could mistake it for anything but an Audi. Its clean lines and taut, sculpted form, combined with big wheels and tires and Audi's prominent grille are sure giveaways. So are its assertive stance and impeccable proportions. And as with the A4 Avant, its sloping 'sport back' shape enhances, rather than detracts from its look.
Here in Canada, at least, that hatchback/wagon versatility is likely to be perceived as a plus, though that won't necessarily be the case south of the border.
In size, the A3 is clearly compact. With an overall length of 4286 mm, it is almost 200 mm shorter than a Mazda3. Its 2578-mm wheelbase is longer than the Mazda's, but it is substantially shorter in both wheelbase and length than the 9-2x or the V50, as well as the A4 Avant. It is close in major dimensions to a Volkswagen Jetta, which is not surprising, as both cars are based on the fifth-generation VW Golf platform, sold in Europe since 2003.
Efficient Use of Space
Compact it may be, but the A3 makes efficient use of space. Its interior volume is within a few percent of its bigger rivals', and with its 60/40-split rear seats folded down it offers more usable space than some of those competitors. Even with the rear seats up, it has more cargo room than the trunk of the A4 sedan. The sloping hatch severely limits headroom for a dog back there, however.
That said, while there is ample room for even XLT adults in front, there isn't a lot of room behind them. If you are long of leg, consider the rear seats as child space, as is the case with most compact cars.
Interior up to Audi Standards - Almost
Audi has imparted a refined, upscale ambience throughout the A3, in spite of it being a relatively simple design. Interior fit and finish are impeccable, as is apparent material quality - except for the sun visors: Their Fifties-dinette-set vinyl covers would look cheap in a Yugo…
Otherwise, there is little to criticize in terms of appearance. The A3's bright-trimmed circular instruments are easy to read, its similarly-trimmed round air vents, easily adjusted, can also be shut completely, and most of the switchgear imparts a satisfying feel. I particularly liked the roller-type audio volume control on my test car's steering wheel. Not so the multi-button climate controls, however, which force the driver to take his or her eyes off the road to decipher and adjust.
Other gripes: the blurry, red-lit digital readouts and the awkward manual seat height and backrest adjustments on the passenger seat. All told, however, the A3's interior is a happier place to be in than most other cars'.
Premium Features Standard
In keeping with it premium stature, such features as power mirrors, locks, and auto-up-down windows, remote locking, dual-zone climate control, cruise control, tilting and telescoping steering wheel, and an AM/FM/CD audio system with 10 speakers are all standard. So is a full array of safety features, including front and side curtain airbags, ABS, and ESP (Electronic Stability Program).
Optional Sport and Premium packages include leather and aluminium trim, unique alloy wheels, multifunction steering wheel controls, and driving lamps. The Sport package adds sport seats and suspension; the Premium package a Homelink garage door opener, trip computer, auto-dimming rearview mirror, rain sensor, and power driver's seat. An optional Cold Weather package includes a ski sack in the cargo area, along with heated seats, mirrors and washer nozzles.
All-New Chassis and Powertrain
The A3's Golf-based chassis is all-new to Audi's sedan lineup, incorporating as it does a transverse engine layout, rather than the brand's usual longitudinal configuration. It also employs a simpler, strut-type strut front suspension, rather than the A4's multi-link arrangement, and a four-link independent setup in the rear. Brakes are discs all around, steering is rack-and-pinion with electric power assist, and tires are V-rated, P225/45R-17 all seasons on alloy wheels.
The A3's only available powerplant, until spring 2006, is an all-new, turbocharged, DOHC 2.0-litre four-cylinder engine with a cast-iron block, gasoline direct injection (FSI), and four valves per cylinder atop its aluminium head. Its output ratings are 200 hp at 5100 rpm and 207 lb-ft of torque, which plateaus from 1,800 to 5,000 rpm.
A six-speed manual transmission is standard but the optional transmission, in lieu of a conventional automatic, is one of Audi's six-speed Direct Shift Gearbox (DSG). Instead of a slip-inducing torque converter, this true sequential manual unit employs two computer-controlled clutches to effectively "preselect" the next gear before disengaging the current one. The results are crisp, quick manual shifts, automatically rev-matched on downshifts, using either the floor-shift lever or steering-wheel-mounted paddle - all without use of a clutch pedal. There is none. In automatic mode, it behaves just like a conventional automatic.
In 2006, Audi's new direct-injection 3.2-litre V6, with 250 hp and 237 lb-ft of torque, will also become available, and both the four and six will offer the option of quattro all-wheel-drive. Until then, the A3 is available only in front-wheel-drive form.
Behind the Wheel
The first thing to catch my attention behind the wheel of the A3 was the responsiveness of its engine. It is not explosive in its response, but it is right there, right now, giving you the impression that your right foot is directly connected to the speedometer needle.
It is no slouch in absolute terms either, the A3 clicking off 0-to-100 km/h acceleration runs in 7.1 seconds with DSG. In our usual performance tests, it also sprinted over the quarter mile in 15.26 seconds, topping out at 152.4 km/h at the timing beep (all weighted averages from electronic measures).
The new FSI turbo-four, with its dual balance shafts, is also one of the smoothest-running fours I've encountered. It is fuel-efficient, too. I consumed less than 9 litres/100 km in mixed driving that made no attempt to economize.
Just as impressive is the DSG. Shifting manually, it offers all the precision and satisfaction of a normal manual transmission, apart perhaps from the foot/ hand choreography. In auto mode - simply leave the shifter in Drive - it is indistinguishable from other automatics, except that it is both quick and smooth.
This thing makes conventional manual shift transmissions obsolete. You heard it here first.
In typical Audi fashion, the A3 feels light and lithe on the road, in spite of its considerable 1510-kg mass. And in spite of its electric steering assist, which is usually the kiss of death for steering feel. This one provides a consistently well-weighted feel without seeming to compromise feedback in any way. There is a fluidity to its response that makes the car a joy to drive, whichever the road.
Given the car's ample torque supply, its front-wheel-drivetrain necessitates care in balancing throttle application with available traction - an unfamiliar feeling in an Audi. Of course the ESP is there to rescue you if you push too hard.
Overall, the A3's ride-handling compromise suits me just fine. It is firm enough to control body motions without being harsh, absorbing bumps sufficiently to cushion their impact without totally isolating the occupants. It proves once again that you don't have to suffer a spine-jarring ride to achieve good handling.
Dynamically, the A3's weak-point is brake feel. The brakes stop the car effectively - if you push hard enough. But the pedal is very soft -the opposite of past German practice - so I found myself often overshooting my anticipated stopping point and having to push really hard at the end. Not smooth!
Our routine series of emergency braking stops from 100 km/h were completed within an average distance of 43.1 metres (141.6 ft).
My only other disappointment was highway-speed noise level - primarily from wind and tires. It wasn't horrendous, but more than I expected from a premium-priced car.
Conclusion
It is the price that may be the A3's Achilles heel. It is full value for every dollar in real terms. But so are several other vehicles in the same price range. And others that can provide all but the premium feel for a lot less.
Bottom line: the A3 is a car for aficionados; not for those who equate size with value.