Audi Q3 2011 Review - International

Not so much
>> New segment, same same styling
>> Offroad performance an unknown quantity
>> Frills and thrills come at a cost

OVERVIEW

Essentially based on the same platform as Volkswagen Tiguan, the new small Audi leverages the wider Volkswagen Audi Group’s technology. In the changeover, Audi has invested in higher-tensile materials for the body-in-white (the chassis), made nominal track and wheel base changes and used alloy panels. [Ed: A Porsche badged version of the vehicle is also in the wings.]

Styling is obviously derivative. Though it draws on new themes for the front fascia, the rest of the vehicle adopts the design language of its existing stablemates. The headlamps sport an avian-inspired shape, flanking the single-frame corporate grille. They are available optionally with bi-xenons, themselves fitted with newly-styled upper and lower bordered daytime running lamps.

In profile, Q3’s falling roofline and steeply raked rear window are said to offer it “coupe-like” proportions. A high shoulder line rises above wheel arch trims that differ in colour to the body work. Culminating at a thick D pillar, Audi designers say the shape lends the car a “flatter, sportier look”. Despite its compact appearance, Audi tells us cabin space is class-leading.

The wrap-around aluminium tailgate consumes the entirety of the back end, closing in a clamshell fashion around the opening. The bubbled lower end bears a strong resemblance to baby A1 hatch.

“The Audi Q3 is clearly a member of the Q family,” said Audi’s design boss, Stefan Sielaff.

“It is distinguished by its sporty and coupe-like character, which makes it unique in the segment. Its design is athletic and progressive.”

Like all Audis, Q range or otherwise, the Q3 offers a host of options. A variety of trim packs, options and drivelines cater to a broad cross-section of customers. Audi says the range of personalisation ensures Q3 will attract buyers at both ends of the vehicle’s range, from entry-level 2WD to high-spec quattro models and even offroad-pack-equipped vehicles for the outdoors/adventure set.

Q3 features a “wrap-around” cabin with a high horizon line which Audi says gives its passengers a “feeling of immersion”. This the brand suggests adds to a feeling of security, though we’re not sure small children seated in the rear will agree.

A cleaner, simpler centre stack and console is a nice touch, as is the new leather-bound three-spoke sports steering wheel which Audi says reflects the car’s “offroad character”. Trim inlays are coordinated to match the car’s upholstery, all of which is completely customisable.

Australian buyers will need to wait until the second-quarter of 2012 for local release.

PRICE AND EQUIPMENT
>>As much or as little as you like
A trickle down of technology from Audi’s flagship A8 sees the Q3 endowed with a generous level of equipment and amenity.

The latest infotainment technology, including MMI navigation plus, a high-resolution seven-inch colour display and Bluetooth telephony feature throughout. The optional BOSE audio system also featuring a range of connectivity options including SD card readers, Bluetooth audio streaming, voice control and wi-fi hotspot connectivity for up to eight devices.

Audi Drive Select (driver assistance technology) changes vehicle response, economy and handling characteristics via the MMI screen. Power steering assistance levels, accelerator and gearshift modes and ancillary systems are switchable through four distinct modes (Comfort, Dynamic, Auto and Efficiency).

Reverse parking sensors are standard across the range with Audi’s parking system plus, with park assist (self parking) and reverse camera available optionally. Active lane assist and side assists (lane departure and blind spot systems) are also available at a cost.

Xenon, highbeam assist and cornering lamps are also offered optionally in conjunction with LED rear lamps. A panoramic sunroof is available as an option.

Q3 is offered in 11 paint colours, with five upholstery options (cloth models unlikely in Australia) and with eight interior decor inlays.

Australian pricing and specification will be announced closer to the Q3’s autumn 2012 release, though Audi reiterates that the BMW X1’s retail list (starting at $49,900) is a very good guide.

MECHANICAL
>>Five engines, all standard with idle stop-start and KERS technology
Much like the rest of the Audi range, or indeed German manufacturers on the whole, Q3 is offered with a swathe of engine, transmission and driveline options.

The international engine range includes two TDI (diesel) and three TFSI (petrol) turbocharged four-cylinder offerings ranging from 103-130kW and 125-155kW respectively. All engines are of 2.0-litres capacity.

At the lower end of the scale, the 103TDI manual and front-wheel drive Q3 uses the combination of direct-injection and turbocharging to provide a total output figure of 103kW/320Nm. This quieter and more refined new-generation version of Audi’s (and perhaps the entire Volkswagen Group’s) most popular engine delivers a combined fuel consumption average of 5.2L/100km.

Acceleration figures see the Q3 103TDI reach the ton in 9.9 seconds on its way to a top speed of 202km/h.

This is topped by the 130TDI quattro S tronic (all-wheel drive, automatic) Q3 which outputs 130kW/380Nm. Predicted as being the range’s best-seller, the self-shifting, high output turbodiesel delivers an average fuel economy figure of 5.9L/100km and CO2 emissions of 156g/km. Performance figures see triple figures reached in 8.2 seconds and a top speed of 212km/h.

For petrol buyers, Audi’s turbocharged TFSI engines offer greater performance, though still with responsible levels of fuel consumption. The petrols are offered as standard in all-wheel-drive format.

The petrol range spans two output levels. The 125TFSI (125kW/280Nm) is available in both automatic and manual guise, and the range-topping 155TFSI (155kW/300Nm) as a manual-only proposition. The pair offers 0-100km/h times of 8.2 seconds and 212km/h for the 125TFSI and 6.9 seconds and 230km/h for the 155TFSI. Fuel economy is 7.3L/100km and 7.7L/100km and CO2 emissions 174g/km and 179g/km.

The engine range is still being finalised for Australia, though Audi sources tell us it is “highly likely” we will receive the entire bounty.

As mentioned, transmission options include a seven-speed S tronic dual-clutch (automated sequential) transmission which is operable in four distinct modes (Drive, Sport, Manual and Efficiency) and conventional six-speed manual.

The entire line-up comes fitted as standard with idle stop-start and smart alternator systems. Audi says this technology has the capability to trim 0.2L/100km from the consumption total while at the same time reducing CO2 emissions by as much as three per cent.

Q3 rides on a MacPherson strut front/four-link rear suspension arrangement available optionally with electronically adjustable dampers. Steering duties are managed by an electro-mechanical, speed-dependent rack featuring an 11.8m turning circle (when fitted with 16-inch wheels). As expected 17, 18 and 19-inch alloys available optionally.

Disc brakes are fitted on all four corners and measure 312mm up front and 282mm at the rear. All Q3 models are serviced by an electromechanical park brake.

Of note to performance enthusiasts, a five-cylinder 2.5 TFSI version is also in the pipeline. Indeed, Audi’s quattro Gmbh team slid a development vehicle into the test fleet at the Zurich launch.

The 228kW version features cross-drilled front brakes, S-tronic transmission and, of course, quattro all-wheel drive. The all-important torque figure, acceleration times and top speed are yet to be published, though Audi’s engineers assured motoring.com.au these are “adequate”.

Ground clearance comes in at a reasonable 170mm, though this can be lowered on S line sport package models by 20mm.

Compared to its nearest rival, these figures make Q3 shorter in length and wheelbase, but wider in breadth than X1. At the same time it is also taller and heavier (base spec to base spec).

Up back, and arguably where it counts, the Q3 offers a 781mm loading height and 460-litres of cargo capacity with seats in place (and to window height). The width of the cargo bay is 1070mm, and under the floor, a useful series of storage compartments makes the most of the space afforded by the space saver spare tyre.

Using the 60:40 splitfold rear seats this car be extended to 1365-litres (40 and 15-litres more than X1 respectively). Q3 also offers the rather nifty convenience of a fold-flat front passenger seat, ideal for loading the surfboard.

The Q3 can tow up to 2000kg (braked), depending on model variant. European variants feature a stowaway tow bar arrangement that folds behind the bumper when not in use. It is activated by a small level in the left-hand side of the cargo compartment.

With seating for five across two rows, Audi’s clever interior packaging ensure that at least four of the five passengers will travel in comfort. Front seat accommodation is generous, the cabin feeling larger than its external dimensions would have you believe. In the back seat, two adults or three children will find the space to be more than adequate.

Built in Spain, in the domestic German market the Q3 is on sale from just 29,990 Euros.

As we mentioned earlier, lane departure and blind spot systems are also available optionally.

With all of the above, a rigid body structure, anti-whiplash headrests, three-point seatbelts all-round (the front with load limiters and pyrotechnic pretensioners) plus high-visibility head and tail lamps, Q3 is a shoe-in for a five-star EuroNCAP safety rating once tested.

COMPETITORS
>>Baby boom times ahead
As we touched on earlier, the small prestige SUV segment is one of rapid proliferation.

With the likes of BMW’s recently released X1 and upcoming Range Rover Evoque drawing unprecedented interest (Land Rover taking hundreds of orders even before their SUV hits Aussie soil), any decision for Audi to not compete toe-to-toe would have been counter-intuitive.

And it seems Audi isn’t the only one paying attention. At the recent Australian International Motor Show (AIMS) in Melbourne, British heavyweight Jaguar expressed its own intentions to move into the popular segment and Mercedes-Benz is also keen to cash in on the rush with a sub-GLK-Class contender.

Prestige makes aren’t the only ones on the baby crossover band wagon, either. Mazda will soon launch its CX-5 compact SUV (based on the Minagi concept, Mitsubishi’s “city-sized” ASX and Nissan Dualis newcomers also reporting strong sales, among others.

Perhaps all too aware of the inroads its direct competitor (BMW) is making Down Under, Audi says its Q3 will be priced to be “very competitively” with X1 when it goes on sale here in 2012.

The result makes the step up to the 130TDI hard to justify, though automatic buyers will not be disappointed here.

Of the petrol units, the 125TFSI engine is sufficiently powerful, even if it lacks the torque of its diesel siblings -- a noticeable drawback in the hilly backcountry surrounding our launch location. Up-spec, the 155TFSI is a smooth performer with brisk acceleration both from rest and in between speedometer increments. It is easily the pick of the litter for those with sporting aspirations.

Perhaps by way of tuning, or as a result of the revisions made to the new-generation 2.0-litre diesel, Q3’s petrol models are noisier under acceleration, an unusual role reversal. And, as all models are now standard with idle stop-start, buyers will notice a pleasing absence of the “shudder” usually experience as the petrol engine re-ignites.

In manual models, the gearshift is light but properly precise. Automatic models (automated twin-clutch) are millimetre perfect, at no point caught napping by the need to “think” its next move. Audi’s fuel-saving open clutch coasting (free wheel) function, new to “Efficiency” mode on automatic models, can feel a little unsettling at times, the system taking considerable throttle input to re-engage when descending hills.

Q3’s ride handling compromise feels well adapted to the billiard-table-smooth roads encountered on our test loop, the occasional pothole absorbed with little fuss. Point the car at a corner and, at normal road speeds, the handling is sufficiently grippy. Push a little harder and the front end will start to push (understeer) much to the protest of Audi’s quick-thinking electronic front differential.

Steering response, too, is vastly improved from previous electro-mechanical examples. Despite significant assistance levels, Q3’s wheel presents sufficient road feel, and presents none of that “artificial” feeling usually associated such set-ups.

As the international drive loop offered no offroad component, we’re can’t offer an opinion of Q3’s dirt track prospects.