Audi A3 2004 Review

What we liked
>> Modern, refined looks
>> Turbo diesel performance and economy
>> Can't wait to try DSG gearbox

Not so much
>> Needs a brighter interior
>> A3 V6 carries hefty price tag
>> Seats too firm and flat

OVERVIEW
There's no denying it's been a long time coming. Audi Australia has been previewing and pre-promoting the exciting replacement for its seven-year-old compact A3 range (1997-2004) since September 2003 yet we had to wait until June 2004 for its launch.

The new A3 has a big job to do: it lines up against two models from each of its German competitors; BMW's 1 Series and 3 Series compact; and Mercedes-Benz's A-class and C-class sports coupe. Prices weren't announced at the launch, but expect them to begin close to the superseded model at $37,000, and stretch to $75,000 for the 3.2-litre V6 quatt.

FEATURES
We'd expect the new A3's biggest problem is that it looks too similar to the old model. See the two in isolation and you may pick new from old, but it's only side-by-side that the subtle changes and enhancements to the A3's styling become obvious.

The 2004 Audi A3 is 50mm longer and wider than before, dimensional increases that Audi says equates to more interior space. It also allowed engineers to move the wheels further apart, with a 65mm increase in wheelbase and 20mm wider front and rear track. This, combined with a lower centre of gravity in the 1200kg hatch, should improve the vehicle's on-road dynamics no end.

Shorter front and rear body overhangs, and a more sloping C-pillar deliver a distinctly coupe-ish silhouette, aided by a 10mm lower roofline. The front-end is the most dramatic visual restyle, but somehow missed the bold nose/grille design seen on the new A6. Instead the A3 gets two separate grilles joined through the bumper by a subtle chisel line. Overall, the look is one of sporting elegance. Clean and uncluttered, it says much about the A3's quality and performance.

Australians get three four-cylinder engines initially, all driving the front wheels: a 75kW/148Nm 1.6-litre, a 110kW/200Nm 2.0-litre FSI and a 103kW/320Nm 2.0-litre turbodiesel variant. A high performance 3.2-litre V6 variant with quattro all-wheel drive is scheduled to follow in August, its 184kW/320Nm output good for 0-100km/h in 6.4 seconds.

COMFORT
Sporting and compact doesn't necessarily mean cramped, as the new A3 proves. Interior room is up significantly on the previous model due equally to the car's larger overall dimensions and a lower seating height. It's still a compact hatch, so don't expect leg-stretching luxury, but the A3 is certainly on par with any other vehicle in its class.

The steering wheel tilts and telescopes, and the driver's seat adjusts for height, backrest rake and squab slide, making a comfortable driving position easy to obtain. We found the leather front seats quite firm and flat, and lacked a little for side support. Headroom's a non-issue in the front, and in the back if you're of average height, and legroom is okay with some compromise from the front seat occupant. Under seat foot-room is good.

The A3's bootspace is surprisingly big, and managed to hold a week's luggage for two without much drama, and the back seat can be split folded for larger loads.

Interior colours and surfaces remain typically Audi, with a predominance of greys and blacks. Woodgrain door trim and alloy highlights on the door handle, aircon knobs and glovebox add life to the cabin. Alloy surrounds on the strangely protruding air vents, which bulge out of the dashboard, only draw attention to a less cohesive design element.

Creature comforts on the vehicle we tested included electric windows and mirrors, cruise control and a CD player along with dual front and side airbags for safety. Rain sensing windscreen wipers and light sensing headlights are also a feature of the new Audi A3. Satellite navigation, as fitted to our car, is an optional-extra in Australia.

SAFETY
Safety is an important part of any car buying decision, and Audi's catered for this in the new A3. The A3's body structure is stronger and more rigid than before, and modifications to crash performance and crumble zones are said to improve occupant protection. Dual front airbags are standard as are side headbags for front seat occupants.

The front seats feature active head restraints; the headrests move forward in the event of a collision to 'catch' the occupant's head and reduce the incidence of whiplash.

Dynamic safety equipment includes traction control and ESP electronic stability program, the latter controlling individual wheel speed to reduce the chance of spinning or skidding. Four-wheel disc brakes include ABS antilock braking system. Of course, don't forget the significant grip benefits of the 3.2 V6 model's quattro all-wheel drive.

MECHANICAL
The Audi A3 is Australia's first chance to sample FSI technology, debuted on Audi's Le Mans racecars and utilised heavily on diesel engines. It stands for Fuel Stratified Injection and describes the direct injection of fuel into the combustion chamber. Audi claims it increases an engine's peak power while decreasing fuel economy, though it is designed for higher grade fuel than available here so the benefits of FSI on local cars are minimal.

We see it on the 2.0-litre, four-cylinder engine initially, though other vehicles in the Audi range -- the A6 for example -- will also have FSI.

Another new technology that'll pop up is DSG, specifically Direct Shift Gearbox. It's a unique double-clutch gearbox which 'pre-selects' the next forward gear using a two part transmission shaft. Audi reckons this improves straightl-ine performance by eliminating the clutch-actuated interruption of power.

Specifically, first, third and fifth gear is attached to one transmission shaft, second, fourth and sixth on the other. When an upchange is needed, one clutch releases at the same time as the second clutch takes up, resulting in a near seamless gearchange. It has been hailed by overseas critics as a major leap forward in gearbox technology.

Audi Australia had confirmed four engine variants for import. They are:

Audi A3 1.6 -- This 1.6-litre, four cylinder engine produces 75kW of power and 148Nm of torque; not huge by any standards. It's the baby of the range, and is mated to a five-speed manual gearbox. A six-speed tiptronic automatic gearbox will be optional. On paper, straight-line performance is best described as adequate, the car accelerating from rest to 100km/h in 11.9sec and you can add another second in the automatic version. Audi quotes fuel economy figures of 9.6litres/100km in city, 5.5litres/100km highway for a combined figure of 7.0litres/100km.

Audi A3 2.0 -- It's a 2.0-litre, four-cylinder engine equipped with FSI and producing 110kW and 200Nm. Standard with a six-speed manual gearbox, and optional with a six-speed tiptronic automatic. Performance increases significantly, this model capable of accelerating from rest to 100km/h in 9.1sec (9.5sec for the auto). Fuel economy is quoted at 9.6litres/100km city and 5.3litres/100km highway for a combined figure of 6.9litres/100km -- making it a more powerful yet more economical choice.

Audi A3 3.2 -- Due in August, the performance model in the range, the 3.2-litre V6 engine ups the ante big-time with 184kW of power and 320Nm of torque. This engine will be offered only with Audi's new DSG tiptronic automatic transmission. The 3.2 accelerates from rest to 100km/h in a claimed 6.4sec, though you'll pay for this performance at the fuel pump. We're talking 13.8litres/100km city and 7.5litres/100km highway for a combined total of 9.8litres/100km.

Audi A3 2.0TDi -- Audi has added a diesel variant to the Australia line-up, a delicious 2.0-litre turbodiesel four. With 103kW of power and 320Nm of torque, it's a fantastically smooth engine to drive and not short on punch either. 0-100km/h in 9.4sec is convincing enough and a combined cycle fuel economy of just 5.7litres/100km means nearly 1000km on a 55-litre tank.

COMPETITORS
Major competitors for the Audi A3 include the BMW 3 Series compact and the Mercedes-Benz C-class sportscoupe. Both offer a range of engines and specification levels that closely align with the Audi A3. You should also consider cars like the Alfa Romeo 147 and Mini Cooper S.

Widen your search to other body configurations and a plethora of prestige sedans and five-door wagons fall into the net, including the Honda Accord Euro and Citroen C5, though we'd argue they're very different types of vehicles.

Look closely at the high performance A3 3.2 and its expected $75k pricetag and you'd compare it to the Alfa Romeo 147 GTA, Volkswagen Golf R32 and, to a lesser extent, the BMW 325ti and Mercedes-Benz C230 Kompressor sportscoupe.

ON THE ROAD

Set the scene, and we're in Europe for the world launch of the new A6 executive sedan. Our transport cars included an A8 luxury sedan, an A4 sedan and a new A3 hatch. It was the first time Australian journalists had been able to drive an A3, and we were keen to see how good the new model is.

Audi Australia's motives were clear the minute we turned the key in the A3's ignition. Under the bonnet a four-pot turbo-diesel clattered into life, settling to a barely-heard idle in an instant. A couple of experimental prods on the throttle brought a near immediate response from the engine as the revs blipped happily and returned quickly to rest.

Of all the engines in all the A3 hatches we could have driven, engines which will arguably be more popular in Australia when it launches midyear, the A3 2.0TDi is not the obvious pick. At the time, Audi Australia had not confirmed it as part of the starting lineup. The cynic in me thinks we were a litmus test, the final tick on the business case before asking the factory to send a few hundred Down Under.

So you can probably guess that we liked the 2.0-litre TDi because Audi Australia has subsequently confirmed its position on the showroom as a result. And so they should, it's a fantastic engine in a really good car, one that'll change the way you think about Audi.

The engine is a Volkswagen Group donk, which returns better than 6litres/100km on the freeway and still belts out 320Nm of thrust from just 1500rpm. On the road that means economy and performance. Acceleration is seamless and continuous below 3500rpm, and tails off above that. Coupled with a smooth enough manual gearchange, the A3 TDi is a sporty drive, and easily reached speeds in excess of 200km/h on the de-restricted Autobahns.

Our impression of the car's handling prowess was dampened by the winter tyres it wore, which also had a detrimental effect on tyre noise. That said, the A3 felt mighty nimble on twisty roads, and hung on quite well, but there was a delay in the steering, a dampened directness that we put down to tyrewall flex. The tyres also affected mid corner stability somewhat and resulted in a sometimes springy, unsettled disposition on longer turns.

We suspect these softer tyres also had something to do with the smooth ride, because overseas reports pointed to a firm, more sporty bias to the suspension. If that's the case, the A3 may not be the most supple hatch in the hutch when it arrives Down Under, but it'll certainly earn a sporting reputation.

First up we sampled the 2.0-litre with six-speed tiptronic, and were immediately impressed. So much so that it became the favourite of the bunch, due to its superior balance of power and handling. Three gearbox modes are available: standard and sports auto, and manual sequential, but the sport setting worked so well that we wouldn't bother using the other two.

Weighing in at 1380kg, the 2.0-litre cornered with poise and displayed excellent turn-in and road-holding. With a very willing and responsive engine, good brakes and lively performance, the car has a sporty, secure feel and is big on the fun factor.

We drove the turbodiesel next, a car we were looking forward to steering given the impression it made on editor Butler during his European drive. While the car has plenty of grunt, it all happens in a narrow rev range. The engine would be ideal around town or on the freeway but on our drive, we found it's not quite as well suited to local backroads.

Audi says the car will appeal to buyers who want performance and economy and in that respect it delivers impressively -- the trip computer claimed 4.5-litres/100km at 100km/h. From a standing start, the car will launch you with plenty of torque, but go over 4000rpm and the thing just dies. This affects the car's ability to overtake on tight, twisting roads where passing-time is at a premium.

The DSG tiptronic transmission is a beauty, its gearchanges fast (0.2sec quicker than the manual), and ultra smooth. Interestingly, the Turbodiesel is only 0.1sec faster 0-100km/h than the less powerful and slower-shifting 2.0-litre auto, and is 0.3sec slower than the manual 2.0-litre.

The Turbodiesel is also 65kg (1370) heavier than the 2.0-litre petrol version (1305kg), and that extra weight over the front wheels can be felt when punting the car through the same mountain roads. Though the car's handling is still safe and surefooted, the petrol model is more nimble through the tight stuff.

At just 1255kg, the 1.6-litre is more agile again but it is strictly a car for commuters who seek a fashionable, upmarket car sporting a chic German badge. As a commuter car, the A3 is a fine ride, with an extremely smooth and quiet engine. All three A3s rode well, and generated low road noise, though the latter was slightly higher in the turbodiesel.

We had few complaints regarding the A3's stylish cabin, which overall is a nice place to be. However, the driver's left knee presses uncomfortably against the hard plastic centre console, and we questioned the durability of the cupholders. Minor problems really, but flick the headlight switch and you really have something to complain about. On low beam the headlights are inadequate, though thankfully high beam provides good road illumination.

With the three engines (at the time of writing the 3.2 V6 hadn't arrived) Audi has an A3 for everyone, but as a driver who enjoys balanced, sporty vehicles, I'd take the 2.0-litre over the other two every time.