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From YourSITE.com Reviews & Road Tests
Available in 3- and 5-door models, FWD and quattro, plus a high-performance S3 version, the first generation A3 was an unqualified success for Audi and helped redefine the premium hatchback market in Europe. The fact that such a segment exists in Europe makes it a no-brainer for Audi to compete there, but given that US buyers have never really warmed to the idea of premium hatchbacks (just ask BMW), it’s a bit of a risk for Ingolstadt to take a stab at it Stateside. Proof of this is the fact they chose not to bring the first generation A3 to the US market. However, with time comes change, and Audi is counting on higher US gas prices and a perceptible warming by US consumers to interesting hatchbacks to be enough to warrant sending the second generation A3 to US shores, at least in 5-door form. In March we had a chance to travel to Europe and sample a version of the new A3, ‘Sportback’ as it’s known on that side of the Atlantic, albeit fitted with an engine that will not make it to the US market – the non-turbo 2.0 FSI. We chose this combination because we thought it would be interesting to learn more about the 2.0 FSI engine, and specifically how good it is with out the forced induction aid it receives from the turbo. Normally aspirated, we knew we’d get a better idea of what this new VAG engine was really all about.
FSI stands for Fuel Stratified Injection and in simple terms it means that fuel is injected directly into the engine’s combustion chamber, unlike conventional injection systems that blend the air and fuel before they pass through the intake valves. FSI has several advantages. First is the ability to more precisely mix fuel and air together, which results in a more complete combustion, resulting in more power, better economy, and lower emissions. The other major benefit is that the act of introducing fuel directly into the combustion chamber has a cooling effect within, and this helps guard against pre-detonation and allows for a higher compression ratio than conventional fuel injection would allow – higher compression means better throttle response, more torque, and all-around better performance. Audi’s FSI 16-valve 2.0-liter develops 150 horsepower at 6,000 rpm without the aid of a turbo. You may note that this is the exact same output as the original 1.8-liter turbo engines, and the 1.8T was never known as a slacker by any means. The new 2.0 FSI isn’t short of grunt, either, and 148 lb-ft is available as low as 3,500 rpm show on the tachometer. In 5-door trim, our A3 was listed at a somewhat svelte 2,900 lbs, but that is a dry weight, and with a full complement of necessary fluids, it’s more than likely our car was well over 3,000 lbs on the road. Throw in our test car’s options that included Climatronic and MMI Navigation, and it’s clear that as good as 150-hp from 2.0-liters really is, power-to-weight ratios in the range of 1:20 don’t exactly bode for supercar performance numbers. Audi agrees, and lists the 0-62 mph sprint for our 2.0 6-speed manual at a fairly leisurely 9.1 seconds. Top speed is a respectable 133 mph. Numbers are fun to discuss, but we didn’t go to Europe to talk – we went to drive the A3 in its home environment and that included the German autobahns, the Italian autostradas, and some of France’s most challenging alpine twisties for good measure. Our A3 came with fairly standard equipment, especially as far as suspension, wheels and tires are concerned. It was still wintertime when we drove this A3 and our test route included several alpine passages, so winter tires were a mandatory option. The optional sport suspension package would have been nice, but saddling the tires with stiffer springs and firmer shocks would have likely not been all that helpful.
We picked up our A3 in Munich, and true to form, the weather was dreadful with heavy snow impeding much of our progress along the A9 autobahn. Trying to make the most of even a bad situation, we took our time crawling along in heavy traffic to assess the A3’s driving environment. Though this newest A3 is basically Audi’s entry-level offering, there’s not much in the way of cheapo materials or unimaginative styling to give that fact away. Some TT flourishes – console braces and real aluminum appointments – brighten things up appreciably and offer that high-tech look modern Audi interiors are known for. Our tester had a 6-speed manual transmission and it’s a good one. Whereas past Audi ‘boxes were somewhat notchy and imprecise, the gearbox in the new A3 is anything but. Throws are a bit long for sporty driving, but they are at least accurate and possess a positive and precise feel. Clutch take up is smooth and light, and considering the stop-and-go conditions we encountered in heavy European traffic, such details were very much noted and appreciated. Unfettered by nasty weather and heavy traffic, the A3 and its new running gear are very much in their element. The 2.0 16v revs like a champ and possesses an aggressive but agreeable growl. We have to report that we found it quite refreshing to discover a 4-cylinder Audi engine with performance and character.
The 6-speed gearbox has ratios better suited to high-speed cruising than banzai canyon carving, but considering the prevailing European conditions for which it and the A3 were designed, such compromises make good sense. Gears one through four are spaced fairly close together, with fifth and sixth gears performing more of an overdrive function. From Munich, we set out for Switzerland. Our destination: the Geneva International Motor Show. While in Geneva, the A3 was assigned shuttle duty for four staff members and their gear. It’s a bit cramped inside, but the little wagon never complains. Given the confining nature of the city of Geneva itself, we’d not dare wish for any extra vehicle size whatsoever – while traversing the narrow streets and searching for elusive parking spots, the A3 seemed plenty big. Once out of Geneva, we headed to France’s Mediterranean coast by via the French Alps. Just over the French border we found a car wash and took the opportunity to remove some of the salty crust that’d been attached to the A3’s exterior ever since we set out from Munich. A few euros later and we were once again treated to our car’s brilliant grey metallic paint job. It’d been flawlessly applied, but we wonder if perhaps it’s a bit too subtle when combined with the A3’s very conservative exterior design. Aside from the controversial snout and Alfa Romeo-inspired taillights, there really isn’t much to get excited about regarding the Sportback’s appearance. Small-ish 16” wheels with tall snow tires don’t help much, either. We were done cleaning the car, it was a sunny and glorious day and we were about to climb the French Alps via some very entertaining and low-trafficked roads. It was time to see what the A3 is really made of…
The first fast sweeper we entered unequivocally demonstrates that Audi chassis engineers have done their homework. Even with soft suspension settings and skittish snow tires, the A3 possesses a level of composure and a sense of balance the first-generation A3 could never attain. There’s understeer at first, but the rear end is alive and ready and willing to participate, should you ask it to do so and provided you’ve first switched off the ESP. Lifting off the throttle mid-bend will lighten the rear, sending the nose searching for the apex. Careful modulation with your right foot enables the driver to balance the car in a variety of attitudes. Sure there’s plenty of body lean, but it’s never disconcerting and in fact it’s all great fun. The A3’s electro-mechanical steering rack offers precise control and decent weighting, but lacks in the ultimate feedback department. Torque-steer is a non-issue, so it would seem there’s an effective tradeoff present. Mile after mile over impossible switchbacks, rollercoaster-type rises in elevation and precipitous drops did manage to bring one dynamic A3 shortcoming to the forefront – braking. We’re not exactly sure if what we experienced is typical for all A3s, but our tester’s brakes seemed to want to pack up and go home a bit early for our tastes. Initially, we had no complaints. As a matter of fact we found them to be quite progressive with good bite and plenty of power. But as the roads got more challenging, we noticed extra pedal travel with a proportional decrease in overall effectiveness – not a good thing while attacking snowy alpine passes with sheer rock faces on one side and devastating drops on the other. At elevations above 3,800 meters the 2.0 FSI engine still felt strong. Midrange thrust is really impressive and the car simply never felt underpowered. Sure, more power would have been nice but at no point was our A3 really disappointing in the grunt department. If anything, a set of closer-ratio gears would have been an even better complement to the A3’s very willing engine.
Later that night we headed into Nice and spent some time simply driving around. No doubt the A3 looks at home in this environment and that’s pretty much the point of the upscale hatchback class. Many well-to-do Europeans appreciate the versatility of a 5-door hatch, but they’re not willing to go too far down market for the privilege. The A3 and its proud and aggressive grille boldly suggest it’s no entry-level bottom feeder, but its small size and mini-wagon construct convey a sense of versatility with a lack of excess. From Nice we headed to Innsbruck, Austria by way of the Italian Autostrada. What should have been an easy six-hour drive took us more than twelve. Seemingly, Italian automobile traffic exists only to fill in the few random spots not occupied by freight trucks. Add even a hint of inclement weather, a traffic incident or lord help you, both, and things quickly grind to an unyielding halt. After many hours of sitting in traffic headed absolutely nowhere, we had an excellent opportunity to appreciate the A3’s superb sound system and fiddle with the MMI and navigation interface. Unlike the much-hated BMW iDrive, Audi’s MMI is actually fairly intuitive and easy to use. Not once did we need to consult the owner’s manual and that’s no small accomplishment in today’s complicated automotive world. Twelve hours in any car is plenty of time to uncover an assortment of ergonomic and character flaws. Luckily for us, the A3 interior is a paradigm of good design. The seats are firm but not overly so and the steering is adjustable for both reach and rake, meaning a perfect driving position is merely a few adjustments away. With its slim pillars and wagon-like rear quarter windows, the Sportwagon is blessed with excellent visibility. Xenon headlights made easy work of the early darkness. For the most part, our A3 did its very best to make our arduous journey to Innsbruck as stress-free and comfortable as possible. Years ago, we’d have seriously doubted that any small car could be so comfortable on such a long trip. Finally underway and headed for the Austrian border, the snow began again in earnest. With its ESP fully engaged, the A3 handled the adverse conditions in stride. As strange as it might be to be driving a modern Audi sans quattro in such pitiful weather, we can honestly report that using two front wheels for motivation was no real handicap. Sometime near midnight we arrived in the beautiful and very much sleeping city of Innsbruck. The next day dawned with snow-less skies and brilliant sunshine. We were due to head back to Munich and return the faithful A3, but we decided to take the long way back. There were some nearby mountains calling our name. Back in a challenging environment, the littlest Audi reinforced its playful demeanor and proved a willing cohort in all types of wintertime shenanigans. Certainly our car was not ideally equipped to truly tackle these damp, snow-lined alpine roads, but it never once suggested it’s not at all happy trying. We learned how to compensate for the soft brakes and begin to push deeper and deeper into each corner. The chassis instills so much confidence and there’s simply no fear of anything untoward happening, at least as far as the car is concerned. It’s quite possible that in such conditions, the A3 is actually quicker than cars with much higher limits, since even an aggressive driver is likely to hold back quite a bit for fear of pushing past a point of no return.
Eventually we headed back to Munich and drop off the A3. Though it’d only been a few days, we can honestly say we’ve covered just about every condition an A3 owner is likely to encounter in a year’s worth of ownership. As such we can honestly report that the new A3 Sportback, if not the upscale hatch class in general, is everything it’s meant to be. As of the writing of this article, the A3 Sportback 2.0T has landed in North America. The addition of a turbo and a few other goodies undoubtedly find us even more enthusiastic about the A3 and we can only hope the general North American buying public feels the same. At the very least, let’s hope they just give the little Audi wagon a chance.
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