AUDI A3

Compact Luxury Performance Sedan: Audi S3

December 9, 2016 by admin 3 Comments

This small luxury sedan is big on performance.

You won’t find a smaller sedan in the Audi lineup than the A3, an attainable entry-level model for this German luxury brand. The A3 is underpinned by the Volkswagen Group’s MQB (modular) platform, what also powers other Audi models, including the TT.

2017 Audi S3

Although the A3 may be a sufficient daily driver for some, an S3 variant simply changes everything. In Audi parlance, any model with an S replacing the expected “A” or “Q” is a sport performance model. This means the usual turbocharger simply isn’t enough.

Instead, Audi combines direct and port injection to boost performance to 292 horsepower and deliver 280 pound-feet of torque. Pair this engine with a dual-clutch transmission and make all-wheel drive standard, and you have a potent little number under your control.

More than that, the Audi S3 is simply a blast to drive!

Not Perfect, But What Model Is?

The S3 is not a perfect vehicle, and as with any performance model there are the usual detractors.

Notably, the back seat is abysmally small, useful for holding a car seat or two, but certainly not adult passengers — unless the driver is small and sits as far forward as possible. Further, some might object to all-wheel drive, preferring traditional rear-wheel drive and nothing else.

Please allow me to share this salient piece of information: you have to drive the S3 to fully appreciate it — this little sedan snarls, barks, and bites when it is unleashed.

Moreover, the S3 is surprisingly fast, even when you least expect it. Yes, Audi claims a 0-60 mph time of 4.7 seconds (6.6 seconds for the A3), but what you must also know is this performance sedan tends to go fast without much coaxing.

Indeed, more than once I found myself driving well above the speed limit with no effort or little thought. That I didn’t get pulled for a speeding ticket is amazing.

Small cars must be more difficult to design, especially for luxury manufacturers. With less sheet metal to work with, the many special design elements found in larger vehicles must be applied to a smaller frame. This doesn’t always work well either. For instance, the Lexus NX reflects the brand’s design language, but the spindle grille overwhelms the front fascia and the deep sculpting along the sides seems out of place.

For Audi, the A3/S3 presented a similar challenge, but the overall design is clean, smooth, and elegant. The sedan’s powerful front fascia is marked by a distinctive trapezoidal grille honed in by LED-accented headlights and sporty embrasures housing the fog lights.

The frontal presentation is sporty, even mean — see this sedan in your rear mirror and you’d quickly take notice.

A high beltline, sloping roofline, body sculpting, sport skirting, and fashionable alloy wheels mark the profile. From the back, you’ll find a raised rear deck, a trunk lip spoiler, wraparound combination lamps, and a diffuser amplified by quad exhaust tips.

Spartan as She Goes

Audi interiors are typically straightforward — big on practicality, including design and function, but not overwhelmed by clutter or gadgetry. Some brands place an emphasis on electronic interfaces, including the dashboard. Instead, Audi welcomes you with a dual analog display with a sizable digital display between the two. The layout is sensible and attractive.

All S3 models come with a leather-wrapped, flat-bottom steering wheel. You’ll also find two of the most comfortable bucket seats up front — the design is unusual and appears almost otherworldly. Round dials, metal pedals, door pockets, and a pop-up screen are among the other highlights present.

As the driver, you’ll find the seat comfortable, supportive, and the sightlines excellent. The interior is quiet and there’s really nothing more you can want, except perhaps an S6 if a six-cylinder engine and a roomier rear seat are important to you.

Technology and Safety

When it comes to technology, Audi is second to none. The MMI navigation plus system with voice control is included in the Prestige trim ($48,400) or can be had in a $3,000 technology package for the Premium trim ($42,900).

What’s great here is the screen emerges from the dashboard and features orange and white lettering on a black background — it is very easy on the eyes and not diminished by glare. The screen is managed by a dial located between the seats — props to Audi for the excellent Google maps and for including Apple CarPlay. You’ll also find a regular USB port present — the previous (and painful to figure out) cables are gone.

Standard equipment includes a 10-speaker Audi audio system, HD radio, satellite radio, an SD card slot, and Bluetooth. My test model was equipped with a Bang & Olufsen sound system with 14 speakers and 705 watts. This top-shelf package brings concert hall sound quality to the S3 cabin. Yes, it is that good.

On the safety front, the 2017 Audi A3 family is a Top Safety Pick recipient from the Insurance Institute for Highway Safety. You’ll find such safety features as active lane assist, rear cross traffic alert, crash preparation, adaptive cruise control, and a rearview camera with parking sensors.

On the Road

I’ve already teased you about the S3’s performance. The Audi Drive Select is the difference maker here, controlled by a switch on the lower console or through the center stack screen. Four settings are available — auto, comfort, dynamic, and individual.

Dynamic is where you want to be if you prefer to experience the ultimate in driving dynamics. This mode quickly transforms the S3 into a beast — the transmission shift points adjust, engine revs are held higher, and the exhaust system booms. Yes, it almost seems odd to hear a booming exhaust considering a turbo four is under the hood. The sound may or may not be artificial, but the note is pleasing to the ear.

Certainly, the Audi S3 has strong performance credentials. I mentioned how quickly and effortlessly it builds speed. But the fun begins when you’re aiming for your 0-60 mph time (and beyond) — this sedan is simply a hoot to drive.

Audi’s Quattro all-wheel drive system is nothing new. Introduced in a rally car in 1980, the system has expanded across the model line and gone through many permutations. A center differential is a focal point here, what detects when slip is apparent, connecting the two axles. Torque is sent where it is needed most and the split between front and rear axles can constantly change.

That Audi employs a lightweight, front-wheel drive platform to do this would not be especially remarkable apart from Quattro. Yes, Mercedes-Benz also does this with the AMG CLA45 and its 4Matic system (BMW employs xDrive), but time and experience are on Audi’s side.

Off-the-mark acceleration is excellent in the S3. But the true joy of driving is on twisty roads. You’ll quickly forget that this sedan has a front-wheel drive heritage as all four wheels do their job. Not once did I feel the S3 sliding to either side, nor did I have to apply the brakes as I took each turn.

The sedan sits low, hangs the curves with precision, and picks up speed immediately. Steering is light to the touch and precise — the sport-tuned suspension only enhances the experience. Turbo lag? It is barely noticeable and inconsequential.

Parting Thoughts

What you have with the Audi S3 is not simply a very good premium sedan. It is an outstanding conveyance, actually. As long as you don’t need the rear seat space, the S3 wins.

The S3’s price point is in line with its chief competitors — the BMW M235i (now M240) and the AMG CLA45. I’ve seen some reviewers compare this model to various offerings from Acura and Buick, but neither of the two provides all-wheel drive, so the point is missed.

If you’re seriously considering the Audi S3, go with the Prestige package to enjoy all the niceties this model has to offer. You can easily drive your final price above $50,000 if you choose certain “exclusive special paint colors,” but there are less costly options. Only the Brilliant Black and Vegas Yellow are standard — the optional paint schemes cost $575, $1,075 or $3,900. Choosing upgrades such as red brake calipers ($400), the black optic dynamic package ($2,000), or the S Sport seat package ($1,450) will move your final price above $56,000.

Lastly, if you decide for an S3, your Audi dealer may have to order one for you. They’re produced in such small numbers that the vehicle you want may be weeks from arriving.

Turbo PHEV: 2016 Audi A3 Sportback e-tron

March 16, 2016 by admin 2 Comments

Audi launches “e-tron,” its nascent line of hybrid electric vehicles.

The Audi A3 Sportback e-tron name is a mouthful. Once you get beyond the lengthy moniker for this unusual plug-in hybrid electric vehicle (PHEV), calling it “e-tron” or “A3 e-tron” seems entirely appropriate.

The “e-tron” designation is an Audi registered trademark, representing this brand’s electric and hybrid vehicle efforts, much in the same way Ford uses “Energi” to describe its own line of electrified vehicles. The 2016 Audi A3 Sportback e-tron is its initial offering and will be followed by other models.

That the e-tron arrived on the market the same year Audi’s diesel engines were put on hold due to parent Volkswagen’s emissions scandal seems fortuitous, although sales of this PHEV will certainly come in at a much lower rate than what the diesel models would have provided.

Nevertheless, Audi’s US sales continue to rise despite the EPA’s stop-sale order for its diesel engines. Indeed, customers have discovered that the marque’s family of gasoline-powered models are a sufficient substitute — lower fuel prices across the board has relieved consumers from pressure to find the most efficient cars too.

2016 Audi A3 Sportback e-tron

The 2016 Audi A3 Sportback e-tron has a familiar look — in essence, it is a compact five-door A3 outfitted with a turbocharged 1.4-liter, four-cylinder gas engine, an electric motor, and a battery pack.

That pack is located behind the second row seat and can be spotted by lifting the cover of the storage compartment where the spare tire normally resides. No spare tire is offered, but you will find an electric pump within a storage compartment wall on the driver’s side for handling standard flats.

If you ever have a blow out, you’ll need to call for roadside assistance and request a replacement tire. I’m “old school” when it comes to spares — please supply me with a traditional, full-size spare any day. Unfortunately, the e-tron’s storage compartment is already occupied.

The A3 e-tron is front-wheel drive only — no quattro all-wheel drive is offered. At first, I didn’t miss the balanced handling all-wheel drive offers until I navigated one of my favorite curvilineal roads. By then, the sheer heaviness of this 3,616-pound compact became evident, a model coming in more than 400 pounds heavier than the sedan. That extra poundage serves to do two things: increase torque steer and hold back on power. More about “the drive” later.

Turbo-Enhanced PHEV

In any case, the A3 e-tron is an innovative vehicle, a PHEV with a turbocharged gasoline engine. Displacing at just 1.4 liters, this very same aluminum-based forced-induction engine is also now found in the Volkswagen Jetta, but it isn’t entirely new either. Since September 2007 it has found its way under the hood of European-spec models; the US sees it for the first time.

Weighing in at just over 220 pounds, the compact “four” comes with an intercooler placed within the induction pipe, an exhaust manifold combined with the cylinder head, variable valve timing, and dual overhead cams. Pulled from the Volkswagen Group’s components bin is a 6-speed, dual-clutch transmission.

Also at work is a liquid-cooled, permanent magnet-driven electric motor, what delivers power when operating in electric-only mode or works in unison with the turbo engine to provide full-on power. Top power maxes out at 204 horsepower (150 horsepower turbo engine) and 258 foot-pounds of torque (184 lb.-ft. from the turbo engine).

The A3 e-tron’s visage is a familiar one, complementing the rest of the model line. There are differences, however, particularly up front. Most notable is where the plug-in connection point is made — a lever found in the second of the four interlocking rings is turned to the right, then all four rings push out from the fascia and slide to the left, revealing the connection point. That point is covered by a rubber gasket, easily removed for connectivity. When plugged in, Audi says the A3 e-tron will travel on electric-only power for upwards of 31 miles.

Another change found on the A3 etron’s visage is a long plastic bar fixed to the grille beneath the rings. It is debossed with “e-tron.” Similar, but much more discrete e-tron badging is found elsewhere on the body. That body, at least in Premium Plus trim ($4,100), is outfitted with 17-inch, 15-spoke turbine design wheels set within all-season tires. However, the test model was dressed in 16-inch wheels and summer tires.

Room for Five or Fewer

Inside, the A3 e-tron offers space for five, but the 60-40 split-folding rear seat is tight and that means it is best suited for children. Certainly, two adults can fit, although if the driver or front passenger desires maximum legroom, you may find your knees pressed hard up against the seat backs. On the other hand, a pair of car seats should work out just fine — then fold down the middle seating position to find two cup holders as well as a pass through to the storage compartment.

Audi interiors are handsomely crafted and sensibly composed. Leather covers the seats, surrounds the steering wheel and fills the door inlays. Aluminum trim and textured soft touch materials are found elsewhere.

The instrument panel is marked by a hood and is composed of two large analog displays and a digital driver’s information center. The right display is for the speedometer; the left display goes beyond your typical tachometer, as it reveals the power used by percentages. Changes are based on percentage ranges moving from simple charge or 0% to efficiency to boost (100%). When operating on electric-power only the needle is all the way to the left. When full-on turbo power is accessed, the needle moves farther to the right.

Between the two displays, the digital driver’s center provides such fuel information as charging miles remaining, fuel miles left, fuel economy, odometer, transmission gear, and outside temperature.

The A3 e-tron also has one of those nifty pop-up center console displays I have always enjoyed in Audi models. This one is located directly above the center console astride the leading edge of the dashboard. Like other Audi consoles, it has a black background and makes use of white and orange lettering. Very crisp and easy to read — direct lighting doesn’t obscure either when sunlight hits it. Press a switch and the display disappears, but the music keeps playing if you want it to.

From the top of the console on down are a pair of circular vents, a row of driver control switches, knobs and buttons for the climate control system, two bottle holders, the transmission shifter, and switches as well as a multi-media control knob for managing navigation, media, and radio. That’s part of a $2,600 technology package upgrade that brought the test model’s final price to $46,100.

Audi loads the A3 e-tron with numerous goodies, including power accessories, 12-way power front seats with lumbar support, a rear view camera, satellite radio, a panoramic sunroof with a retractable sunshade, dual-zone climate control, LED interior lighting, and power adjustable side mirrors.

Standard and Available Safety Features

Speaking of the side mirrors, the almost requisite blind spot warning lights are found on the arm of each mirror with four lights shining in unison as long as another vehicle is riding alongside your own. I like this arrangement as it doesn’t obstruct the mirror. Audi’s engineers must have concluded that outside mirrors are often obstructed in inclement weather in leading the change.

Other safety features found in the hybrid include a suite of airbags, daytime running lights, dusk sensing headlamps, traction and stability control, and Xenon high intensity discharge headlamps. Safety features such as active lane assist, side assist, and pre sense front are included in the top of the line Prestige edition. By the way, pre sense is a crash preparation system, one that sends out both optical and aural warnings while applying the brakes at low speeds.

So much about the particulars — it is “the drive” that makes or breaks this vehicle. So please allow me to make one important qualification first: this isn’t your ordinary PHEV.

PHEV Connectivity and Public Charging

Indeed, if you utilize the supplied charging connectivity cables found within soft luggage contained inside the storage department, you can do your charges at home. What you don’t want to do is connect it to an extension cord as you will risk a shock. Suffice to say, I avoided charging at home as the best place for me to charge was on the back wall of my garage. Said garage is currently serving as a storage area.

Public charging stations are the way to go when charging at home isn’t available. There are several in my area, so I took advantage of the free charges. There are also paid charging stations, but I stayed away from those.

Once fully charged, your A3 e-tron will run on electric power only until power has been depleted (you can also choose “hold battery” on the drive mode switch to access that power later). But there is one important exception: if you are on the highway and stomp on the pedal, both the base engine and the electric motor supply power. That’s a good thing as the sportback’s electrically operated side is slow — you’ll move away from a dead stop at a plodding pace.

I never got 31 miles of charge time. The maximum was 22 miles, but then I wasn’t tethered to the charging port all day. Still, whether I was connected for 2.5 or 5 hours, the readout was always 21 or 22 miles. I’m not sure why it fell short — ambient March temperatures were well into the 70s each day. If temperatures were frigid, I might have understood why. The discrepancy is significant too — would you purchase a car that provided nearly one-third the electric-only range it claimed?

The Right Touch

Once power has been depleted, you’ll get a better appreciation for the little gas engine and its turbo spooling. The turbo kicks in early and provides a sufficient boost. At the same time, you may sense that it is working extra hard to move this heavy compact. On the straightaways the A3 e-tron is composed; on the curves you’ll find yourself gripping the wheel slightly harder in a bid to maintain control. Sport suspension system anyone?

If you haven’t driven a hybrid before or in some time, the braking system can seem odd to the touch. At least initially. Light braking sends kinetic energy to the battery pack; heavier braking brings the little Audi to a stop. In all, you have a PHEV that maximizes power when you need it, conserves fuel and emits zero pollutants when operating in EV-only mode.

Audi A3: Sedan or Sportback?

Should you consider the Audi A3 Sportback e-tron? If you do, a federal rebate of up to $7,500 is available. Some states offer an additional rebate. For instance, California residents may be able to claim a $1,500 rebate on the Audi. Some states allow PHEVs to use high-occupancy vehicle (HOV) lanes regardless of the number of people in the car. Free or discounted driving may be offered by some cities.

Still, you need to be heavily green-committed to consider any PHEV at this time, not just an Audi. With fuel prices well below $2 per gallon in most areas, deciding for an electric vehicle probably means that you won’t ever recoup the cost of your investment. On the other hand, considering an A3 Sedan and its $30,900 starting price will get you behind the wheel of an Audi for less. The sedan also offers all-wheel drive, an important consideration that the PHEV simply does not provide.

2016 Audi A3 Sportback e-tron

Sticker price from $37,900
Price as tested: $46,100
Seats 5 occupants
1.4-liter 16-valve four-cylinder turbocharged gasoline engine
150 horsepower @ 5,000 to 6,000 RPM
184 foot-pounds of torque @ 1,600 to 3,500 RPM
102 foot-pounds of torque from the electric motor
Combined: 204 horsepower and 258 foot-pounds of torque
8.8-kWh, liquid-cooled, lithium-ion battery pack
2.93 inches bore by 3.15 inches stroke
Engine compression ratio:10.0-to-1
6-speed automatic transmission
Wheelbase: 103.5 inches
Length:169.8 inches
Width: 77.4 inches
Height: 56.1 inches
Passenger volume: NR
Storage volume: 13.6 cubic feet
Towing capacity: NR
EPA: 39 combined electric/gas mpg
Premium grade gasoline required
Fuel tank: 10.6 gallons
Curb weight: From 3,616 pounds
IIHS safety rating: Top Safety Pick+ for the A3 sedan
Limited vehicle warranty: 4 years/50,000 miles
Powertrain warranty: 4 years/50,000 miles
Corrosion warranty: 12 years/unlimited miles
Hybrid warranty: 8 years/100,000 miles
Vehicle assembly: Ingolstadt, Germany

2016 Audi A3 Sportback e-tron photos copyright Auto Trends Magazine.

The Premium Compact 2016 Acura ILX

January 5, 2016 by admin 3 Comments

Acura’s ILX offers a sleek exterior, a prosaic interior, and a price point keeping in line with this compact gateway sedan’s contribution to the premium segment.

Acura is a nameplate searching for an identity. Launched three decades ago by American Honda to provide a line of upscale products for the US market, Acura falls under the “luxury brand” mantle, but its model line is composed chiefly of vehicles based on the Honda brand’s front-wheel drive platforms.

The lack of a clear chassis distinction between the two brands has hindered sales even as its chief competitors continue to add new models and build vehicles exclusive to these brands. That fact doesn’t mean Acura has little to offer, but it does mean shoppers should understand what the Acura marque is about and manage their perceptions and expectations accordingly.

2016 Acura ILX

A 2016 Acura ILX entered my test fleet as one calendar year gave way to the next, providing additional time for me to spend with this compact model. The ILX is the entry-level sedan in the segment and is based on the same chassis underpinning the Honda Civic sedan. The remainder of the Acura line is composed of the TLX and RLX sedans as well as the RDX and MDX crossover SUVs.

Importantly, an all-new Acura NSX super car arrives this year, a much-needed and highly anticipated halo model for the brand. The NSX’s high six-figure cost and limited availability will do little to bolster sales directly, but it should invite closer inspection of the entire brand.

Acura prices the ILX from $27,900, effectively undercutting the starting price for models from BMW, Cadillac, Lexus and Mercedes-Benz. All ILXs are powered by a 2.4-liter, four-cylinder engine making 201 horsepower and comes paired with an 8-speed dual-clutch automatic transmission. The front-wheel drive ILX is also available in Premium ($29,900) and Technology Plus & A-Spec models ($34,890). Thus, a well-equipped model should cost about $35,000.

Not Available: All-Wheel Drive

The ILX is also the only Acura model without available all-wheel drive. That’s an option you can find in the competing Buick Regal and Volvo S60 as well as in higher-end rear-wheel drive-based luxury models, such as the BMW 3 Series, Lexus’ IS, and the Mercedes-Benz C-Class.

Although the dimensions of the ILX parallel the Honda Civic, happily there is much that is different for Acura’s most affordable product. Introduced in 2013, the ILX provides a sleek style with a bold front fascia marked by jewel-eyed headlamps and LED accents. Acura’s upswept be-chromed grille is present, along with distinct embrasures housing the available fog lamps. Together, Acura presents a look that is at once sporty as it is upscale.

The ILX has a long hood, a short rear deck, and a sporty profile with a sweeping roof line, an even belt line, upper and lower character lines, and fashionable 17-inch alloy wheels. At the rear is a trunk lip spoiler, wrap around combination lamps, and reflector lights.

A-Spec Enhanced Interior

Inside, Acura provides room for five, but is much more useful for four. Fold down the rear center seat arm rest and you lose a seating position, but you end up with a more comfortable passenger arrangement. The rear bench seat also folds flat, providing access to the trunk. Leg room is tight, making this model more ideal for the single person or young couple or for the young family with small children.

Up front, the seats are adequately bolstered and comfortable. The driver sits behind a tilt and telescopic steering column; on the face of the leather-stitched wrapped steering wheel are the phone, audio and secondary driver controls.

My test model, a top-of-the-line A Spec, came with aluminum pedals. This model features a two-analog display instrument panel with a digital driver’s information center. At the top of the center stack is the telematics display panel for navigation followed by a second display underneath for the audio system. Switches and knobs for managing the audio and climate control systems follow.

At the base of the stack is a large, enclosed storage compartment, suitable for holding your smartphone. Smartphone connectivity is achieved by running your cord to the covered storage compartment between the front seats, itself doubling as an armrest. Also present between the seats are the switches for seat heating and a transmission stick as well as a pair of cup holders.

Refinement and NVH

Refinement, unfortunately, is not the ILX’s strong suit. The interior has more than its share of plastics, brightwork trim and other materials that do little to amplify this model’s high-end status. Standard “leatherette” seats can be replaced with perforated leather or suede, but the overall look still comes across as utilitarian.

On the NVH spectrum (noise, vibration and harshness), I detected a constant rattling emanating from the center stack — noise not especially noticeable with the audio system blaring, but otherwise discernible when the cabin should have been relatively quiet. Opening and closing various compartments did nothing to mitigate the rattling, which seemed entirely out of place in the Acura.

Another area where the ILX falls short is with the doors. Access and egress is tight, especially at the rear. Shut the doors and the unmistakable solid thump common to more expensive cars is just not there.

Peppy Engine and a DCT

One of the strongest attributes of the ILX is its powertrain. Here, Acura offers a 2.4-liter, four-cylinder engine and pairs it with an 8-speed dual-clutch transmission (DCT). The combination yields sufficient power while enabling exceptional fuel economy — 36 mpg on the highway.

The DCT shifts faster than a normal automatic, using one clutch for odd-numbered gears and a second clutch for even-numbered gears. A torque converter is also present to ensure smooth acceleration from a stop. Yes, you can operate this model in manual mode to shift your way up and down the 8 gear-step range.

With the ILX, Acura also employs a drive-by-wire throttle system. Instead of using a conventional throttle cable to accelerate the sedan, Acura uses electronics to achieve the same result. This electronic connection between the accelerator pedal and engine throttle is designed to achieve quicker and more efficient response and will probably be hardly noticed by most drivers. It wasn’t something I thought about much while behind the wheel and that’s probably a good thing.

As for the engine, it spools up and delivers sufficient power around town, as you enter the freeway as well as on the open road. Had Acura gone with something less powerful, it would only have amplified this model’s basic status. On the other hand, although a more powerful motor might be welcome, it wouldn’t be adequate apart from the positive handling effects of all-wheel drive.

The engine is noisy and raspy, making its presence known especially as you press hard on the accelerator. Noisy four bangers seem more appropriate for a Focus RS or a Civic Si, but less so with the ILX. Nevertheless, it is what it is and that issue may not be an especially big deal for most people.

Steering and Handling

Among the more positive features of the ILX are its suspension system. For 2016, the front suspension system bushings have been revised and the rear stabilizer bar thickened. These changes provide an improved road feel while increasing overall stability. Further, the reactive dampers help absorb minor road vibration while also reducing body roll.

Handling for the ILX is as you would expect it to be in any small, front-wheel drive model. Fortunately, torque steer is not a concern and this sedan manages curves without drama.

Your Choice of Entry-Level Models

As far as choosing the ILX, there are many other models from competing manufacturers, which might also be considered. The Audi A3 is one of the better ones in this price range and offers superior refinement all around. In addition, Buick and Volvo bring in all-wheel drive and offer additional powertrain options.

To sum up, the ILX is not a strong entry-level model for the Acura line. What it does have going for it is superior reliability and a host of safety features, all part of the AcuraWatch Plus package.

2016 Acura ILX

Sticker price from $27,900
Price as tested: $35,000 (estimated)
Seats 5
2.4-liter four-cylinder gasoline engine
201 horsepower @ 6,800 RPM
180 foot-pounds of torque @ 3,600 RPM
3.43 inches bore by 3.90 inches stroke
Engine compression ratio: 11.6-to-1
8-speed dual-clutch automatic transmission
Wheelbase: 105.1 inches
Length: 181.9 inches
Width: 70.6 inches
Height: 55.6 inches
Passenger volume: 89.3 cubic feet
Storage volume: 12.3 cubic feet
Towing capacity: Not rated
EPA: 25 mpg city, 36 mpg highway
Premium grade gasoline
Fuel tank: 13.2 gallons
Curb weight: From 3,115 pounds
IIHS safety rating: Top safety pick+
Limited vehicle warranty: 4 years/50,000 miles
Powertrain warranty: 6 years/70,000 miles
Corrosion warranty: 5 years/unlimited miles
Vehicle assembly: Greensburg, Indiana

Photos copyright Auto Trends Magazine.

Quiet Diesel: 2015 Audi A3 Sedan TDI

January 14, 2015 by admin 2 Comments

A diesel for Audi’s smallest range.

Audi A3 TDI

A quiet diesel powers this A3 sedan.

With gas prices falling below $2 per gallon in most states it can be difficult to argue for the benefit of purchasing any fuel-efficient car, including diesels. Besides, diesel prices remain about 75 cents higher than gasoline and may still keep some people from even considering these models.

Myopia is not just a condition of the eye. It is also a malady that we consumers must contest when making purchase decisions. When it comes to fuel prices, short sightedness can lull us into thinking that temporary gains will lead to a permanent advantage. Consequently, such purchase decisions are often deeply regretted once the stage has been rearranged. In this case when elevated fuel prices return, they will do so with a budget-busting vengeance.

Audi A3 TDI

Select This: Gasoline or Diesel

In the Audi A3 Sedan you have a choice of turbo gasoline or diesel engines. Auto Trends reviewed the gasoline-powered A3 2.0T in September 2014, finding that the “second generation A3 meets an important price point.” With a starting price of $32,600 ($43,295 well equipped), the turbodiesel edition brings an attainable and highly-efficient entry-level model to the luxury segment.

Certainly, 31 mpg in the city and 43 mpg on the highway for a combined 36 mpg are numbers most of us can only dream about. In the Audi A3 TDI, a numeric nirvana has been attained.

The Audi ethos is not much different from other luxury manufacturers. Indeed, the A3 as well as the A4 provide an ideal gateway to the brand. Once you have been sufficiently wooed, Audi has entire lines of sedans, coupes and utility vehicles to maintain your allegiance. Granted, there are styling differences between entry and high-end models such as the A8, but the overarching theme endures.

Audi A3 TDI

Power to the Front Wheels

My test model was a front-wheel drive A3, the very first FWD Audi I have driven. Every vehicle sent to me hitherto was all-wheel drive. And Quattro all-wheel drive at that. For most buyers it does not matter if power is sent to the front wheels, to the rear wheels or to all four wheels — there are other considerations that matter more to them, such as, style, fuel efficiency and price.

Although BMW and Mercedes-Benz have fleets that are rear-wheel drive biased with available all-wheel drive, Audi’s design approach is standard front-wheel drive with available all-wheel drive pushed as the preference. But in the A3 TDI you have no such choice: front-wheel drive is the singular offering. And if you are looking for the previously offered hatchback model you will be disappointed to discover that only the sedan is available with this model year. Reportedly, a hatchback will be added in 2016.

There is no need for me to rehash the exterior styling and the cabin amenities for the A3 covered in my earlier review. Without doubt the most important issues here are the engine, transmission and front-wheel drive, what combine to make the forenamed model the fuel efficient beast that it is.

Surely, the A3 TDI lives up to its fuel efficiency billing. After one week of driving, I estimated my mileage came in just under 40 mpg. That high number was reached through extensive, almost exclusive highway and back road driving where posted speed limits ranged from 45 to 70 mph. To that end activating cruise control for long stretches helped matters too.

Audi A3 TDI

Clean and Efficient Diesel

Kudos to the Volkswagen Group for making a turbo diesel that is not only clean and efficient, but relatively quiet. Its clatter has been hushed through a variety of engineering upgrades, including shortening the injection lines with fuel delivered in pulses, what no longer relies on solenoid or mechanical actuation. Under hood sound baffles and improved cabin insulation help muzzle noise, but it just may be the delicious Bang & Olufsen sound system that does the best job of noise cancellation, especially if you are prone as I am to turn it up to savor every wondrous note.

To that end you will get the premium sound system by choosing the Prestige edition, an $8,450 upgrade that also brings in 18-inch spoke-design wheels shod within all-season tires, heated seats, a navigation system and a parking system with a rear view monitor and other enhancements. Other upgrades included an $800 sport package featuring S Line trim with sport front seats, drive select controls, sport suspension and a three-spoke sport steering wheel.

The Audi A3 TDI’s engine is activated by pushing the start/stop button. It isn’t an immediate start either, especially on cold mornings. Simply press the brake, push the button, wait two or three seconds, and the engine will come to life. When the ambient temperature is lower, the heating up process is slightly longer. It is at idle when engine clatter is more discernible; you might also take in a whiff of diesel that generally is not noticeable while driving.

Audi A3 TDI

2015 Audi A3 Sedan TDI

View manufacturer details and pricing

A3 TDI Performance Amplification

Turbo power makes all the difference for diesel engines, what have notoriously make them laggards from the start, but offer desirable boost once you are moving. A slight turbo lag is felt, but it quickly dissipates. The A3’s proportionate weight is most definitely a factor, what helps power this sedan with confidence.

There were times when I forget I was behind the wheel of a front-wheel drive car. No, not entirely. Torque steer surfaces on occasion, but it is largely of little consequence. Credit Audi’s engineers with fusing the right combination of electronic-assisted steering, suspension dampening and Continental tires with keeping this sedan planted, even while cornering. Specifically, steering is precise and handling is responsive — there is no ambiguity present as you navigate the bends. And as for brake fade, that’s not an issue either.

The Audi engineering stratagem pairs turbocharged engines with dual-clutch automatic transmissions. Operate the gearbox in manual mode and you will achieve a measure of control, but it isn’t the same as with a manual. Whispers of a manual gearbox with the upcoming hatchback have been regularly repeated. if those rumors prove true, then your dream powertrain combination may come to pass. Granted, it may be offered with the 2.0T only, if at all.

Audi A3 TDI

Competition From Mercedes-Benz

This sedan has much to offer, provided that your priorities are based on Audi’s styling, quality and fuel efficiency attributes. That Mercedes-Benz now has the entry-level GLA-Class provides additional evidence that the segment is a growing one. If you can do without Quattro all-wheel drive, then the TDI may be a logical step in that direction.
Audi A3 TDI

2015 Audi A3 Sedan TDI

Sticker price from $32,600
Price as tested: from $43,295
Front-wheel drive
Seats 5 occupants
2.0-liter 16-valve inline-four cylinder turbo diesel engine
150 horsepower @ 3,500 to 4,000 rpm
235 foot-pounds of torque @ 1,750 to 3,000 rpm
3.19 inches bore by 3.76 inches stroke
Engine compression ratio: 16:2-to-1
6-speed automatic transmission
Wheelbase: 103.8 inches
Length: 197 inches
Width: 75.4 inches
Height: 55.7 inches
Passenger volume: NR
Storage volume: 12.3 cubic feet
Towing capacity: NR
EPA: 31 mpg city, 43 mpg highway
Diesel fuel
Fuel tank: 13.2 gallons
Curb weight: From 3,341 pounds
IIHS safety rating: Top Safety Pick+ (2014)
Limited vehicle warranty: 4 years/50,000 miles
Powertrain warranty: 4 years/50,000 miles
Corrosion warranty: 12 years/Unlimited miles
Vehicle assembly: Gyor, Hungary

New Acura ILX Set for Los Angeles Debut

October 22, 2014 by admin Leave a Comment

Smallest Acura set for a big refresh.

A hint of what the 2016 Acura ILX will look like.

Among entry level premium models, the Acura ILX has found its place in the market. Its sales, however, are down by 15.8 percent for the year through Sept. for a model that is clearly overmatched by competing vehicles, including the Buick Verano, Lexus IS250, Audi A3 and the Mercedes-Benz CLA250.

Hybrid Model Canceled

Introduced in gas and hybrid configurations for the 2013 model year, Acura dropped the hybrid for 2015, relying on a pair of gasoline engines going forward. Since its introduction, Acura has sold fewer than 3,000 hybrid ILXs, a paltry number covering two full model years.

This week, Acura announced that it would show a “substantially new 2016 ILX” at the 2014 Los Angeles Auto Show next month. “Substantially new” is a code phrase for “mid cycle refresh,” not a generational shift — instead, its debut is keeping with the industry’s usual practice of refreshing a model in the third or fourth year, before readying an all-new model after six years.

Acura ILX Midcycle Refresh

Acura hasn’t said much about its refresh and offered only a light-restricted three-quarter view of the sedan from the rear as featured here. In a related press release Acura noted, “…the 2016 ILX will bring a sharper performance focus while delivering a greater set of high-value comfort, convenience and safety features that consumers desire in the increasingly competitive entry-luxury field.”

That “increasingly competitive” field includes new models from Audi and Mercedes-Benz as well as the next generation Buick Verano, the latter expected to arrive within the next 12 to 16 months.

Acura says that it attracts more under 35 buyers than its competitors, a good thing for a brand that wants to bring in new customers and keep them. Even so, the Acura ILX has been criticized for its bland looks, anemic performance and the fact that it is based on the Honda Civic Si. Not that the Si is a dud, its just that the Acura ILX hasn’t met even modest expectations. You might do better buying the Honda and pocketing the difference.

Engines and Transmissions

The current Acura ILX is powered by a standard 2.0-liter four cylinder engine making 150 horsepower and 140 foot-pounds of torque. Those numbers are certainly not meant to suggest performance, instead the ILX is a fuel economy leader with its 24 mpg in the city and 35 mpg on the highway rating.

You can also choose a 2.4 liter four cylinder engine making 201 horsepower and 170 foot-pounds of torque. It gets 22 mpg in the city and 31 mpg on the highway. Choose the base engine and you get a 5-speed automatic transmission. Go with the larger engine and you’ll work with a 6-speed manual transmission.

All-Wheel Drive Possibilities

With little product information offered by Acura, the speculation has begun. Tweaks to the body and interior are a given. More performance seems likely and an all-wheel drive option may be readied, in keeping with the direction Acura has promised as reported by Auto Trends here last week. If Acura does go with the latter, it will match what Audi, Lexus and Mercedes-Benz offer. It might also force GM to seriously explore an all-wheel drive option for the Verano.

AWD may yet show up, but it may have to wait until the next generation ILX is released. If that is the case then figure Acura would keep the refresh around for two years before debuting its next generation model. Wait any longer and both its current and new competition could move further ahead.

For Acura fans who have been patiently waiting for the brand’s next move, the ILX refresh may be just the start of greater things. Anything less and its competitors will widen the sales gap, hardly the outcome parent Honda Manufacturing wants to entertain.

Photo courtesy of Acura.

Compact Luxury Value: 2015 Audi A3 Sedan 2.0T

September 19, 2014 by admin 8 Comments

Second generation A3 meets an important price point.

2015 Audi A3 Sedan 2.0T

Take one look at the Audi pecking order and you’ll find a good mix of small, medium and large models. When it comes to the compact end of the market, Audi offers a two-prong approach in both the A3 and A4 sedans, providing an important gateway to the brand.

Selling two models of similar dimensions may seem odd, but there are differences of note, starting with the A3’s base price ($29,900) and its slightly shorter presence (6.8 inches between the wheels; 9.7 inches overall). The A3 also slips in a smaller base engine, a 1.8-liter twin-turbo four. Otherwise, both models share 2.0-liter twin-turbo gasoline or a 2.0-liter TDI (diesel) four cylinder engines.

The sub-$30,000 price point for the A3 Premium is critical, but it is reached with one important sacrifice: you get front-wheel drive instead of Audi’s phenomenal quattro all-wheel drive. It is a sacrifice that won’t matter to some who simply want to get behind the wheel of Germany’s fastest growing luxury brand without busting the bank.

2015 Audi A3 Sedan 2.0T

Even so, my tested A3 Sedan 2.0T (Premium Plus) was priced from $32,900 ($37,195 sticker price) and included all-wheel drive and such updates as heated front seats, 18-inch 10-spoke wheels and other embellishments. If you can afford the extra $3,000, then start here instead. And if you have more money to spare you might also consider the Prestige package, priced from $38,350. Engine upgrades are extra across the A3 line.

Audi does perhaps the best job of presenting the same face across its model line among all luxury makes. Certainly, there are some distinctives that separate the top and lower end models including front end lighting and the air intakes, but the overall look is at once familiar as it is elegant. Uniformity is very important to luxury car buyers who shop the brand more than they shop by model.

Powerful Turbocharged Engine

The 2.0T engine is wholly suited for the A3. I experienced its capabilities in an A6 sedan earlier this year and found it was sufficient in the larger model too. (See — 2014 Audi A6: Surprised by Four) Audi pairs this 220-horsepower engine with a shiftable six-speed automatic transmission.

That engine puts a lot of zip into this 3,362-pound sedan, enabling you to pass on the highway with confidence and keep up with the bigger boys and their naturally-aspirated V-8s. Definitely, slight turbo lag was present, a minor annoyance ultimately offset by full power, once delivered.

Electromechanical power steering provides capable control with limited feedback. The suspension system is outfitted with McPherson struts and a stabilizer bar up front and four-link suspension to the rear with separate springs and shocks.

2015 Audi A3 Sedan 2.0T

View manufacturer details and pricing

Room For Five; Four is Ideal

Step inside the Audi A3 and you’ll immediately sense its more compact proportions. Even so, the driver and front passenger do not lack room, with comfortable and bolstered seats ensuring the best possible ride. To the rear, a 60-40 split-bench seats provides good support, but I must say that seating three larger people in the back is a bit of a stretch. Two would be ideal as would utilizing the wide middle seat arm rest with its front projecting cup holders to enhance the comfort quotient. Take note of the head room when you sit in the back: the top of my near 6-foot frame touched the headliner when I sat upright. Clearly, the back seat is most useful for children.

Audi provides an elegant, even refined interior, but also limits the number of technological embellishments in the A3. The expected retractable center screen is present, sized smaller for the sedan. The screen is one of my favorite features, offering a clean and sophisticated look. Passengers often marvel when they see it in action as it emerges from the instrument panel when the ignition key is engaged. You can always opt to keep it hidden too.

2015 Audi A3 Sedan 2.0T

The rest of the instrument panel is uncluttered, marked by four circular air vents that can be twisted open or closed and directed toward or away from you. It is a simple, yet smart design that seems to provide better control over air flow than in many other models. The circular design matches the other dials present, what control the heated seats, air-conditioning, audio system volume and the infotainment screen.

Behind the tilt and telescoping steering wheel is a two analog tachometer and speedometer display. The round displays flank a digital driver’s information center, controlled by steering wheel mounted switches. A push button switch on top of the steering column resets the trip odometer.

USB Port…Please

My only gripe with the Audi A3 — and all Audi models for that matter — is a suitable USB port. Audi does offer a music interface with various connection cables to connect your device. What they do not offer is a USB port for charging, a must have for people on the go. I found myself having to take to the road with my iPhone 5 fully recharged, otherwise the energy pig that it is would most likely shut down before I could recharge. Everything else Audi does from a technology perspective is right, including its voice-controlled navigation system and Bluetooth connectivity, but it is the lack of a smartphone recharge port that remains an annoyance.

Features that do please in the A3 include: available dual zone climate control, in-door storage compartments (with bottle holders up front) two cup holders, a small storage compartment under the front seat, leather-covered seats, aluminum trim (Premium Plus) and the usual power accessories: windows, door locks and side mirrors. The Prestige Plus edition also provides a sunroof with a sunshade, Xenon Plus headlamps, a rain and light sensor, and a trial SiriusXM satellite radio subscription. This model does not come with a rear view monitor.

2015 Audi A3 Sedan 2.0T

The press fleet model also came with several upgrades. These included: Glacier White metallic paint ($550), an Audi MMI navigation system ($1,900), a cold weather package: heated seats, heated side mirrors and heated windshield washer nozzles ($500), aluminum trim ($450) and an Audi music interface with iPod cable ($350).

If you value trunk space, you’ll only have 10 cubic feet at your disposal. There is a small, open storage tray on the left side of the vehicle within the trunk and another storage compartment underneath the floor adjacent to the spare tire.

2015 Audi A3 Sedan 2.0T

Current Generation Competitors

The current iteration of the Audi A3 is all-new, replacing the first generation model that was sold from 2006 to 2013. No 2014 edition was built. This vehicle can also be had in an S3 package (from $41,100). Its chief competitors include: the Lexus IS250, Acura ILX, Mercedes-Benz CLA-Class and BMW’s 2 Series. Stretch the list out a bit and a high-end Buick Verano might also be cross shopped.

2015 Audi A3 Sedan 2.0T

Sticker price from $32,900
Price as tested: from $37,195
Seats 5 occupants
2.0-liter 16-valve inline-four cylinder gasoline engine
220 horsepower @ 4,500 to 6,200 rpm
258 foot-pounds of torque @ 1,600 to 4,400 rpm
3.25 inches bore by 3.65 inches stroke
Engine compression ratio: 9:6-to-1
6-speed automatic transmission
Wheelbase: 103.8 inches
Length: 197 inches
Width: 175.4 inches
Height: 55.7 inches
Passenger volume: NR
Storage volume: 10 cubic feet
Towing capacity: NR
EPA: 24 mpg city, 33 mpg highway
Regular grade gasoline
Fuel tank: 14.5 gallons
Curb weight: From 3,362 pounds
IIHS safety rating: Top Safety Pick+ (2014)
Limited vehicle warranty: 4 years/50,000 miles
Powertrain warranty: 4 years/50,000 miles
Corrosion warranty: 12 years/Unlimited miles
Vehicle assembly: Gyor, Hungary

More Car Reviews

Wouldn’t You Really Rather Have a Buick (Lacrosse)?

Top-of-the-Range Subaru Legacy 3.6R Limited Delivers

Say It: Land Rover Range Rover Sport

2015 Hyundai Sonata Raises the Bar Again