Consider: Whereas the swept volume in the Audi A3 is just 10% higher than that of the 1.8T, the torque has risen by 20% to 207 lb-ft (280Nm), lending the engine marvellous flexibility. Audi test numbers show that in fourth gear the midrange spurt from 60 to 120 km/h takes just 5.4 sec. compared to the 1.8T's time of 6.8 sec. As impressively, immediately after the throttle is opened, the 2.0 TFSI pumps out around 15% more engine torque than the 1.8T, and torque rises to its peak much more rapidly-in just half the time. Audi also cites a top speed of 236 km/h (147 mph).
Gearbox selection for the Sportback is without parallel in both choice and quality. Standard-and at introduction the only gearbox choice-is a super-slick six-speed manual, its action a perfect partner to the precision feel craved by pedal dancers. The second, but by no means inferior, choice will be Audi's super-trick DSG (Direct Shift Gearbox), which takes clutch-pedal-free gearchanges into an entirely new realm of amazing. We've covered it extensively in these pages and will sum up our experiences with it in two words: The Best.
The swiftness of choosing a gear with either the DSG or the manual is more than matched by the car's quickness on its feet. Surefooted agility, even with only the two front wheels driving the car, comes easily to the handling equation, thanks in large measure to a new four-link rear suspension. Not only did I rip around the winding roads above France's Cote d'Azur with the confidence of a Lance Armstrong storming the Alps, I enjoyed a luxuriously smooth ride coasting my way back to the coast on the autoroute.
Compactness, low weight and superior handling are all expected benefits of such an arrangement. Using multiple links achieves a functional separation of longitudinal and transverse forces, delivering exceptional lateral rigidity for better handling (and a safer car) and relatively soft lengthwise control to improve ride comfort.
The geometry consists of a wheel carrier with a wheel bearing unit, two lower wishbones (spring link and tie rod), one upper wishbone and a trailing arm. The three wishbones are connected to the body by a subframe, made of extra-strong steel tubes and plates, which is bolted to the body to form a complete unit-to save weight while also strengthening the rear of the platform. (When the quattro appears, the rear axle subframe also will serve to accommodate the final drive and will be made of aluminum for further weight savings.)
The springs and twin-tube gas-filled shock absorbers are mounted separately, the shock outside the spring, allowing the shocks to be fitted close to the wheels for additional cargo room. An anti-roll bar, mounted on extra-firm rubber/metal mounts, is standard.
The front suspension is a MacPherson-type design with triangular lower wishbones. Here, the subframe is bolted to the forward structure, and the anti-roll bar is mounted directly on the spring strut for quicker, more dynamic responses to road conditions. This also allows a smaller anti-roll bar, reducing front suspension weight by 1.6kg.
The front wishbone mount is extra firm for enhanced lateral control, while the rear wishbone mount, in contrast, was engineered with non-linear characteristics, assuring good ride comfort under minor loads and controlled self-steering dynamics as forces increase.
The newness of the A3 even extends into the steering box, which is now electromagnetically adjusted in response to steering wheel angle and vehicle speed. Servotronic(r) steering is found in many cars, but it's ultimate feel all comes down to the fine-tuning, the software which determines the levels of assistance. The A3's steering was hardly imprecise during my admittedly short period of familiarization, but it felt more dampened that I'd like from center point to full lock and back. It was the only area I could criticize as a compromise to the A3's otherwise unflagging sportiness.
At one point, I weaved the A3 through the tight streets of Monte Carlo, replaying the many car chases through the principality that have made cinematic history. I-and my passenger-appreciated the four-wheel disc brake system peeking through the standard 16-in. alloys, which offered no surprises, a very good thing with brakes. Even later, over the tortuous terrain of the Col Turini, they showed no sign of fading, and the ABS seemed to be very forgiving of me during the odd late-braking corner.
For the first time this system features a dual-rate servo, which amplifies brake force when it senses the driver's right-footed call for for emergency stopping power. The latest-generation Electronic Stabilization Program guides the inept through the vagaries of life's roads with astonishing computer power. Its overall function incorporates the ABS, EBD (electronic brake-force distribution), ASR (traction control system), MSR (engine drag torque control system), EDL (electronic differential lock), hydraulic brake assist and the ESBS (extended stability braking system).
All that acronymic mumbo-jumbo translates into, for its class and price, a unique driving experience.
But, Is That Enough?Audi didn't think it was, and so it committed the same energy to the entirety of the A3 project as it does to its luxury liners. From panel fitment to lustrous paint, from immaculate stitching throughout the inviting interior to the newly developed Open Sky dual sunroof system, the A3 exudes exquisite sensibilities in design and use of materials. In other words, Audi business as usual.
I met a few of the A3's staff of designers-including chief designer Garry Telaak and interior designer Helyn Latham-poolside at the Monte Carlo Beach Club. Though an obvious marketing department fantasy feast, the setting was hardly empty of a serious message. Within the whirlwind of hype was a substantial statement of force: Audi has muscle and the strength to flex them in daring new directions.
There's no guarantee that a car which draws envious stares on the streets of Monte Carlo will do well where Monte Carlo is just a Chevrolet, but I've found that people all over the world tend to admire quality wherever it's found. I suspect the A3 will just as magnetically attract eyes on Woodward Ave., in South Beach or along PCH.