Audi’s cabins remain several cuts above average, but this one isn’t the best
interesting when viewed in profile: the new silhouette adds a bit of shadow and emphasises to the rear wheelarches, classic Quattro style.
Inside, there’s an evolution of what we’ve come to expect from Audi, with a lot of black panels, a stubby new lever for the automatic transmission, the welcome return of physical climate controls but no multi-function MMI dial or conventional volume knob.
Under the skin, the electro-mechanical steering system has speed-dependent power assistance. The front suspension uses MacPherson struts, with multi-link at the rear, although less powerful A3s will get a money-saving torsion-beam rear set-up.
Every A3 comes with at least a 10.25-inch Virtual Cockpit instrument screen and a 10.1-inch central touchscreen, with handwriting recognition and voice control, plus four driving modes: Comfort, Auto, Dynamic and Eciency (and custom Individual setting).
Entry-level Technik cars ride on 16-inch alloys; Sport gains 17s, plus leather on the upholstery and dual-zone climate control; S-line involves 18-inch wheels, sport suspension, LED lighting front and rear, and front sport seats; Edition 1 goes for 19-inch wheels, alcantara seating, plus a Virtual Cockpit upgrade and clever anti-dazzle Matrix LED headlights; while top-of-the-range Vorsprung spec comes with unique 19s, nappa leather upholstery, a Bang & Olufsen audio upgrade and a panoramic sunroof.
There’s a lot of electronic safety assistance provided as standard, and even more on the options list. The Driving Assistance package, which includes Audi’s most advanced adaptive cruise control system ever, as well as semiautomatic parking, adds £1750 to the bill.
Audi’s cabins remain several cuts above the average, but this one isn’t the best. It includes innovative fabrics made from recycled plastic bottles; environmentally responsible then, yet unkind to the eye and the touch. Probe the dashboard assembly with your fingertips and there’s an unusual (for an Audi) amount of hard plastic, and some metal-look items turn out to be composite. The perceived quality deteriorates further from the lower door panels down, and many of the surviving switches and knobs feel ho-hum. Since a feelgood driver environment is one of Audi’s key USPs, compromising this asset looks like a risky undertaking. And Audi keeps getting the mix of old and new ergonomics wrong. The Range Rover Velar shows how well it can be done: its dashboard is all-digital except for three turning knobs which adjust the volume and the temperature for driver and passenger. Audi couldn’t just swallow its pride and copy the Brits. Instead it’s engineered the well-liked MMI controller out of the centre stack while at the same time banishing the on/off loud/quiet knob. In its place, next to the stubby gear selector, a horizontal miniature disc operated by fingertip rotation. Different? Yes. Intuitive? No.
The cabin temperature can be adjusted by flicking a pair of rocker switches mounted below the main monitor. That’s not as convenient as before, but it does beat the total touchscreen application chosen for the Golf. Alternatively, the infotainment can be accessed via the excellent voice control system and the intuitive multi-functional steering-wheel.
What’s true of the interior is true of the car as a whole: the badge and the price create certain high expectations, and the new A3 struggles to live up to them. It would be a shame to think that you need a big engine, a complex transmission and a heavy price tag before you get to enjoy Audi at its best.
Every A3 is more expensive than its Golf equivalent, which is in turn pricier than the Leon. And given that the new Leon seems to be the best looking and most agile of the trio, it’s hard to recommend the Ingolstadt version.
First verdict
Has potential, but that doesn’t shine through on this version. Not a lot to dislike, but not enough to like either
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