Audi A3 Sportback 1.9 TDI e 2008 Review

What we liked
>> Amazingly flexible engine and good gearing
>> Audi quality finish
>> Respectable dynamics offset by economy

About our ratings

Eventually, there'll be an efficiency model in every volume-selling model range the company offers in Australia, including the A8 flagship. Audi is promoting the A3 Sportback variant as a frugal model, but for a lot of potential buyers the A3 is not as austere as that suggests. Many will not necessarily notice -- or care -- that the car is fitted with steel wheels, for example.

Nor, for that matter, would we suggest the efficiency model will be out there on a limb for long. In due course, efficiency models will likely be the norm -- the volume sellers in the range -- rather than some penny-pinching device for masochists, ascetics and puritans.

As consumers become increasingly sensitive to the price of fuel for private motor vehicles, cars like the Audi will be sought in greater numbers.

PRICE AND EQUIPMENT
Audi has priced the A3 Sportback 1.9 TDI e at just $1700 more than the base-grade Sportback model, the 1.6 Attraction. As far as diesel pricing goes, the efficiency model therefore strikes a blow for low purchase price as well as lower running costs. It's $9600 less than the A3 Sportback 2.0 TDI Ambition with S Tronic transmission -- the only other diesel in the A3 Sportback range.

Audi claims the reduced running costs will pay for the relatively low difference in purchase price between the efficiency model and the entry-level 1.6 within two years.

The efficiency model is trimmed as for the entry-level 1.6 variant, sans the alloy wheels, so features fitted as standard include: dual front airbags, ABS, Brake Assist, side-impact airbags for front-seat occupants, side curtains, ESP, electronic diff lock, traction control, electrically-assisted steering, 16-inch steel wheels with full wheel covers, 205/55 R16 low-rolling-resistance tyres, electrically heated and adjustable exterior mirrors, remote central locking, dual-zone climate control, electric windows, leather-bound steering wheel and MP3-compatible CD audio system with 10 speakers.

Being an economy model, the A3 Sportback 1.9 TDI e does without some more popular items that Audi offers as options. The pricing for some of those options puts the economy status of the car to the test ($5300 for MMI/satnav with DVD multichanger in glovebox, $750 for cruise control, $1300 for metallic paint), but in Audi's defence, most of the items listed as options are the sort of features that Aussie buyers tend to take or leave (heated seats and front fog lights to list two).

MECHANICAL
The 1.9-litre four-cylinder diesel engine fitted to the A3 Sport efficiency model develops 77kW of power at 4000rpm and 250Nm of torque at 1900rpm. That sort of output is barely 2kW more than the 1.6-litre petrol, but never mind that, it's the same torque figure as the 1.8-litre TFSI model. Whilst that 250Nm figure is a full 100Nm less than the A3 with the 2.0-litre TDI engine, it's still a handy amount in a car as relatively compact and small as the A3 Sportback.

The best news is that the A3 Sportback 1.9 TDI e emits as little as 119g/km of CO2 and returns a combined cycle fuel consumption figure of 4.5L/100km. Suffice to say, acceleration is 11.7 seconds from a standing start to 100km/h, but that's the cost of economy these days. Audi has equipped the engine with a diesel particulate filter and calibrated the engine management electronics for optimal fuel efficiency.

Mounted transversely, the engine drives through a five-speed manual transmission, which, Audi says, features higher gear ratios in 3rd and 5th -- presumably higher than the five-speed box fitted to the A3 three-door 1.6, since the A3 Sportback 1.9 TDI e is the only Sportback model in the range with a five-speed manual box. All the other Sportback variants drive through auto, manual or 'S Tronic' (DSG) six-speeders. Third is an underdriven gear of 1.250:1 and fifth is an overdrive gear of 0.625:1.

Suspension is independent all around, with MacPherson struts for the drive wheels at the front and a four-link IRS system at the rear. Electrically powered, the rack-and-pinion steering provides varying levels of assistance at different road speeds and can negotiate a 10.7m turning circle. The braking role falls to ventilated front discs and solid discs at the rear.

There's plenty of headroom and legroom in the front of the Audi, but with tall adults in the front seat, there's no knee room to speak of in the rear for average size adults.

Given the sheer extent of leg room in the front, it's forgivable, but compared with cars such as the new-to-market Peugeot 308 -- roughly equivalent in size for interior packaging (slightly shorter in overall length, in fact) -- the Audi is not quite as generous with legroom in the rear.

But ultimately, it's a balancing act. For rear-seat occupants to feel the pinch in the Audi, they would have to be adults of at least average height, with the front-seat occupants being above-average height. That's when knee room in the rear is at a premium. Irrespective of the front seat position though, headroom in the rear is borderline for adults.

The car tested scored some matt finish aluminium trim for the door handles, glovebox latch and bezels for fan speed dials and vents, but was otherwise trimmed in charcoal leather ('Vienna') and coordinating plastic, which made for a rather sombre and bland interior, but there are enough options for buyers to go with something brighter if they choose. The interior was somewhat leavened by the light grey weave for the roof pillars and headlining.

Although the climate control could be adjusted for separate passenger and driver temperatures, the fan speed and airflow outlet can only be set unilaterally, so it's a dual-zone climate control system of sorts, but only so far. In other words, the front-seat passenger can't have just warm air on the feet if the driver only wants cooler air on the face.

SAFETY
Audi equips every model in the A3 Sportback range with 'Backguard', a function which more or less works like active headrests, but for the entire upper section of the passenger's body, as well as the head. The system only works in the event of a rear-end collision and reduces potential for whiplash and back injuries. Backguard gives the A3 Sportback a narrow advantage in safety terms over some competitors in the same segment.

All seat positions are provided with lap/sash seat belts and headrests. Two-stage deployment for the front dual airbags and side curtains combine with the Backguard feature to confer upon the A3 Sportback 'first among equals status', by the standards of European premium hatches below $40,000.

On the active safety front, the A3 Sportback is fitted with ABS, Brake Assist, ESP, electronic differential lock and traction control.

COMPETITORS
For its combination of frugality and prestige -- an odd combination as it is -- the Audi has little in the way of competition.  Based on price though, there are plenty of cars around that provide a diesel alternative to the A3 Sportback 1.9 TDI e.

Europhiles will cross-shop the Audi against the Alfa Romeo 147 JTD, Citroen C4 and Peugeot 308 XTE HDi. Up to about $10,000 above that price point, buyers might also look at the BMW 120d and the Volvo S40 D5, although the Volvo is a sedan, not a hatch.

At a price considerably below the Audi's, buyers could be tempted by the Ford Focus and Holden Astra diesels (if badge cachet's not important), plus Renault Megane, Skoda Octavia and the Audi's sibling, the Volkswagen Golf. In addition to that, there are also lower grade variants of the Peugeot 308 available.

Where these competitors don't measure up to the Audi lies in their fuel consumption. As a counter-argument to that, they offer significantly more performance for not much more fuel use. And yet, despite the Audi's poverty pack stylings, it lacks for little against these competitors -- cruise control and alloy wheels being probably the major shortcomings in the A3's specification.

ON THE ROAD
Audi laid on a pleasant drive to introduce the A3 Sportback 1.9 TDI e to the Australian motoring media. An economy run across South Australia's Kangaroo Island and up the Fleurieux Peninsula to Adelaide encouraged the press contingent to drive the car in the most economical way possible.

Even with one car being operated normally (ie: not particularly light on the throttle), the entire press contingent scored an average fuel consumption figure of 3.86L/100km, with the 'hard-driven' A3 still returning an average figure of 4.6L/100km.

The key contributing factor in the A3's economy is the 1.9-litre diesel engine. It's an incredibly 'torquey' engine, but not in the sense of spinning a drive wheel in the dry from 80km/h. With just 250Nm (and therefore, not particularly torque-laden at all, in isolation) the engine is about the flexibility and the appropriately accommodating stall characteristics, to pull high gears from just above idle, without labouring.

The A3 will literally slot into top gear (fifth) at 1000rpm and trickle along a flat road at about 60km/h, drawing less than 3.0L/100km. Whether that's recommended or good for the drivetrain we can't say, but it can be done.

Fuel conservation is boosted by leaving the transmission in gear on downhill grades, although there's a balancing act involved; if the driver is facing an uphill grade at the bottom of the descent, it pays to coast in neutral (using 0.9L/100km to keep the engine idling at 80km/h), sacrificing the fuel used to build more momentum for the climb on the other side. Needless to say, we don't recommend driving in neutral in everyday traffic.

Another tactic used to improve on the A3's fuel economy was switching off the air conditioning and cracking the windows downhill or at speeds below 80km/h -- again, not recommended, but probably less dangerous than coasting in neutral.

70km/h is the optimal speed for economy, but 4.0L/100km should be possible at a steady 100km/h -- as in a Sydney to Melbourne run, for instance.

The engine proved to be a bit more 'clattery' than expected from a diesel Audi, but it settled down once the engine had warmed up to operating temperature. It's also quieter again with a bit of load and a handful of revs. On an economy run, it's not easy to get a feel for things such as the car's straight-line performance or turbo lag, but as far as we could tell the A3 is spritely enough, contrary to what an 11.7-second 0-100km/h acceleration time might suggest.

Out on the road, the ride was decent. Once again, there was little opportunity to test the car's dynamic limitations, but the steering did seem weighted better than other Audi models driven recently and the steering response improved from higher speeds (above 80km/h). Bear in mind though that this car in standard form runs low-rolling-resistance tyres on steel rims, so it's no limpet in the corners -- but nor is it woeful.

The driving position was properly configured for a range of different sizes and shapes of driver -- and the seats were comfortable without being soft, squishy and unsupportive. Likewise, the instrument layout was simple and more or less conventional for ease of use. Graphics were highly legible and steering adjustment was spot-on for comfort and readability of instruments.

HVAC and audio controls were relatively straightforward and the red back-lighting will be acceptable to most would-be users.

A conventional lever-type handbrake was positioned closer to the passenger than the driver and was slightly obstructed by a bottle in the centre console cup-holder.

Shifting gear was easy and -- no doubt about it -- would have been similarly easy to execute if we had been shaving split seconds instead of conserving millilitres.

It must have been a while since we last drove a manual Audi, because we don't remember needing to engage the clutch to start one previously. With the A3 efficiency model, that safety feature -- for those devious enough to litigate, but not smart enough to drive a manual car -- leads one off on a tangent. Would this type of vehicle be just as good or better with a six-speed 'S Tronic' transmission? But then, dare we say it, the purchase price wouldn't be as sharp and the crucial amortisation schedule would be longer than 1.8 years.

How sad, discussing cost/benefits analysis in the 'On the Road' section. In some ways, that's an unavoidable aspect of this car, since its reason for existence is economy and conservation of non-renewable resources. The Audi is to be lauded however, for being an economy car that doesn't feel like one.

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