2015 Audi A3: Tempting Touchpad with Launch Control
Once upon a time, the Audi story focused on the affordable Fox (80). This lively front-drive subcompact suddenly became the first chapter in the people-car company’s rebirth. By 1974, Audi’s parent company (VW) flattered itself by selling the Dasher (Passat)--a Fox fastback. It was the first stateside evidence of VW’s epic change. In a flash, VW went modern with Audi’s water-cooled, overhead cam engines and fun-to-drive front-drive hardware.
With each additional chapter, including Quattro, Audi’s 80/90/A4 grew larger and more expensive. Then, nearly a decade ago, Audi went full circle. It poached VW’s Golf platform--the basis for its entry-level A3 “Sportback.” John McCarthy, Audi North Shore’s (near Milwaukee) brand specialist, says this hatchback didn’t cater to American sedan-flavored tastes.
That’s changed. McCarthy claims the fresh A3 sedan represents obtainable luxury with an emphasis on sophisticated electronics. He digs its music interface that plays cell-phone music files. There’s a built-in hard-drive jukebox too. Hook the car up to a mobile phone with Internet access and the A3 becomes a mobile Wi-Fi hotspot. Get in, plug in and turn on.
According to motoring marketing mavens, Audi’s A3 represents a larger trend: luxury brands distilling pint-size bespoke-like machines, the Chanel samplers of the automotive world. Audi’s 2015 A3 is a leather-lined youth-mobile, a vehicle for aspiring buyers. As such, it represents Audi’s countermove to thwart Mercedes’ flashy coupe-like CLA.
The upright A3 sedan, based on the seventh-generation Golf toolkit, is handsome. Audi’s familiar shoulder creases sweep rearward toward a ducktail lid. On its lower flanks, you see VW/Audi tornado lines—sideways funnels beginning at the front wheel and widening toward the rear. Two nifty alloy-hood indents augment this car’s angular grille and lamps.
This review focuses on the A3 Quattro (the Haldex control unit underneath this ride says 4 Motion). Powering all four wheels requires the 2.0-liter TSFI (gas, turbocharged, direct fuel injection) mill. The front-drive A3 relies on the 1.8-liter TSFI.
The power train is willing. The car, however, upshifts too early under light throttle. It thrums; it feels impotent. More later. An eco-theme info screen lets you calculate the mpg impact of the A/C or the standard heated seats, a geek’s delight. The EPA numbers: 24 city, 33 hwy, 27 combined. It got 30.5 mpg overall. Premium fuel is recommended; not required. Engine rpm at 60 mph: a calm 1750.
Watch the A3’s built-in tutorials on its navigation screen. One demo says the car’s standard Stronic automated manual transmission (DSG in VW speak) takes off in either reverse or second gear after shifting out of park. The dual-clutch setup puts reverse on the same shaft that includes odd forward gears such as first. Another shaft has the even numbered cogs such as second. When you move from park to reverse and then to drive, the vehicle must move forward in second. Audi recommends that you pause a moment after moving the shift lever into drive. A gentle nudge of the throttle pedal tells the shift control that you’d prefer first gear. Then, it shifts from second to first.
Despite the carping, it’s peppy. The 220-hp engine with variable valve timing hits 60 mph in 5.4 seconds. Despite its automation, your left foot is still useful; the car has launch control. Just press the ESP’s piano key, which turns off the electronic stability program, apply your left foot to the brake pedal, shift into “S,” fully depress the thrill pedal with your right foot. The engine revs to 3000 rpm with a devilish grunt, remove your left foot and the Hockenheimring quarter mile is yours.
The A3’s propulsion system, when in sport mode, sounds like Paul Desmond’s cool jazz sax. If you really want to play, tap the toggle-style shifter into “S.” This lets the engine rev. Angels sing announcing that this sled will urgently satisfy. Furthermore, sport playfully blips the throttle for you on downshifts (rev matching), as if the car’s been to the Skip Barber finishing school.
Luxury has Limits
The A3’s panoramic sunroof, a glass panel covers nearly the entire front compartment much like a 1954 Ford Crestline Skyliner’s acrylic top. Audi’s big top also retracts. It slides above the car’s roof. Any resemblance to a Porsche 944 is intentional.
Quibbles: Visors don’t extend outward when swiveled to the side windows. Rubberized door pieces feel like a Wilson Evolution basketball. I adjusted the 12-way power driver’s throne upward more than I’d like in order to keep my elbows from knocking into the seat belt buckle. The side door plastic just aft the padded armrest is an unfriendly elbow knocker. But the front seat slides back so far that a six-footer cannot touch the pedals! The right front seat has manual adjusters.
Those expecting keyless access, backup camera, blind-spot detection, lane assistance and other driver mobility aids won’t get them on the A3 2.0T Quattro Premium Edition with MMI (Audi speak for multimedia interface), navigation, cold weather package, aluminum style package and Glacier White paint that lists for $37,200 with destination. There are other option packs that include driver aids.
What you do get is a sophisticated infotainment system with a screen that majestically rises from slot atop the dash, leather-clad seating, upscale carpets, three-spoke steering wheel replete with switches, and a sculpturally tailored driving pod. Xenon headlamps with Audi’s signature front and rear LED lamps aid nighttime driving. Nearly everything you touch operates with Leica-like precision. A softly curved dashboard bows at its center. The MMI’s screen and the piano-style switches below it are canted toward the driver. Twist any of the four Jane Mansfield-inspired dash-vent rings to modulate airflow.
In motion, my tester felt drum-tight. Despite alloy wheel bearing housings or hubs, which reduce unsprung weight, the A3’s otherwise composed ride brusquely punctuates bumps. Yet, it’s less thump prone than other vehicles rolling on 17-inch wheels. Much of the interior is purposefully designed with optional bright trim accents. The center console is composed of nicely coated plastics.
An electric parking brake halts the vehicle, when the driver opens the door—which you might do when backing up to see farther to the side and rear.
Audi says this prevents people from exiting the car while it’s in gear. A push of a button let’s you override the brake, letting you back out of a long narrow driveway while sighting the pavement’s edge. This intrusive e-brake nanny is lawyer approved, as drivers have been killed when they open the door an inadvertently release the foot brake, while the car’s in gear.
Win, Lose or Draw?
Audi’s elegant clutter-free dashboard is deceptive. The MMI offers a multitude of user interface choices. For example, there’s a touch pad atop its main rotary knob that lets you draw and swipe your way to, say, a destination. While it sounds goofy, it’s handy. Want directions to a nearby pharmacy? Sketch. Within three strokes, the nav unit generated a list. It’s uncanny; the thing can read a doctor’s doodles. Otherwise you can use voice prompts. This went well until I tried my destination tongue twister tester. After much talking tango, the MMI reversed its request order. That worked.
If scratching or speaking isn’t your thing, try the console’s rotary knob. It’s a slick clicker. Twist until an info-screen arrow points at the item you want. Press. One hassle: you cannot rotate yourself from letters to numbers. To get numbers, one must notice that the infotainment screen’s upper right corner offers access to the digit menu, click the corresponding button adjacent to the main knob, then rotate. Want letters? Go back Jack and do it again.
In sum, Audi’s MMI requires learning. Plus the steering wheel switches require further education. Since there are two finned toggle switches near the MMI knob, it’s easy to touch, tap or twist your way through menus without taking your eyes off the road-visible-ahead no-touch screen. Additionally, there’s a nifty dime-size knob near the shift lever that lets you adjust the radio’s volume (rotate), mute (push down) or tune/change tracks (tap sideways).
Rear seating is snug with the middle slot too high for adult-headroom. While the rear seat is neatly tailored, hard plastic abuts its ends.
Steering is light and low speeds, but firms up nicely as you increase velocity. Effort and road sense at speed are precise.
My cloverleaf loop revealed good cornering behavior with some front push. The Continental tires aren’t high performance rubber. Yet, the A3 exhibits sports sedan capabilities.
Stowage is accessed via a short rear lid. It doesn’t flip up on articulated hinges. Nevertheless, I never banged my head. Your luggage is swaddled in molded carpeting. The aft seats split fold with a center pass through for skis. There’s a compact spare tire. Look carefully inside the trunk; you’ll notice rivets surrounding the forward aperture. They affix an aluminum inner panel to steel.
Audi’s A3 is an impressively composed machine. It’s a tad wider than a 1990s A4 but its overall length is about what an entry Audi was a decade ago. From the metal work to the interior trimmings it’s recognizable as an Audi—just look at that six-point shield grille.
Is the A3 better than a Jetta GLI or a Mazda 3 Touring? Yes, if you’d want those interlocking rings. And after the freshman orientation session, I found it charming. Is it affordable? Well, that answer requires a one to reassess the auto business. These days, the average new-vehicle transaction price exceeds $30,000. If that’s the new norm, then the A3 Quattro without trimmings lists for $34k, a front-drive model with the 1.8-liter TSI lists for about $31,000.
Expect a lineup of A3s including high performance S models and an electrified hatchback. That should boost Audi’s A3 launch pad.
2015 Audi A3 Quattro Review
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