Driving Impressions

This is where the story gets exciting, at least for those of us who've driven the Audi A3 over hill and dale. First, the new intercooled 2.0-liter turbo four is everything a small displacement performance engine should be and is a worthy successor to the vaunted 1.8-liter turbo that preceded it. Second, the suspension is refined beyond the car's price or class and provides both sporty handling and ride quality in concert with the A3's other upscale attributes.

Officially called the 2.0T FSI, the new turbo's 200 horsepower is underscored by a sidewall-rippling 210 pound-feet of torque, the latter delivered across a wide sweep of the tach needle from 1800 to 5000 rpm, making the two-liter feel as though it had a bunch more cubic inches grafted onto it somewhere. Yet, it's remarkably easy on fuel. Preliminary estimates of the A3's fuel economy were about 24 miles per gallon city and 30 highway.

A good deal of the credit for this match-up of performance and responsible fuel usage should go to the direct injection system, FSI. This is the first production car engine to combine turbocharging with FSI, a version of which was used with great success in Audi's all-conquering R8 Le Mans race cars. Here's a quick primer: In contrast to conventional intake systems, where fuel is injected through an intake manifold, FSI delivers the fuel directly into the combustion chamber. The injector, located on the intake side in the cylinder head, is served by a high-pressure pump driven by the camshaft and a pressure reservoir shared by all cylinders: thus, the "common rail" system. Injection times are controlled to within .001 second at injection pressures of up to 110 bar (to compare, a manifold injection system operates at a maximum of 4 bar).

The result is more power with greater efficiency, and an engine that climbs smoothly yet quickly through its powerband. Turbo lag is nonexistent. Just push your right foot down and let the 2.0T deliver.

Audi says the A3 2.0 T Sportback sprints from 0 to 60 mph in 7.0 seconds, a modest figure by some standards, but the raw number doesn't begin to do justice to the engine's throttle response and the chassis' willingness to get from here to there. Torque is ever ready, and the engine is quite happy to reach 6000 rpm over and over again.

The transmission choices illustrate Audi's industry-leading technology in transferring engine torque into rolling power. You can't go wrong with either the standard six-speed manual or the paddle/lever-shifted DSG automatic. The swiftness of choosing the correct gear with either gearbox 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 Sportback, thanks in large measure to a new four-link rear suspension. Compactness, low weight and superior handling are all expected benefits of such a complex suspension, but there's also a lot cost and effort to add it to a platform and market segment that has traditionally been unused to such superior technology. Was it worth it? You betcha. The multiple links provide a functional separation between the longitudinal and transverse forces, resulting in better lateral rigidity for crisper handling (and a safer car) and relatively soft lengthwise control for a comfortable ride. It's simply exceptional and is one hallmark of an engineering department at full strength. Think BMW when imagining the A3's road manners.

The suspension is worth a few more words, as its sophistication demonstrates Audi's overall investment in technology and materials. First, at the rear, the multiple links are formed by 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, built 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 chassis. On the Quattro, the rear axle subframe also serves to accommodate the final drive and is 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. 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 3.5 pounds. 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 A3's premium-level technology even extends into the steering box, which is now electromagnetically adjusted in response to steering wheel angle and vehicle speed. Servotronic steering is found in many cars, but the feel comes down to the software that determines the levels of assistance, and the A3 felt just fine.

Braking is more than fine. The four-wheel discs are big enough to handle repeated pedal stabs without overheating, and high-tech electronics ensure optimum braking in all conditions. The latest-generation ABS features, for the first time in an Audi, a dual-rate servo, which amplifies brake force when it senses the driver's right-footed demand for emergency stopping power. The newest available Electronic Stabilization Program guides the car's dynamics with astonishing computer power, incorporating 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).

What that all means is that you'll not find a better-balanced front-drive car anywhere. Nor will you find many compacts that make such a convincing sports car when the road is right.

Summary

The Audi A3 is a totally new vehicle for the U.S. and should be a great choice of young, active consumers looking for distinctive vehicles to fit their lifestyles. The A3 is a high-quality car that offers premium handling and safety, roominess and practicality, yet is still easy to park and is easy on fuel. Five-door hatchbacks are very popular in Europe, but Americans haven't warmed to their styling. Those who are comfortable with its styling should find happiness in the new A3 Sportback.

New Car Test Drive correspondent Greg Brown filed this report from Italy.