 Few
car makers know platform sharing better than Volkswagen group. It
created
the world’s largest volume platform, shared by Golf IV, Bora / Jetta,
Beetle,
Audi A3, TT, Seat Toledo / Leon and Skoda Octavia, with a production
volume
exceeding 1.5 million cars a year. Among these cars, Audi A3 was the
first
to be launched. It differed from its sister cars by price (highest),
quality
(also highest) and driving manner (sportiest). These qualities earned
it
875,000 sales from 1996 to 2003. Impressive for a niche model.
Unsurprisingly, the second generation A3 from 2003 is derived from the group’s new generation A5 platform, or more commonly known as "Golf V platform". Like last time, it beat Golf to make its debut, but it is not the first product of the new platform - that is Volkswagen Touran mini-MPV. The Golf V platform is much more sophisticated than the Golf IV. The most significant improvement is the adoption of a fully independent 4-link rear suspension in place of the long-serving semi-independent torsion-beam axle. It is mounted on a sub-frame to isolate noise, vibration and harshness from the road. Obviously, the change is triggered by Ford Focus, whose revolutionary control-blade suspension enjoyed overwhelming appreciation from the world. The new Golf V platform also sees the use of 6-speed manual gearbox as standard and the excellent DSG double-clutch automated manual gearbox (from Audi TT 3.2) in top models. Besides, a new electro-hydraulic speed-sensitive power steering is adopted.
In contrast to the nose, the hatchback is totally featureless. If I cover the 4-ring logo, you won’t be able to tell whether it is an Audi, a Volkswagen or a Skoda. The new A3 is a little larger than its predecessor - 65mm longer in wheelbase, for example. But I suspect the new Golf will be even bigger and more spacious to please mainstream buyers. To Audi, selling point is quality and sporty character. And I can tell you one of them is accomplished while another is not so successful.
With a 2578mm wheelbase, A3 offers sufficient room for 4 people. Rear passengers enjoy noticeably more room than Alfa 147 and BMW 3 Compact, but not necessarily a typical mainstream hatchback. There are many new family hatches having 2600mm-plus wheelbase and 1500mm height (A3 is just 1421mm tall), so you won’t buy A3 for its sheer ability to swallow people and luggage. With the high-quality content, A3 is about 50-100kg heavier than a regular family hatch. Therefore, the base model’s 102hp 1.6-litre 8V engine feels weak. The old 105hp 8-valve 1.9TDI engine is also unattractive. Most buyers will choose either the 150hp 2.0 FSI direct-injection petrol engine (from A4) or the new 140hp 2.0 TDI 16V with VTG (variable geometry turbine) turbocharger. Performance seekers with deep pocket will definitely choose the 241hp 3.2 V6 (from Golf R32 etc.) mated with DSG 6-speed double-clutch gearbox and Haldex 4-wheel-drive. This model will top 152mph and finish 0-60mph in 6.4 second, but it is not the flagship model yet - Audi is yet to release details of the forthcoming S3. But let us concentrate on the best selling 2.0 FSI and 2.0 TDI. Although the petrol engine offers 10 more horsepower, real world performance is by all means inferior to the diesel engine. As in the A4, the 2.0 FSI has a heavy flywheel effect and it produces a coarse and noisy engine note at the upper rev range. Pushing the 1275kg body, it is also not brisk enough to match the sporty image of Audi. On paper, the 2.0 TDI takes 0.4 more second to reach 60mph, but its 236 lbft of torque gives it so much advantage at regular driving and overtaking. Its 51.4mpg consumption is also better than the FSI’s 40.9mpg - itself is already remarkable. However, Volkswagen’s pump-injection technology still can’t match the latest common-rail injection technology in terms of refinement, as measured by noise level and the vibration at start up. In short, both the most popular petrol and diesel engines lack mechanical refinement to match the high quality packaging. Now, you drive a A3 2.0 FSI or 2.0 TDI on motorway. Facing a beautiful dashboard and a high quality environment, you discover that the cabin is well insulated from noise despite of that annoying engine note. The electric power steering firms up at speed flawlessly to raise your confidence. Damping is very good on motorway, filtering out bumps effectively. Gearshift is positive. Brake is strong. You think, ‘this is a truly premium car ! it is worth the extra money.’ The end of the motorway is the entrance of a mountain road, then the scene is changed dramatically. You discover the well-weighted steering actually lacks feel, or ridiculously, not lack of artificial feel. Strangely, Audi has already cured this old problem in the A4 and A8, why not the new A3? because it uses pure electric power steering instead of the bigger cars' electro-hydraulic steering. The former is cheaper, of course. Push harder in corners, the A3 gives up its neutrality to mild understeer. This sounds good, but unfortunately it comes earlier than you would expect from a driver’s car. It neither corners as fast nor inspires its driver as much as BMW 3 Compact or Mercedes C-class Sports Coupe. Sadly, its handling characteristic is more like a European Toyota Corolla. We would like it to have harder suspension setup, but then Audi fears that would have driven customers away. In the same situation, Alfa Romeo would have given up those "warm hatch buyers" and concentrated on building up a sporty image only real enthusiasts will appreciate. But that is NOT
an excuse.
I don’t understand why the expensive A3 cannot match the completeness
of
a bread-and-butter Ford Focus. The latter has real steering feel,
inspiring
handling characteristic yet ride smoother than the A3, especially when
dealing with low-speed bumps. If A3 foresee how the Golf V will drive
like,
then I should express my great disappointment. It should have better
dynamics. |
| The above report was last updated on 5 July 2003. All Rights Reserved. |
While
the chassis is undoubtedly better, the same cannot be said to the
exterior
styling. The new A3 has a more conventional, angular-looking body, more
like a Volkswagen than an Audi. It lacks the smooth-flowing design
theme
of A4, A6 and A8, confusing us whether it comes from the same
bloodline.
Drag coefficient is increased to 0.32 as a result. The nose is heavy on
details. You must praise the elegant finishing of the jewel-effect
lights,
the chromed double grilles and the carefully-shaped brake-cooling
intakes.
You must appreciate how narrow assembly gaps are and how accurately the
bonnet fit onto the top of the grille and headlamps. But you might not
like the way the lower and upper grille reassembling a single square
grille.
You had better to, because this will be the new corporate grille for
all
future Audis. 
Audi’s
cabin is really in a class of its own. Even in this relatively cheap
model,
the dashboard, seats and trimming still deliver visual appeal
unrivalled
by others, BMW 3-series Compact included. Not only it employs top
quality
plastics and switches, not only it provides first class fit and finish,
but its style looks elegant, thanks to the four circular air vents
coming
from A4 Cabriolet. Alfa Romeo 147 still beats it in design, but Audi
wins
in quality. 
When
Audi equipped its new 3.2-litre narrow angle V6 and DSG double-clutch
6-speed
gearbox into the TT, we predicted one day the same combo would be used
in the new S3. Unfortunately, we were wrong. Wrong because this car is
not the S3, but the A3 ! yes, Audi surprised us by introducing the
250hp
V6 into the top-of-the-range A3 3.2 instead of the S3, leaving us
wondering
how powerful the new S3 will be. If you remember, the outgoing S3 had
only
225hp on tap.
Audi
prefers to call its 5-door A3 as "Sportback". With a rear overhang
extension
of 68mm, the A3 Sportback not only carries more luggage (370 litres in
total), but its exterior design also looks halfway between a hatch and
an estate. Moreover, compare with the3-door A3 it looks more
substantial
and upmarket, more like an A4 Avant. Sportback is definitely a more
convincing
package than the 3-door.
Before
buying the new S3, you had better to think twice. For £27,000,
you have plenty of choices. BMW 130i and Mercedes C350 Sports Coupe
provide similar combination of power and premium quality. Mitsubishi
Lancer Evo MR and Subaru Impreza STi trades quality for superior
performance. Opel Astra OPC offers bags of brutal fun and, may I say, a
more attractive look at only £19,000. Lastly but not least, the
duo from sister brand Volkswagen, Golf GTI and R32, smells at least as
desirable as the Audi but ask for only £20,000 and £24,000
respectively. In particular, Golf R32 has been our favourite premium
hot hatch since last year. 
R32 also has a delicious V6
engine - like the premium rivals from BMW and Mercedes. In terms of
image, this is unquestionably a strong advantage over the 2.0 TFSI
engine of S3, which is a development from Golf GTI's unit. V6 or turbo
four, this must be a headache to Audi. On the one hand, a naturally
aspirated V6 should be smoother, more linear and more responsive in its
running, not to mention the more delicious sound it produces. On the
other hand, turbo four guarantees lighter weight at the nose hence
better chassis balance. It weighs 152kg, lighter than a comparable V6
by 20kg. Most important, at the moment Audi does not have a V6 powerful
enough for use in S3. The regular A3 3.2 Quattro already has the R32's
250hp 3.2 VR6. The 280hp 3.6 VR6 of Passat is considered to be too
heavy for the job (especially because it has cast iron block). Were
Ferdinand Piech still in charge of Audi, he might have ordered the
development of a turbocharged inline-5 engine base on the 2.0 TFSI as a
solution. However, today Audi decided to do the job in the easiest way
- increase turbo boost. 
By using bigger turbo and
intercooler, the turbocharging system can boost 1.2 bar of pressure
into combustion chambers. By using stronger block, pistons and
con-rods, the engine can withstand 258 lbft of torque generated between
2500 and 5000 rpm. By casting the cylinder head with a better alloy,
the engine can resist the heat generated by 265 horsepower at 6000 rpm,
some 25 horses more than the figure already achieved by Seat Leon Cupra
R. In other words, this is (for the time being) the ultimate version of
Volkswagen group's 2.0 TFSI engine.
Although it is only 15hp more
powerful than Golf R32 / A3 3.2 Quattro, on the road the S3 feels far
more brutal. Its big turbo engine loses the superbly smooth and linear
manner of Golf GTI. There is some turbo lag at low rev, if not as
severe as old-school turbocharged engines. Once the needle went pass
2500 rpm, the engine starts pulling vigorously and the S3 turns into a
wild beast. Here, dominating the acceleration is not the horsepower,
but the tremendous mid-range torque which is not present in R32. The
torque is so rich that you don't need to work much on the short-throw,
slick-shifting 6-speed manual gearbox. The S3 is also 55 kilograms
lighter than R32, no wonder it dares to claim 0-60 mph in 5.4 seconds,
a decisive 0.6 seconds quicker than the Volkswagen. It is also one of
the few hot hatches capable of reaching the voluntarily regulated 155
mph.
In
contrast to the engine, the chassis of S3 is every bit you would expect
for a quality hot hatch. Despite of the explosive power, the
4-wheel-drive system copes with ease. The grip, roll resistance and
braking are all first rate. The suspensions run 25mm less ride height
than the regular A3, but the combination of fine damping and more use
of aluminum components in the front suspensions (such as wishbones and
pivot bearings) help maintaining a livable ride. 
