By Christopher A. Sawyer
The Virtual Driver

(July 10, 2015) Is the Audi A3 sedan the real Car of the Year? I ask this question for the simple reason that you have to have unmitigated gall to charge this much ($34,95 base and $43,295 as-tested, both prices with destination added in) for a vehicle that is heavily based on the VW Golf, has such a small rear seat for something purporting to be a four-door sedan, and  can’t even put a stitch, button or plastic slide to prevent the seatbelt tang from sliding down when the belt is retracted. And yet…

By the second day I was beginning to succumb to the charms of this diminutive sedan. The fit and finish is the highest of any Audi product to-date; a point proven by the way the bright molding around the side windows frames it so perfectly.



Then there’s the intricacy of the interior air vents, nestled in a single-piece, soft-skin instrument panel with tight surface graining; a grain that is matched wherever you look. And it’s accentuated by a silver strip that runs along the seam separating the upper and lower instrument panel, and incorporates a bank of switches. Much of this is shared with the latest Audi TT — which is great for profitability — and exudes a level of elegance not normally found in a vehicle of this size.

The effect borders on intoxicating, and is heightened by interior trim that has the same finish, gloss and reflectivity as every other piece. This attention to detail sets Audi apart, and makes you feel like someone spent a lot of time getting the details right.

The standard three-spoke sport wheel is a chunky affair that provides a clear view to the instrument cluster, and a satisfyingly thick, leather-covered rim. From a slot located just above the twin center vents rises the navigation screen, though you also can lower it on those occasions when you know where you are going/aren’t listening to the audio system/just don’t want to look at it.

Below the ribbon of switches already mentioned sit controls for the climate control. Controls as in knobs and buttons. Real, tactile direct interfaces that let you adjust things to your liking without scrolling through numerous screens while trying to drive the car. What will they think of next? One thing might be a third cupholder slot to stow the insert designed to hold your telephone, etc. that currently takes up one of the two available slots. That’d be nice.

As it’s based on the same modular MQB structure as the VW Golf, you’d expect the A3 sedan to drive like its less expensive cousin and, to an extent, it does. The steering is light with excellent weighting and linear response. Turn-in is crisply muted, straddling the line between direct and nervous.  Ride motions are well controlled, and comfort is Germanic without being harsh.

The engineers let the wheels and body move, but keep their motions from getting out of control. High-amplitude, low-frequency impacts veer toward, but never quite reach, the point of harshness, are more heard than felt, and have little effect on the intended direction of travel. This is something of a revelation as Audi’s traditional ride/handling setup performs well at lower speeds, but deteriorates as the road surface degrades or speed increases. The A3 doesn’t seem to have this problem. Nor is its handling affected by this ride choice; the A3 hangs on well with a reassuring level of understeer that transitions into a more moderate form as the nose starts to run wide. Back off mid-corner and the nose tucks in, the tail steps out slightly, and the electronic stability control stands ready to clamp down should the party start to get out of hand.

Our test vehicle carried the VW Group’s latest 2.0-liter turbo diesel mated to a six-speed dual-clutch automatic. While clatter is noticeable at idle, the engine swiftly quietens as speed increases. Torque and fuel economy are this mill’s party tricks, and it fails to disappoint with 236 lb.-ft. available not far above idle, and an EPA mileage rating of 31 city/43 highway/36 combined. 0-60 mph takes a claimed 8.1 seconds (it feels quicker), and the 13.2-gallon fuel tank means buyers should be able to cover more than 500 miles per tank.

In reality, the numbers are better than the EPA states; a quirk of the system that overestimates hybrid mileage ratings while underestimating a diesel’s. It wasn’t difficult to get nearly 40 mph in a combined driving, and 46 mpg on the highway. That difference adds nearly 100 miles to a tank of gas at highway speed.

However, some may have difficulty with the dual-clutch automatic, especially if they have come out of a vehicle with a conventional automatic transmission. The dual-clutch works well in most situations, but can be a touch harsh in around-town driving. Unlike a conventional transmission’s ability to slur shifts, which is inefficient, the dual-clutch automatic moves from gear-to-gear quickly, grabbing the highest practical ratio as early as it can. It’s like having a master drive a manual transmission.

Some of those shifts, however, can be slightly harsh, especially if you change the throttle opening as the gearbox begins to change form one gear to another. It’s possible to dampen this by using the paddle shifters, but the more exciting way is to accelerate harder. The faster you go, the more seamless the dual-clutch automatic’s shifting becomes.

The Audi A3 sedan has a cocky younger brother’s swagger married to a sophisticate’s impeccable taste, and the combination is very appealing. It is a compact package best suited to a driver and front seat passenger, but with enough room to carry two more for a night on the town if everyone cooperates in terms of seating position.

The attention to detail and design mean the A3 sedan looks like a million bucks, while Audi pricing means it costs like that, too. Those looking for an entry point into the Audi lineup, those living in an urban environment, and those desiring a way to downsize without losing all they have gained are well-served by this car.

Plus, they have the bonus of a chassis that — because of its transverse powertrain — doesn’t have the level of understeer of those Audis with a traditional powertrain layout.

The Virtual Driver