2009 Audi A3 Driving Impressions

Audi’s entry level car in America is the popular A3, which is essentially Audi’s GTI. After all, it uses the same PQ35 chassis platform, virtually the same engine, the same suspension configuration, a similar transmission, the same brakes, etc. Audi’s A3 is just one step more upscale, that’s all. Is it worth the extra dosh?

There are loads of luxury features you can stuff into your A3. Full leather, an awesome dual-panel sunroof, Bluetooth, automatic climate control, Navigation, and a Sport package is all on offer. The standard engine is 2.0L 4-cylinder turbo with a 3.2L six optional. Audi's AWD Quattro system is also available. If you keep checking option boxes, you can quickly turn a $27,700 base model into a $41,000 full boat technology cruiser.

The car tested in this review is a 2009 A3 Premium Plus, with the 2.0T FSI turbo 4-cylinder, S-Tronic DSG automatic transmission, and front wheel drive. It has leather, a dual panel sunroof and Bluetooth as the major options.

The 2.0 TFSI turbocharged 4-cylinder is one of the best engines on the planet. Initially offered in the A4 and then available in the A3, it’s a marvel of power, drivability and refinement. Its technical specs aren’t alien technology, sporting a simple iron block, 4-valve aluminum head, variable valve timing and a small displacement Borg-Warner turbocharger. OK so the Borg-Warner turbo has some tricks, it's a K03 unit which has the exhaust manifold integrated with the turbo housing itself. The result is reduced turbo lag and better long term reliability due to the elimination of the manifold to turbo junction. The engine is itself is sizably under-square with an 82.5mm bore and 92.8mm stroke, which enhances low-end torque with those big 92.8 mm piston throws.

What this engine does have up its sleeve is direct fuel injection, which is perhaps the single biggest reason its excellent performance. With the ability to atomize fuel in unbelievably precise measurements, direct injection provides maximum power PLUS superb fuel economy. Warning to the shade-tree mechanics out there though; if you plan on doing your own repairs don’t forget that this system has fuel pressures in the thousands of psi…..enough to punch a hole in your finger if you’re not careful.

Anyway, the 2.0T's seemingly average paper figures of 200 bhp and 207 lb-ft. do not indicate what this engine is capable of. Much like a marble-sized chunk of plastic explosive or a few drops of Da Bomb hot sauce, this engine punches WAY over its weight. Personally I wonder if it's underrated from the factory. Independent dyno tests say no, but it sure feels like it. The 2.0T FSI has power just about everywhere; even in 6th gear at under 2500rpm it will whoosh you forward on a fat gust of torque. This engine is so responsive with such a wide powerband, its flexibility is simply marvelous. It even pulls its more substantial (meaning lardy) cousin the A4 around with conviction.

On the road you feel the boost feed in at a low 2,000 rpm. It rises gradually, then fattens up at about 3,400 rpm. Once you pass 4,000 rpm the engine transitions into a harder, angrier tone and it holds that nice snarl right up to a redline of 7,000. Only at @ 6,500 rpm does the power show a bit of a leveling off, but by that time it sounds so good and you’re accelerating at such a pace that zinging it to redline and grabbing the next gear is a natural progression.

This test car is fitted with Audi’s much heralded twin-clutch, S-Tronic 6-speed automatic gearbox. Essentially an automated manual, it features very quick shifts, rev-matching, the obligatory steering-wheel mounted shifter paddles and a fully automatic mode.

In automatic mode, where the lion’s share of driving will be done, it operates much like a conventional torque converter automatic….with a few distinct differences. First of all, it doesn’t have a high stall speed, nor any mushy tip-in throttle action. Moving off from rest at light throttle it starts in 1st gear and immediately trickles you into 2nd . Then it rapidly clicks off shifts into 3rd, 4th, and 5th. Soon you’re serenely motoring along in 6th gear at 45 mph, the engine humming along giving you maximum fuel economy. Shifts are just about imperceptible, meaning your best clue to registering an upshift is to listen for it, not feel it.

In city driving the transmission generally works well, with a few notable quirks. As mentioned, shifts are smooth and quick, and the car always seems to be in the right gear. When you slow for stoplights and whatnot,  the gearbox cycles down through the gears one at a time. A nice feature on paper, but it  results in mild head bobbing as you slow down through each successive gear. When your pace gets more spirited, the DSG does oblige you with good programming and quick reactions. For example; when motoring along at 70mph in 6th gear, you floor the throttle and snap! There’s 3rd gear. None of the 'pause-and-wait' you get with some torque converter automatics, the DSG goes directly to third gear and slings you down the road. Gear ratios are well spaced for the 2.0 TFSI engine, and the steering wheel shifter paddles have a nice substantial feel. The paddles even work when the gearlever is in automatic mode; tap the downshift paddle and it will select the next gear down.

The steering setup is rack and pinion with speed-sensitive electronic power assist. Electronic assist has the advantage of eliminating a lot of the heavy hardware and fluids required by a hydraulic system, as well as eliminating power loss from driving a hydraulic pump. Complaints of over-boosted Audi power steering systems seem to have been at least partially addressed here, as there is a meaty feel to the A3’s setup and it generally has more road feedback than other Audis.

Suspension is a tried and true MacPherson strut spring-shock setup up front, with a tubular anti-roll bar all riding on an aluminum subframe. Rear suspension is an independent 4-link setup, with separate spring and shock assemblies (instead of strut or coil-over type) and an anti-roll bar. The rear suspension is a nicely compact setup, which minimizes intrusion into the cargo area. Wheels are cast aluminum 17 x 7.5 inchers with 225/45R17 tires.

There is a Sport suspension option as well, which swaps in stiffer springs, recalibrated shocks, and cast aluminum 18 x 8.0 in. wheels. Tire size goes to 225/40R18.

Brakes are large for a car this size, the front discs are a fat 312 x 25 mm (12.3 x 1.0 in.), and the rears are 286 x 12 mm (11.3 x 0.5 in.). Large single piston calipers front and rear are entirely capable of hauling the car down from speed, and they’re helped by ABS and Electronic Brakeforce Distribution. The brakes even have a “disc-wiping” feature that periodically applies the pads to the discs to wipe off any debris or moisture that may have collected on them. This action is imperceptible to the driver, and does not result in any measurable braking action.

The A3's interior is nicely appointed if a bit austere. The gauges are logically laid out and easy to read. Everything is where it should be; Audi didn’t get overly creative with control placement which is a welcome relief.

The interior trim might come across as a spartan to some, but at least the quality of the materials is good, with supple textures. There is an appreciable absence of hard shiny plastics, although Audi’s incredibly scratchable fake aluminum trim makes another unwelcome appearance. Was this stuff designed that way? Regardless, its ridiculously un-durable....it seems anything sharper than the edge of a warm marshmellow will leave scratches or marks.

Controls and steering wheel are standard Audi, and will be familiar to anyone who owns an A4 or A6. The driving position is highly adjustable, making for relaxed cruising once you dial in your settings. There is an armrest in-between the front seats, which provides a useful cubby for storing random junk. Strangely, as in the A4, it restricts access to the parking brake handle. A quick check of the Audi UK site reveals the reason for this; the armrest isn’t standard equipment in Europe, it’s an option. Thus, the car was designed to have the parking brake where it is. If you want a center armrest, it’s up to you to contort around it to find the e-brake.

There is very good headroom, even for a Shaquille O’Neal torso guy like me. The A3 has a neat two panel sunroof as an option. The front panel either tilts or slides back, the second panel is fixed. They both have pull covers made from a see-thru mesh fabric; something I thought would have poor glare reduction but actually works quite well. The hatchback provides a predictably great utility factor. It has a nicely sized trunk space but when you flop the rear seats down you can really fill it up with all your weekend junk.

The HVAC controls are in standard Audi configuration, meaning generally well laid out but a quick tour through the owner’s manual is necessary to make the most of them. What cannot be made the most of is the air conditioning. In hot climates, the A/C just isn’t up to snuff. In the 100 degree heat of central California I discovered that it can take FOREVER for the cabin to cool down to a reasonable temperature. Employing all the standard tricks like setting the temperature to Lo and using the re-circulate button only results in moderate gains. Upon further analysis, it appears that the HVAC control circuitry aggressively turns off the compressor during acceleration. Even accelerating at half throttle can click it off, sending a wash of warm air through the vents until it clicks back on. The strategy here is to drive very gently as the air cools down the car, waiting for a good cabin temperature before getting more aggressive with the throttle. That's a pretty silly workaround for a $30,000 car, but it does mitigate the problem.

The seats are comfortable and supportive, although the fiddily and cumbersome passenger-side seatback rotation dial is straight out of a 1983 GTI. Rear seats are reasonably comfortable, with an upright seating position. There is adequate, if not voluminous legroom in the rear. This is a hatchback after all, so if you need Mercedes S-class sized rear seat room for grammy you should look elsewhere. A rising bodyline results in rear windows that are smaller than the fronts, but they still provide ample room for a snuffling Labrador to stick its head out into the wind.

THE DRIVE -

This A3 is the type of car I like to call “surprise fast”. It handles well. The gearbox has really quick responses. The engine is stronger than you’d think. Add it all up and it is more than the sum of its parts. Drive it skillfully and you’ll give faster cars a serious sweat. The A3’s handling balance is very nicely engineered. It transitions beautifully; side to side, on and off the brakes, powering out of bends. Its one of those front wheel drive chassis that really does feel like it is rear wheel drive. In the past I thought that kind of statement was lip-service writing by over-enthusiastic reviewers (see Integra Type-R reviews), but now I get it. The A3 transfers its weight in such a way that it feels like a front-to-rear drivetrain pushing the center of gravity back onto the rear tires and propelling it out of bends. Interesting and compelling.

Of course, all you have to do is clobber the throttle and un-stick the front tires to remind yourself that this car is a front-driver. Turn the traction control off and you will find the A3 is an enthusiastic wheelspinner in slow bends, as there is no limited slip differential on offer. Traction control is the sole line of defense here, which I suppose is fair enough considering this car’s intended owner audience.

Sorry about this next bit, but we need to talk about torque steer. I really wish I didn’t have to bring it up, but this engine-chassis combination gives you a serious hound-dog sniff on uneven pavement. Powering through corners or going straight ahead, its always lurking just under the surface, waiting to challenge you. Even at 70mph plus, floor the throttle on a bad road and you’ll get a pronounced side-to-side squiggle. I’d label it as it character except at lower speeds, where it becomes genuinely irritating. Perhaps some creative alignment settings could minimize it, but make no mistake; its there to be dealt with.

Naturally, the Quattro version would completely eliminate these wheel spin and torque-steer characteristics, and if you have the extra coin it would be an option well worth considering. As it stands with the front drive version, extra attention is required from the driver’s seat.

At a more sedate pace, everything is smooth and relaxing enough. At freeway speeds the car serenely motors along, affording the comfort you would expect. It’s an easy car to drive at a mellow pace, clearly showing the refinement that comes with the increased price-tag over the GTI. Despite its athleticism when pressing on, it's similar to the bigger A4 in the way that it likes being driven at a relaxed pace. The engine merrily purrs along, the transmission kisses off velvety shifts, and the ride isolates you from the bad pavement on your under-funded local streets.

Every car has its quirks I suppose, and the A3 is no different. It is inevitable really, when you put layer after layer after layer of electronic control into the engine, transmission, and stability systems you end up with some drivability holes that the engineers didn’t fully sort out.

In town, you must be delicate with the first third of throttle travel to keep your coffee in the cup. If you get abrupt with the throttle in this range you get some front to back surging. Additionally, moving off from low speeds often isn’t a linear proposition. There’s not a lot of middle ground between mild acceleration and big-time go. In many lower speed situations, instead of holding a higher gear and relying on the engine's torque, the transmission will downshift and POW! Off you go scrabbling for traction down the street. It’s a by-product of turbo power delivery, throttle mapping, and transmission programming that just doesn’t all quite gel together. The manual transmission version doesn’t suffer from this, nor does the V-6 DSG combination (as driven in a 2008 TT).

In short, the turbo engine/DSG transmission combo has some minor drivability wierdness in it, something potential buyers should take note of. Once you're underway and into 2nd gear though, things mellow out and the car gets nicely predictable. The ride is relatively tight and controlled, but not always smooth. There is some minor bump-thump noise from road imperfections, perhaps amplified by the hatchback configuration, but nothing intrusive. The A3 tracks well, has good visibility, has terrific grip and poise, and overall is just a really good drive.

The brakes are strong and a little more forgiving than typically over-boosted Audi brake systems. There is more give at the top of the pedal travel, which is welcome. Even so, jab the brake pedal a little too hard and you will get the inevitable bang of brake force through the chassis. Again, it is a mystery why Audis are configured this way; as mentioned in the A4 road test it doesn’t make the brakes any better, just more difficult to apply smoothly. Perplexing…..

Overall, the A3 is a winner. It’s got lots of great attributes and would be an easy recommendation to someone looking for an upscale sporty hatchback. It’s not cheap, but you do get a nice amount of kit for your money. Consider me a fan.

OWNERSHIP -

These cars are so new, there’s really not much data on their potential longevity. Audi has come a long way with build quality over the last 25 years, although as with any German car it's still best practice to budget for the factory extended warranty. There’s no denying the fact that German cars are expensive to fix, and the increasing complexity in vehicle design means there are simply more bits in there to go wrong. Consumer Reports predicts the A3 to be 20% less reliable than the average car, although one must remember that these types of scores can be dragged down by repeated minor ailments. One recent A3 recall regards the DSG transmission, in which an inadequately crimped sensor wire can result in falsely high transmission fluid temperature readings. This can cause the transmission to disengage the clutch, cutting drive to the wheels. Notice of this recall has recently gone out to affected A3 owners (late October, 2009).

Overall, Audi’s reliability record still seems to be slightly behind those of BMW and Mercedes-Benz. Audi is about mid-pack in the 2009 JD Power initial quality survey.

The best thing new (and used) owners can do is to perform the factory scheduled maintenance like clockwork and watch the Audi bulletin boards for any owner-reported problems. That second part is key, as there are always some totally obsessive owners that learn their cars upside-down and backwards. Their passion makes learning the ins and outs of your A3 easier for you.

UPGRADES -

Due to shared components with the VW GTI and the Audi A4, the aftermarket for the A3 was healthy right off the bat and continues to grow. There are numerous suspension upgrades available, as well as chassis braces. Some companies have performance clutches and limited-slip differentials on offer, plus methods for tweaking the Quattro drivetrain if your car is so equipped. Standard engine bolt-on items like exhausts and intakes are plentiful, as are engine management software upgrades. More and more companies are now coming out with full turbo replacement upgrades. One thing to note, owners with DSG transmissions should do their homework first; apparently the DSG’s computer doesn’t like big power hikes. Some transmission software upgrading is necessary to keep the drivetrain control computer from stepping in and curtailing the fun.

Engine software, electronics: Dahlback Racing, Revo Technik, PES, GIAC, APR Tuned, STaSIS, O.CT iPro, Evolution Motorsports, Altituned (Avalon Motorsports), Neuspeed , Okada Projects Plasma Direct coilpacks

Intake products: VF Engineering, KMD, ATP, Carbonio, Fujita, Neuspeed, Samco, AWE

Exhaust: Milltek, AWE, ATP, STaSIS, APR, 42 Draft Designs Greddy, Neuspeed, HJS catalytic converters

Turbo kits: KMD, ATP, APR, AWE, Factory K04, S3 kits
Blow-off, diverter valves: Forge, Revo, AWE
Intercoolers: AWE, APR
Camshafts: Schrick, KMD cam follower
Connecting rods: Integrated Engineering
Power pulleys: Neuspeed

Springs: StaSIS, Neuspeed, Vogtland, H&R, Eibach
Shocks: StaSIS, Vogtland, Koni, Bilstein
Coilovers: Bilstein PSS-10, KW, Vogtland, H&R, Koni
Anti-roll bars: Hotchkis, STaSIS, AST, H&R, APR, Autotech, Neuspeed
Wheel spacers: H&R
Strut/chassis braces: KMD, Eurosport, Stern

Clutch/Flywheel: South Bend
Limited Slip Differentials: StaSIS, Quaife, Peolquin, Wavetrac
Adjustable quattro control units: Haldex
Engine/Transmission mounts: VF, Stern, Neuspeed, Autotech
Short shifters: Neuspeed