Hatchbacks can be sports-sedans, too
If there’s one body style that best exemplifies the difference in tastes between North Americans and Europeans, the luxury hatchback is it. And as an example, we offer the Audi A3.
North Americans look at the car and say, “Why would you want a hatchback, if you’re going to buy a luxury car?” Europeans look at it and say, “You’re driving a really nice Audi!”
These were actual comments over the course of our test period.
For decades, Europeans have embraced the hatchback body style in just about any size (the Saab 9000, the Mercedes-Benz A-Class, the Mazda 121, among many), while North Americans have constantly vacillated between sedans, minivans, coupes and sport-utes.
Outside of its European competition (Mercedes B-Class and the Volkswagen GTI), there is really no equivalent to the Audi A3 on our roads. Lexus experimented with an IS 300 SportCross, but abandoned it with the second generation.
The neat part of the five-door design is that you get the passenger friendliness of a sedan combined with the cargo versatility of a wagon. Granted the utility of the A3 would not be as good as that of larger wagon or SUV, but it’s considerably better than that of, say, a Mini Cooper.
The rear seats are quick and easy to go down with one hand (in order to make room for longer cargo items) and there is also a lockable pass-through behind the rear armrest (for carrying skis without losing passenger space). The seats don’t go down flat and the larger part of the 60/40 split is a bit harder to put up with one hand. The armrest also holds a first-aid kit.
Legroom is not abundant anywhere in the cabin, but you can make it acceptable for all by adjusting the front seats accordingly. (Due to the cut of the centre console and dash, there is plenty of foot room if you can get beyond how close your knees are to the dash.)
The driver’s office is tight all around and all the buttons makes it a bit confusing at first blush, but all controls fall close to hand and it all works really well once you get used to it. The joystick-like control centre is not self-explanatory, but makes sense once it’s learned, though I don’t know why companies that want to go the “one-button-does-all” approach don’t employ a touch-screen.
But if the A3 is not quite up to space, it certainly is up to image — it is a sure-footed car with predictable handling. The steering is nicely weighted and direct, and the stance remains stable when the driver decides to push it to its limits. The seats are comfortable to sit in and support occupants very well laterally during handling exercises. Manual controls are small and scarce, so power controls are preferred.
Ride is European in nature, which means it may be a tad firm for some tastes and does create a bit of pitch to and fro over moderate humps, such as speed bumps, when the cabin is empty. Broken pavement, however, is more heard than it is felt.
Power seems sluggish off the line due to the Quattro all-wheel-drive system, but once the A3 winds up, there is plenty in the tank for passing. Our test car featured the 3.2 V6, which weighs the car down by 150 kg over the 2.0 turbo four, further accentuating sluggishness. It only comes with a Tiptronic six-speed automatic (which adds another 30 kg from the standard manual-six available with the turbo).
The 3.2 creates peak torque at 2,800 rpm, which is a reasonable point for passing but not for launch — hence the sluggishness at startup, which is not present when you need to pass. The all-wheel drive ensures good footing over all surfaces and under all loads, so it helps you come rain, shine or snow.
The Tiptronic was the first sequentially shiftable automatic and it’s still the best. In the A3, it features steering wheel paddle shifters that work even when the transmission is in automatic mode. The result is instant control of gears without having to reach for the centre-mounted lever. When the car comes to a stop, it all defaults back to fully automatic mode.
Purists will pipe in that if you want manual control of your car, you should purchase a manual transmission, but there is no denying that it’s considerably easier to drive in the city (where you don’t want to constantly be changing gears) as well as on country switchbacks (where it’s so much fun to get the most of your car by playing with the gears).
And that really sums up the A3 quite nicely — it’s a lot of fun to drive and you can load it up with family and stuff when you need to. And, it is endowed with the tools to handle each task reasonably well.
Fact File
2007 Audi A3 3.2 Quattro
MSRP, before tax: $53,240
Configuration: front engine/all-wheel drive
Engine/Transmission: 3.2L V6/6-speed auto with sequential shift
Horsepower: 250 @ 6,300 rpm
Torque: 236 lb.-ft. @ 2,800 rpm
Options: Navigation system ($4,000); technology package ($1,800) includes adaptive bi-xenon headlights, rain-sensing wipers, auto-dimming mirrors and Bluetooth connectivity; dual sunroofs ($1,500); ski sack ($250).
Freight: $800
Fuel required: 55 litres, premium
EnerGuide fuel ratings (L/100 km): 11.3 city; 8.0 hwy.
Observed fuel economy (L/100 km): 9.0 combined over 958 km
Warranty: 4 years/80,000 km
Competition: Mercedes B-Class, Volkswagen GTI
Strengths: Surefootedness, agility, shift manipulation
Weaknesses: Sluggishness, tight interior, confusing switchgear
MSRP range: $33,800 - $45,690
Engines available: 2.0L turbo I4 (200 hp/207 lb.-ft.), 3.2 V6 (250/236)
Transmissions available: 6-spd manual; 6-spd auto with sequential shift
Latest News
-
1.
-
2.
-
3.
-
4.
-
5.
-
6.
-
7.
-
8.
-
9.
-
10.