A3/S3/RS3 [Official] 2014 Audi A3/S3 Sedan
- Thread starter JHF
- Start date
The Audi A3 is a small family car (C-segment) manufactured and marketed by Audi AG since September 1996. The first two generations of the Audi A3 were based on the Volkswagen Group A platform, while the third and fourth generations use the Volkswagen Group MQB platform.
Mr. Mercedes
Premium
martinbo
Staff member
I view the S3 Sedan as one of the most completely resolved performance car offerings on the market today. Some say that the only drawback is a certain inertness in chassis adjustability. I say that for the vast majority of owners this will be of no consequence. In fact, the S3's limpet-like grip will be seen as a boon. For the rest of it: they exterior styling, the interior design and quality, the daily usability - I'd wager that the S3 is pretty much flawless. A superb all-round product with a remarkably broad range of appeal to a wide market demographic.
KiwiRob
Autotechnik Ace
Giannis
Staff member
And you wonder why BMW are making a similar sedan
Αnd you wonder why everyone tells you that we don't want BMW to make an Audi. We want BMW to make a BMW.
martinbo
Staff member
It's precisely for that reason that I don't want them to cease building compact RWD cars. I'm a selfish consumer, I demand choice. If I really wanted an S3, I'd have bought one, it's not like I don't have the wherewithal.And you wonder why BMW are making a similar sedan
This tells me that you chose to disregard the salient point of my argument in the other thread
and instead engineered your debate around mechanical fundamentals. The high-level appreciation of consumer choice is the fundamental tenet of my argument.I absolutely love the fact that Nike offers a Lunar Vapor and Adidas makes a Barricade - it gives the consumer choice. Those shoes do not compete directly with each other but make no mistake both Nike and Adidas offer like-for-like competing products in addition.
I could care less if BMW makes a plethora of FWD Active-thingies and, heck, if they want an FWD compact saloon a la A3 and CLA then so be it. BUT, if this comes at the expensive of the quintessentially different driving experience than comes from a compact RWD car then I say to hell with that idea, for, and on behalf of, those people out there who know what they want and why they want it.
KiwiRob
Autotechnik Ace
My guess is BMW's bright young things have worked out they can make more money building an Audi in this market segment.
RWD in this maket segment is like manual transmissions at Ferrari, people made lots of noise about wanting one, but nobody bought them, so Ferrari stopped making them. My guess is FWD A3 and A Class outsell RWD 1 Series, BMW know the vast majority of 1 series customers don't care which end is driven, for the few that do tough, BMW want to maximise profits and they'll say you can always buy a 3 series. BMW is a business, not a charity for RWD enthuasists on a budget.
Right now Audi and Mercedes build a better car at this end of the market, BMW has to play catch-up.
martinbo
Staff member
Let's not tarnish this Audi thread with this discussion any further. You've had your say, we've had ours.
I must say the S3 has a great interior, love the details and simplicity of the center console, the quality of the leather and metal look gearshift etc looks really classy. The cars exterior is certainly growing on me love the way the wheels fill the wheelarches, to me this is the best looking Audi saloon
JHF
Driving Dynamics Pro
JHF
Driving Dynamics Pro
7 things you should know about the 2015 Audi S3
It's the classic Audi S4 of yore, modernized.
When the Audi S3 debuted, we noticed its numbers were curiously close to the B5 S4 of the late 1990s. Length, width, height, wheelbase, output, and even curb weights are within spitting distance of each other. There are tweaks and stretches here and there, but the new car is a dead ringer at the end of the day. Imagine if the performance-oriented S4 had an 18-year product cycle. After 18 years worth of advancement in chassis dynamics, material science, engine and transmission development, interior design, and stability control, what would Audi debut as a replacement?
Precisely what we have in the S3. Read on to find out what makes it go.
The car looks damn good.
Audi has always balanced styling aggression with understatement. The S3 shares all of its sheetmetal with the A3—including the aluminum front fenders and hood—but everything else is tweaked for style. The front end gets a deeper chin with a more aggressive mini-splitter, larger air-intakes down low, and a unique grille. The side skirts poke out a bit and visually lower the car. Around the back, the rear fascia has functional ducting down below, and the trunk lid is topped with a lip spoiler. The finished product looks quite dapper, like a nicely tailored two button suit—youthful, modern, crisp.
The interior lacks a sense of occasion. This is an "S" car but it doesn't feel particularly special. Sportier seats with the option of color-matched inserts and a flat-bottomed steering wheel are the most noteworthy differences. The chairs are certainly comfy, supportive in all aspects, and handsome, but they're not transformative. Look closely to notice a digital boost gauge at the edge of the speedometer's 5 o'clock position. Stainless pedal covers, added software options in the MMI screens and a red ring around the starter button round out the noticeable changes. We dig the disappearing infotainment screen. Nav displays are neat, but having the option to drop it out of sight is wonderful. It makes us miss the same feature now absent in the Caddy CTS.
The engine makes happy sounds.
The turbo 2.0-liter four-cylinder— which, like all direct-injection turbo engines, makes torque fast—hits a peak of 280 lb-ft at just 1900 rpm with a deep well to draw from as the engine runs up to it's 292 hp at 6200 rpm maximum. Throttle response is instant, punchy even, and the engine is happiest when the driver is asking for extra-legal speeds.
An interesting feature is the ability to tune how much mechanical music makes its way into the cabin. A “sound valve” (for lack of a better term) closes in Comfort mode and opens up when the car is in Dynamic. Create your own setup in “Individual” and cruise like a boulivardier with the four-cylinder serenading at full volume. There’s not enough turbo whistle for our auditory tastes, but then again, there never is.
There's no manual—full stop.
We hope you like VW's latest 6-speed dual-clutch transmission, because if you live in the States it's all you're going to get. Euros get a manual, but the take rate amongst Yanks is so low it's not financially reasonable to offer one. With the bad news out of the way, the good news is the box is pretty spot-on. In Comfort mode, the shifts are smooth and nearly invisible. There's slight gear change confusion in low speed traffic, but to the extent that it delays a shift a quarter second longer than you'd expect —we're nitpicking.
In Dynamic mode the trans is excellent, even in track conditions. It's happiest under full throttle; Fast, smart, and right on top of selecting the correct gear for the situation. Simply point-and-go. 0-60 mph runs are stated at 4.7 seconds, though our bottoms say it's quicker by a few tenths. If you opt to use the paddles, the result is precisely-executed shifts about a tenth of a second after a pull—front of the pack in this price range. And it'll hold the gear and let you bounce off the rev limiter until you choose to change out. The only other thing to note is a common complaint with dual-clutches—an eerie tendency to roll just a little too much when in placed in park.
You only need to check one option box.
The S3 starts at a fairly reasonable $41,100. There are a variety of options available, but you only need the Performance Package. For the low-low price of $1900 the 18” all-season tires get swapped for a sweet set of 19” wheels and summer-only ContisportContact tires. You also get magneto-rheological dampers at all four corners. The MR dampers are tied to settings in Comfort and Dynamic modes, but you can create a custom profile and adjust them as you like. We suggest the aggressive option. It delivers the best ride and handling.
The chassis is brilliant.
Because of their usual engine-out-front layout, many Audi sedans have a tendency toward understeer. It seems weird to call this car's transverse-mounted mill an advantage in that arena, but it is. Combined with a spooky-good all-wheel-drive system and MR dampers, this car is an excellent tool for SCCA circuits. It instills a tremendous amount of confidence in all conditions. Every aspect of its performance is predictable, whether it's an off-camber hairpin or doing a buck thirty on the straight. On the viciously grainy Texas roads the 19” tires pass quite a bit of road noise into the cabin, but on smooth stuff those same tires feel like they'll never run out of grip. Push beyond the dizzy limit and it's controllable understeer. The brakes are commendable. We whipped this car at Circuit of the Americas and never found a chink in its armor. The S3 just feels right. Firm but not jarring, weighted but not unwieldy. Fast.
Fact: it can ford 3" of water.
Due to downpours near Austin, we were able to confirm three inches of rushing water will pass through the wheels. In case you were curious.
Back to the B5 S4 comparison for a second.
As we've seen above, the biggest changes compared to its ancestor involve sacrificing the twin-turbo V6 for a modern single turbo direct-injection 2.0-liter TFSI four-cylinder, and the six-speed manual is likewise history. But in return, we get fresh, modern styling, plenty of speed, a mechanized 6-speed transmission, more advanced all-wheel-drive, and evolved looks. They're brothers born nearly a generation apart. It's almost spooky how much character they share. Considering how well the old car has stood the test of time, that's a high compliment.
http://www.roadandtrack.com/car-reviews/first-drives/2015-audi-s3-first-drive-review
It's the classic Audi S4 of yore, modernized.
When the Audi S3 debuted, we noticed its numbers were curiously close to the B5 S4 of the late 1990s. Length, width, height, wheelbase, output, and even curb weights are within spitting distance of each other. There are tweaks and stretches here and there, but the new car is a dead ringer at the end of the day. Imagine if the performance-oriented S4 had an 18-year product cycle. After 18 years worth of advancement in chassis dynamics, material science, engine and transmission development, interior design, and stability control, what would Audi debut as a replacement?
Precisely what we have in the S3. Read on to find out what makes it go.
The car looks damn good.
Audi has always balanced styling aggression with understatement. The S3 shares all of its sheetmetal with the A3—including the aluminum front fenders and hood—but everything else is tweaked for style. The front end gets a deeper chin with a more aggressive mini-splitter, larger air-intakes down low, and a unique grille. The side skirts poke out a bit and visually lower the car. Around the back, the rear fascia has functional ducting down below, and the trunk lid is topped with a lip spoiler. The finished product looks quite dapper, like a nicely tailored two button suit—youthful, modern, crisp.
The interior lacks a sense of occasion. This is an "S" car but it doesn't feel particularly special. Sportier seats with the option of color-matched inserts and a flat-bottomed steering wheel are the most noteworthy differences. The chairs are certainly comfy, supportive in all aspects, and handsome, but they're not transformative. Look closely to notice a digital boost gauge at the edge of the speedometer's 5 o'clock position. Stainless pedal covers, added software options in the MMI screens and a red ring around the starter button round out the noticeable changes. We dig the disappearing infotainment screen. Nav displays are neat, but having the option to drop it out of sight is wonderful. It makes us miss the same feature now absent in the Caddy CTS.
The engine makes happy sounds.
The turbo 2.0-liter four-cylinder— which, like all direct-injection turbo engines, makes torque fast—hits a peak of 280 lb-ft at just 1900 rpm with a deep well to draw from as the engine runs up to it's 292 hp at 6200 rpm maximum. Throttle response is instant, punchy even, and the engine is happiest when the driver is asking for extra-legal speeds.
An interesting feature is the ability to tune how much mechanical music makes its way into the cabin. A “sound valve” (for lack of a better term) closes in Comfort mode and opens up when the car is in Dynamic. Create your own setup in “Individual” and cruise like a boulivardier with the four-cylinder serenading at full volume. There’s not enough turbo whistle for our auditory tastes, but then again, there never is.
There's no manual—full stop.
We hope you like VW's latest 6-speed dual-clutch transmission, because if you live in the States it's all you're going to get. Euros get a manual, but the take rate amongst Yanks is so low it's not financially reasonable to offer one. With the bad news out of the way, the good news is the box is pretty spot-on. In Comfort mode, the shifts are smooth and nearly invisible. There's slight gear change confusion in low speed traffic, but to the extent that it delays a shift a quarter second longer than you'd expect —we're nitpicking.
In Dynamic mode the trans is excellent, even in track conditions. It's happiest under full throttle; Fast, smart, and right on top of selecting the correct gear for the situation. Simply point-and-go. 0-60 mph runs are stated at 4.7 seconds, though our bottoms say it's quicker by a few tenths. If you opt to use the paddles, the result is precisely-executed shifts about a tenth of a second after a pull—front of the pack in this price range. And it'll hold the gear and let you bounce off the rev limiter until you choose to change out. The only other thing to note is a common complaint with dual-clutches—an eerie tendency to roll just a little too much when in placed in park.
You only need to check one option box.
The S3 starts at a fairly reasonable $41,100. There are a variety of options available, but you only need the Performance Package. For the low-low price of $1900 the 18” all-season tires get swapped for a sweet set of 19” wheels and summer-only ContisportContact tires. You also get magneto-rheological dampers at all four corners. The MR dampers are tied to settings in Comfort and Dynamic modes, but you can create a custom profile and adjust them as you like. We suggest the aggressive option. It delivers the best ride and handling.
The chassis is brilliant.
Because of their usual engine-out-front layout, many Audi sedans have a tendency toward understeer. It seems weird to call this car's transverse-mounted mill an advantage in that arena, but it is. Combined with a spooky-good all-wheel-drive system and MR dampers, this car is an excellent tool for SCCA circuits. It instills a tremendous amount of confidence in all conditions. Every aspect of its performance is predictable, whether it's an off-camber hairpin or doing a buck thirty on the straight. On the viciously grainy Texas roads the 19” tires pass quite a bit of road noise into the cabin, but on smooth stuff those same tires feel like they'll never run out of grip. Push beyond the dizzy limit and it's controllable understeer. The brakes are commendable. We whipped this car at Circuit of the Americas and never found a chink in its armor. The S3 just feels right. Firm but not jarring, weighted but not unwieldy. Fast.
Fact: it can ford 3" of water.
Due to downpours near Austin, we were able to confirm three inches of rushing water will pass through the wheels. In case you were curious.
Back to the B5 S4 comparison for a second.
As we've seen above, the biggest changes compared to its ancestor involve sacrificing the twin-turbo V6 for a modern single turbo direct-injection 2.0-liter TFSI four-cylinder, and the six-speed manual is likewise history. But in return, we get fresh, modern styling, plenty of speed, a mechanized 6-speed transmission, more advanced all-wheel-drive, and evolved looks. They're brothers born nearly a generation apart. It's almost spooky how much character they share. Considering how well the old car has stood the test of time, that's a high compliment.
http://www.roadandtrack.com/car-reviews/first-drives/2015-audi-s3-first-drive-review
ThroughandThrough
Kraftkurve King
tristatez28lt1
Tire Trailblazer
of the 2015 Audi S3 on the second page of this review.
2015 Audi S3
BASE PRICE $41,995
PRICE AS TESTED $49,945
VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan
ENGINE 2.0L/292-hp/280-lb-ft turbo DOHC 16-valve I-4
TRANSMISSION 6-speed twin-clutch auto
CURB WEIGHT (F/R DIST) 3467 lb (58/42%)
WHEELBASE 103.6 in
LENGTH x WIDTH x HEIGHT 175.9 x 70.0 x 54.8 in
0-60 MPH 4.7 sec
QUARTER MILE 13.4 sec @ 102.4 mph
BRAKING, 60-0 MPH 113 ft
LATERAL ACCELERATION 0.92 g (avg)
MT FIGURE EIGHT 25.2 sec @ 0.81 g (avg)
EPA CITY/HWY/COMB FUEL ECON 23/31/26 mpg
ENERGY CONS., CITY/HWY 147/109 kW-hrs/100 miles
CO2 EMISSIONS, COMB 0.75 lb/mile
Read more: http://www.motortrend.com/roadtests/sedans/1410_2015_audi_s3_first_test/#ixzz3G9zTBE4x
2015 Audi S3
BASE PRICE $41,995
PRICE AS TESTED $49,945
VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan
ENGINE 2.0L/292-hp/280-lb-ft turbo DOHC 16-valve I-4
TRANSMISSION 6-speed twin-clutch auto
CURB WEIGHT (F/R DIST) 3467 lb (58/42%)
WHEELBASE 103.6 in
LENGTH x WIDTH x HEIGHT 175.9 x 70.0 x 54.8 in
0-60 MPH 4.7 sec
QUARTER MILE 13.4 sec @ 102.4 mph
BRAKING, 60-0 MPH 113 ft
LATERAL ACCELERATION 0.92 g (avg)
MT FIGURE EIGHT 25.2 sec @ 0.81 g (avg)
EPA CITY/HWY/COMB FUEL ECON 23/31/26 mpg
ENERGY CONS., CITY/HWY 147/109 kW-hrs/100 miles
CO2 EMISSIONS, COMB 0.75 lb/mile
Read more: http://www.motortrend.com/roadtests/sedans/1410_2015_audi_s3_first_test/#ixzz3G9zTBE4x
JHF
Driving Dynamics Pro
4T : Reviews & Road Tests
Anticipation is a common theme when it comes to the Audi S3 sedan. This is the first time Audi has ventured into the A3 range with in its S-Car lineup for America. That the car means a potent offering in a package roughly equivalent to the much beloved B5 Audi S4 sedan only compounds the level of expectation levied upon this new offering. Given all this, we were eager to get our hands on the S3 and see first hand just how good it really is. A visit to Texas for the American round of the 2014 World Endurance Championship afforded us our first real opportunity.
S3 Background
The Audi S3 launching in America is actually the third-generation of the model. The first (type 8L), sold as a 3-door only and arrived during the same era as the aforementioned B5 S4. That first car was effectively on the same platform as the first-generation Audi TT. In fact, it shared the TT’s most potent 225 hp 1.8T engine and 6-speed transmission, as well as its Haldex-based quattro all-wheel drive system.
Audi stuck to formula when it introduced the second-generation S3 (type 8P). A three door only affair in the beginning, the car spawned a Sportback mid-lifecycle when that body style became available. Nevertheless, the car used effectively the same 261 bhp 2.0 TFSI engine and drivetrain as the second-generation TTS.
With the latest S3 family based on Audi’s MQB architecture (type 8V), the model lineup has expanded beyond the usual 3-door and 5-door Sportback models to also include the Cabriolet and sedan. The Cabriolet is a Europe only affair, though the sedan is very much geared mainly toward markets like America and also China.
Capturing the Spirit of the B5 S4
In many ways, the B5 Audi S4 represents that ex girlfriend or boyfriend you’ve always wondered about getting back together. By going to the larger B6 and B7 platforms with their aftermarket unfriendly normally aspirated V8 engine or larger-yet B8 S4, fans of that original B5 S4 were simply left yearning for another go. Those elder S4s still command a premium in the aftermarket due to their high degree of tune-ability and also for their small and agile size… a premium and refined product in a package more akin to a Subaru WRX STi or Mitsubishi Lancer EVO.
With the new S3 sedan, Audi aims to recapture that old magic. In regards to packaging, they’re awfully close. The S3 measures up, 1.8 inches wider, 1.3 inches shorter front-to-rear and .8 inches taller in height as compared to the B5. The new car’s wheelbase is .8 inches longer, with shorter front and rear overhangs and wider track as a result of that wider footprint. In size, the only measurement where the S3 is less aggressive than the B5 S4 is height, and we’re wondering how much of that might be due to what seems to be a relatively tall factory ride height.
Under the hood, the new S3 also compares quite favorably. Where as the B5 S4’s 2.7-liter biturbo V6 pushed out 250 hp at 5800 rpm and 258 lb-ft at 1850 rpm, the S3’s 2.0 TFSI inline 4-cylinder delivers more – 292 hp at 5400 rpm and 280 lb-ft at 1900 rpm. Given the S3 weighs about 400 lbs. less (3200 lbs. versus the old S4’s 3593 lbs.), it should be no surprise that it scorches the B5 S4’s fuel economy (23 city/31 highway vs. 16 city/22 highway) and also beats up on the earlier car’s 0-60 mph numbers ( 4.7 seconds versus 5.4 seconds).
While one might cast romantic favor to the long gone B5 S4, the new Audi S3 sedan beats it by essentially every measure as defined by data.
Okay, Audi traditionalists and purists may grouse that the S3 isn’t a “Torsen quattro”. To the uninitiated, that means a mechanical differential supplying power to the front and rear, which is essentially standard fare on Audis with longitudinal (north-south) engines. Everything from the original ur quattro to today’s S4 and above have a longitudinally mounted engine with mechanical center differential, so there’s a certain pedigree people yearn for.
Call me untraditional though, because I’m not willing to write off the S3’s transversely mounted (east-west) engine and the computer controlled Haldex center differential. Yes, earlier Haldex cars like every S3 and TT before the current versions did effectively run front-wheel drive unless called upon to act, and yes that may have been viewed as not superior to the all-time all-wheel drive of the so-called “Torsen” cars, but hold on a second.
One big advantage for transverse Audis has always been an engine mounted lower and more to the center of the chassis. This helps handling. More importantly, the latest Haldex 5 powered version of quattro pairs the system-controlling software with the Audi Drive Select system, meaning it can be proactive in its torque delivery rather than purely reactive like the mechanical systems. Turn the system to a performance setting and this only gets more pronounced. Here too, the S3 sedan appears to be superior to that original S4.
Impressions of the S3
As for how pretty the current is compared to the ex, looks are in the eyes of the beholder. The B5-generation Audi has always been a favorite to fans of the brand – a modern style icon with excellent proportions. In comparison, the shape of the production S3 is a bit tall. The low suspension and lower roof of the first A3 sedan concept car that previewed this latest sedan was more cartoonish and closer to the first car in spirit. The new S3 seems visually taller, though wrapped in some seriously handsome bodywork, with taller shoulders and tornado line doing their best to mask the fact that Audi wanted more headroom for all four passengers this time around.
Fitted with optional LED headlights, the look of the S3 is captivating. Silver brightwork on the grille’s horizontal struts also carries over to more traditional placement like the rearview mirrors and lower valances. Our car came on 19-inch 5-star double spoke wheels, an option that seems like a bit of a must in order to separate your S3 from more run-of-the-mill A3 sedans. It all makes for a look that is equal parts familiar, modern and also menacing.
Inside, the S3’s interior is impressive. The car’s sport seats are handsome and willing to grip, and those seating surfaces will be even better when the late-intro diamond-stitched super sport seats finally arrive in a few months’ time.
There’s just one beltline trim for now, and that’s the same aluminum as seen in the more common A3. That’s a shame. The first B5 S4 had a wood option, and while that may be less popular nowadays, every S4 since has offered carbon fiber. For the S3, there is no such option… at least not yet.
From an infotainment perspective, it’s no surprise that the S3 beats the hell out of that old S4. Those were the days before modern navigation or Bluetooth systems. While owners of B5 S4s sift through internet forums and German Ebay searching for ways to retrofit a later and nowadays archaic Audi RNSE navigation system, the S3 sedan boasts a motorized screen as thin as an iPhone that’ll deliver up Google maps and search functionality animated seamlessly thanks to an NVIDIA Tegra 2 graphics chip. There’s 4G wi-fi, which also powers built-in MMI functionality like Facebook and Twitter, while you listen to satellite radio and tag songs so you can download them now and listen to them later.
Yes, there’s an app for all that. It’s called “MMI connect” though we’ve not had a chance to fully test it. More on that from us at a later date.
Fire up the S3 and the 2.0 TFSI has a more aggressive soundtrack than the identically named but lower powered 2.0 TFSI in the Audi A3. Part of that is because there’s a sound-augmenting speaker that transfers engine tone into the cabin. Part of that is also due to the more aggressive exhaust that blat/burps on shifts much as you’d expect from the angry little sibling of the Audi RS 7.
For now, there’s just one transmission – a 6-speed S tronic dual clutch sequential also known as DSG. It is fast, it is intuitive, it is more aggressively programmed than the same unit in the Audi A3 sedan. That’s all a great thing, but here’s where purists will grouse. Always logical Audi engineers will argue to you that a DSG is both more efficient and faster… and they’re right. Even still, I’ll side with the purists on the right to choose.
Unless I lived in a city with constant bumper-to-bumper traffic, I’d want the manual. There’s something more self gratifying, more engaging and even magical about rowing your own gears, rev matching and pairing it all with an empty snaking back road. Yes, the S tronic is very good and yes the steering wheel paddles on the flat-bottom wheel are satisfying to use as well, but not as much as the manual is for those who see shifting as an art.
Germany gets the manual, and frankly we should too. Good news on that front. Audi of America President Scott Keogh spoke of the S3 manual at the recent Audi Club national event in Texas, and the head of Audi’s US presence made it sound as if the decision may have already been made to add the gearbox as an option in the future. We’re keeping our fingers crossed.
So how does the car drive? We sampled the S3 over several hours in a mix of both long highways and some winding roads outside of Austin, TX. Later, we hit the Circuit of the Americas for one quick but unfortunately lone lap of the Circuit of the Americas.
On the road, the S3 is comfortable. It’ll go all Clark Kent for the daily slog, with plenty of torque on hand, sipping fuel conservatively and lulling you to a state of satisfaction as it delivers your favorite playlist, audio book or whatever over the optional and highly impressive Bang & Olufsen audio system.
In the twisties, or better yet on the track chasing one Allan McNish in an Audi R8 V10 plus, it wears the S on its grille as proudly as Superman would on his chest. Power is good, steering is well-weighted and direct. In this iteration, the latest Haldex version of quattro is quick to move power to the rear, allowing for some subtle throttle-on oversteer when you finally do push it past its highly impressive level of adhesion.
Conclusion
So, does it measure up? Is it better than the B5 S4?
We’d say yes on most every level. Out of the box, it is a much better package than was the B5 S4. Its base price of $41,100 is a lot closer to the original price of the B5 S4 than is the adjustment for inflation. That said, you can quickly option this thing over and above the $50,000 mark if you like options… and we like options.
Will it prove as tune-able as the B5 S4? That’s hard to say. The old S4’s V6 offered more displacement, so those willing to throw caution to the wind for a big turbo upgrade could and did mess with supercars. This one will beat up on a WRX STi in stock form, and companies like APR say the unpublished numbers they are getting from initial tunes of the S3’s engine are nothing short of awesome. Whether they’re super car beater awesome remains to be seen, but we’ve no doubt they will make the S3 a rabid wolf in snarling German Shephard clothing.
In the end, we leave the S3 very satisfied. Things like performance, efficiency, infotainment, even creature comforts set it far ahead of the B5 S4 and also many of its rivals. Shortcomings are few, but still there. We wish it had a manual option, and the interior with its super clean dashboard design and lack of trim options is a bit too streamlined for our taste… though nothing a little carbon fiber and some diamond stitch sport seats wouldn’t fix. Likely that’s all coming any way, which makes us confidently say that while we have a soft spot in our hearts for the old ex, this latest relationship has every indication that it’s a keeper.
http://fourtitude.com/features/Reviews_amp_Road_Tests_14/driven-2015-audi-s3-sedan/
Anticipation is a common theme when it comes to the Audi S3 sedan. This is the first time Audi has ventured into the A3 range with in its S-Car lineup for America. That the car means a potent offering in a package roughly equivalent to the much beloved B5 Audi S4 sedan only compounds the level of expectation levied upon this new offering. Given all this, we were eager to get our hands on the S3 and see first hand just how good it really is. A visit to Texas for the American round of the 2014 World Endurance Championship afforded us our first real opportunity.
S3 Background
The Audi S3 launching in America is actually the third-generation of the model. The first (type 8L), sold as a 3-door only and arrived during the same era as the aforementioned B5 S4. That first car was effectively on the same platform as the first-generation Audi TT. In fact, it shared the TT’s most potent 225 hp 1.8T engine and 6-speed transmission, as well as its Haldex-based quattro all-wheel drive system.
Audi stuck to formula when it introduced the second-generation S3 (type 8P). A three door only affair in the beginning, the car spawned a Sportback mid-lifecycle when that body style became available. Nevertheless, the car used effectively the same 261 bhp 2.0 TFSI engine and drivetrain as the second-generation TTS.
With the latest S3 family based on Audi’s MQB architecture (type 8V), the model lineup has expanded beyond the usual 3-door and 5-door Sportback models to also include the Cabriolet and sedan. The Cabriolet is a Europe only affair, though the sedan is very much geared mainly toward markets like America and also China.
Capturing the Spirit of the B5 S4
In many ways, the B5 Audi S4 represents that ex girlfriend or boyfriend you’ve always wondered about getting back together. By going to the larger B6 and B7 platforms with their aftermarket unfriendly normally aspirated V8 engine or larger-yet B8 S4, fans of that original B5 S4 were simply left yearning for another go. Those elder S4s still command a premium in the aftermarket due to their high degree of tune-ability and also for their small and agile size… a premium and refined product in a package more akin to a Subaru WRX STi or Mitsubishi Lancer EVO.
With the new S3 sedan, Audi aims to recapture that old magic. In regards to packaging, they’re awfully close. The S3 measures up, 1.8 inches wider, 1.3 inches shorter front-to-rear and .8 inches taller in height as compared to the B5. The new car’s wheelbase is .8 inches longer, with shorter front and rear overhangs and wider track as a result of that wider footprint. In size, the only measurement where the S3 is less aggressive than the B5 S4 is height, and we’re wondering how much of that might be due to what seems to be a relatively tall factory ride height.
Under the hood, the new S3 also compares quite favorably. Where as the B5 S4’s 2.7-liter biturbo V6 pushed out 250 hp at 5800 rpm and 258 lb-ft at 1850 rpm, the S3’s 2.0 TFSI inline 4-cylinder delivers more – 292 hp at 5400 rpm and 280 lb-ft at 1900 rpm. Given the S3 weighs about 400 lbs. less (3200 lbs. versus the old S4’s 3593 lbs.), it should be no surprise that it scorches the B5 S4’s fuel economy (23 city/31 highway vs. 16 city/22 highway) and also beats up on the earlier car’s 0-60 mph numbers ( 4.7 seconds versus 5.4 seconds).
While one might cast romantic favor to the long gone B5 S4, the new Audi S3 sedan beats it by essentially every measure as defined by data.
Okay, Audi traditionalists and purists may grouse that the S3 isn’t a “Torsen quattro”. To the uninitiated, that means a mechanical differential supplying power to the front and rear, which is essentially standard fare on Audis with longitudinal (north-south) engines. Everything from the original ur quattro to today’s S4 and above have a longitudinally mounted engine with mechanical center differential, so there’s a certain pedigree people yearn for.
Call me untraditional though, because I’m not willing to write off the S3’s transversely mounted (east-west) engine and the computer controlled Haldex center differential. Yes, earlier Haldex cars like every S3 and TT before the current versions did effectively run front-wheel drive unless called upon to act, and yes that may have been viewed as not superior to the all-time all-wheel drive of the so-called “Torsen” cars, but hold on a second.
One big advantage for transverse Audis has always been an engine mounted lower and more to the center of the chassis. This helps handling. More importantly, the latest Haldex 5 powered version of quattro pairs the system-controlling software with the Audi Drive Select system, meaning it can be proactive in its torque delivery rather than purely reactive like the mechanical systems. Turn the system to a performance setting and this only gets more pronounced. Here too, the S3 sedan appears to be superior to that original S4.
Impressions of the S3
As for how pretty the current is compared to the ex, looks are in the eyes of the beholder. The B5-generation Audi has always been a favorite to fans of the brand – a modern style icon with excellent proportions. In comparison, the shape of the production S3 is a bit tall. The low suspension and lower roof of the first A3 sedan concept car that previewed this latest sedan was more cartoonish and closer to the first car in spirit. The new S3 seems visually taller, though wrapped in some seriously handsome bodywork, with taller shoulders and tornado line doing their best to mask the fact that Audi wanted more headroom for all four passengers this time around.
Fitted with optional LED headlights, the look of the S3 is captivating. Silver brightwork on the grille’s horizontal struts also carries over to more traditional placement like the rearview mirrors and lower valances. Our car came on 19-inch 5-star double spoke wheels, an option that seems like a bit of a must in order to separate your S3 from more run-of-the-mill A3 sedans. It all makes for a look that is equal parts familiar, modern and also menacing.
Inside, the S3’s interior is impressive. The car’s sport seats are handsome and willing to grip, and those seating surfaces will be even better when the late-intro diamond-stitched super sport seats finally arrive in a few months’ time.
There’s just one beltline trim for now, and that’s the same aluminum as seen in the more common A3. That’s a shame. The first B5 S4 had a wood option, and while that may be less popular nowadays, every S4 since has offered carbon fiber. For the S3, there is no such option… at least not yet.
From an infotainment perspective, it’s no surprise that the S3 beats the hell out of that old S4. Those were the days before modern navigation or Bluetooth systems. While owners of B5 S4s sift through internet forums and German Ebay searching for ways to retrofit a later and nowadays archaic Audi RNSE navigation system, the S3 sedan boasts a motorized screen as thin as an iPhone that’ll deliver up Google maps and search functionality animated seamlessly thanks to an NVIDIA Tegra 2 graphics chip. There’s 4G wi-fi, which also powers built-in MMI functionality like Facebook and Twitter, while you listen to satellite radio and tag songs so you can download them now and listen to them later.
Yes, there’s an app for all that. It’s called “MMI connect” though we’ve not had a chance to fully test it. More on that from us at a later date.
Fire up the S3 and the 2.0 TFSI has a more aggressive soundtrack than the identically named but lower powered 2.0 TFSI in the Audi A3. Part of that is because there’s a sound-augmenting speaker that transfers engine tone into the cabin. Part of that is also due to the more aggressive exhaust that blat/burps on shifts much as you’d expect from the angry little sibling of the Audi RS 7.
For now, there’s just one transmission – a 6-speed S tronic dual clutch sequential also known as DSG. It is fast, it is intuitive, it is more aggressively programmed than the same unit in the Audi A3 sedan. That’s all a great thing, but here’s where purists will grouse. Always logical Audi engineers will argue to you that a DSG is both more efficient and faster… and they’re right. Even still, I’ll side with the purists on the right to choose.
Unless I lived in a city with constant bumper-to-bumper traffic, I’d want the manual. There’s something more self gratifying, more engaging and even magical about rowing your own gears, rev matching and pairing it all with an empty snaking back road. Yes, the S tronic is very good and yes the steering wheel paddles on the flat-bottom wheel are satisfying to use as well, but not as much as the manual is for those who see shifting as an art.
Germany gets the manual, and frankly we should too. Good news on that front. Audi of America President Scott Keogh spoke of the S3 manual at the recent Audi Club national event in Texas, and the head of Audi’s US presence made it sound as if the decision may have already been made to add the gearbox as an option in the future. We’re keeping our fingers crossed.
So how does the car drive? We sampled the S3 over several hours in a mix of both long highways and some winding roads outside of Austin, TX. Later, we hit the Circuit of the Americas for one quick but unfortunately lone lap of the Circuit of the Americas.
On the road, the S3 is comfortable. It’ll go all Clark Kent for the daily slog, with plenty of torque on hand, sipping fuel conservatively and lulling you to a state of satisfaction as it delivers your favorite playlist, audio book or whatever over the optional and highly impressive Bang & Olufsen audio system.
In the twisties, or better yet on the track chasing one Allan McNish in an Audi R8 V10 plus, it wears the S on its grille as proudly as Superman would on his chest. Power is good, steering is well-weighted and direct. In this iteration, the latest Haldex version of quattro is quick to move power to the rear, allowing for some subtle throttle-on oversteer when you finally do push it past its highly impressive level of adhesion.
Conclusion
So, does it measure up? Is it better than the B5 S4?
We’d say yes on most every level. Out of the box, it is a much better package than was the B5 S4. Its base price of $41,100 is a lot closer to the original price of the B5 S4 than is the adjustment for inflation. That said, you can quickly option this thing over and above the $50,000 mark if you like options… and we like options.
Will it prove as tune-able as the B5 S4? That’s hard to say. The old S4’s V6 offered more displacement, so those willing to throw caution to the wind for a big turbo upgrade could and did mess with supercars. This one will beat up on a WRX STi in stock form, and companies like APR say the unpublished numbers they are getting from initial tunes of the S3’s engine are nothing short of awesome. Whether they’re super car beater awesome remains to be seen, but we’ve no doubt they will make the S3 a rabid wolf in snarling German Shephard clothing.
In the end, we leave the S3 very satisfied. Things like performance, efficiency, infotainment, even creature comforts set it far ahead of the B5 S4 and also many of its rivals. Shortcomings are few, but still there. We wish it had a manual option, and the interior with its super clean dashboard design and lack of trim options is a bit too streamlined for our taste… though nothing a little carbon fiber and some diamond stitch sport seats wouldn’t fix. Likely that’s all coming any way, which makes us confidently say that while we have a soft spot in our hearts for the old ex, this latest relationship has every indication that it’s a keeper.
http://fourtitude.com/features/Reviews_amp_Road_Tests_14/driven-2015-audi-s3-sedan/
JHF
Driving Dynamics Pro
2015 Audi A3 TDI Diesel Sedan
Commit to sweating and twitching, and 60 mpg is possible.
Third. We finished third. To launch the TDI version of its new A3 sedan, Audi arranged a fuel-mileage challenge. The goal? Albuquerque, New Mexico, to Coronado, California, on one tank of diesel. That’s a distance of 834 miles. We mollified ourselves with the age-old “well, at least we’re on the podium” chestnut. But technical editor Eric Tingwall chided us via Twitter, “Let me channel Sherman here: If you didn’t win, you lost. Sherman would’ve won.” If the mild-mannered, affable Tingwall is publicly wagging a finger of shame at you, it’s bad. And he’s right. Tech director Don Sherman would’ve won.
We’d suffered 759 miles across New Mexico, Arizona, and most of the width of California. So when the nice man from Audi suggested that we wouldn’t make it—having hit zero fuel about halfway up the summit on Interstate 8—we stupidly believed him. That belief cost us what might’ve been a win. Perhaps in the interest of preserving their fuel-injection pumps, Ingolstadt’s representatives had informed us that the A3 TDI had only half a gallon of fuel left once the fuel-range readout hit 0 miles. This proved not to be the case: More foolhardy souls pressed on and covered the remaining distance to the coast, having hit zero on the gauge at about the same time we did.
On the other hand, flush with diesel and free from the constraints of competition, we took the opportunity to finally open the taps on the torquey diesel sedan, the latest variant of the MQB-boned A3 to hit our shores. We also turned on the air conditioning. The car still equipped with our apparently ineffective—but hopefully intimidating—Walmart-issue cardboard-box rear-fender fairings, we launched our small front-drive Audi down some San Diego County back roads.
The TDI’s gas-fired Quattro counterpart recently aced a comparison test in which it was pitted against Mercedes-Benz’s CLA250 4MATIC and the BMW 2-series, and if the FWD diesel car—all-wheel drive isn’t available—doesn’t offer the revvy tenacity of the Quattro model, it at least offers some visceral pleasures of its own. Equipped with the same 150-hp, 236-lb-ft variant of the EA288 diesel found in the new Volkswagen Golf TDI, the Audi is hardly a slouch, especially when it comes to midrange power delivery.
Audi’s standard six-speed dual-clutch automatic transmission offers smooth, quick, and reliable gearchanges. It seems to default to lower gears even in manual mode, which was a problem when we were gunning for efficiency above all else—that may be the first time we’ve complained about a transmission for wanting to hold a lower gear—but we found ourselves without a gripe during the mountain-road blasts.
When cornering, the front end turns in and plants itself with authority, offering plenty of grip. We know this to be the full truth because, during the mpg-focused portion of our drive, we avoided using the accelerator and brakes to set up for corners in the interest of energy conservation. Maximum efficiency demands kinetic dynamism, so we followed a steer-and-pray strategy. The sticky Continental tires held our chosen lines with an admirable doggedness.
Inside, we found the A3 to be typically Audi-pleasant, although the vast swath of soft-touch material spanning the dash needs to be of a higher grade to successfully execute the bold, sparse look the automaker has pursued with this car. The seats were comfortable for the long haul, and although some have complained about the B-pillars’ intrusion into peripheral sightlines, we didn’t find it to be an issue during a journey with plenty of furtive side glances to check for faster-moving traffic.
As for the efficiency competition, it was calculated that we achieved 60.1 mpg over 759 miles. This was in utter hair-shirt mode, using twitchy-foot throttle techniques while monitoring the immediate returns on the in-dash efficiency display, running far under the speed limit, utilizing the aerodynamic largesse of big-rig wakes, cursing every rise in the road, and generally suffering for every mile. Without engaging in any of that occasionally ill-advised folderol, you’d easily find yourself returning figures somewhere in the low-to-mid 40s on the highway. And if you wanted to thrash a canyon at the end of the day? The A3 TDI would be perfectly happy to oblige.
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $33,525
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve 2.0-liter diesel inline-4, iron block and aluminum head, direct fuel injection
Displacement: 120 cu in, 1968 cc
Power: 150 hp @ 4000 rpm
Torque: 236 lb-ft @ 1750 rpm
TRANSMISSION: 6-speed dual-clutch automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 103.8 in
Length: 175.4 in
Width: 70.7 in Height: 55.7 in
Curb weight (C/D est): 3500 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 7.8 sec
Zero to 100 mph: 23.2 sec
Standing ¼-mile: 16.2 sec
Top speed: 125 mph
FUEL ECONOMY:
EPA city/highway: 31/43 mpg
http://www.caranddriver.com/reviews/2015-audi-a3-tdi-diesel-sedan-first-drive-review
Commit to sweating and twitching, and 60 mpg is possible.
Third. We finished third. To launch the TDI version of its new A3 sedan, Audi arranged a fuel-mileage challenge. The goal? Albuquerque, New Mexico, to Coronado, California, on one tank of diesel. That’s a distance of 834 miles. We mollified ourselves with the age-old “well, at least we’re on the podium” chestnut. But technical editor Eric Tingwall chided us via Twitter, “Let me channel Sherman here: If you didn’t win, you lost. Sherman would’ve won.” If the mild-mannered, affable Tingwall is publicly wagging a finger of shame at you, it’s bad. And he’s right. Tech director Don Sherman would’ve won.
We’d suffered 759 miles across New Mexico, Arizona, and most of the width of California. So when the nice man from Audi suggested that we wouldn’t make it—having hit zero fuel about halfway up the summit on Interstate 8—we stupidly believed him. That belief cost us what might’ve been a win. Perhaps in the interest of preserving their fuel-injection pumps, Ingolstadt’s representatives had informed us that the A3 TDI had only half a gallon of fuel left once the fuel-range readout hit 0 miles. This proved not to be the case: More foolhardy souls pressed on and covered the remaining distance to the coast, having hit zero on the gauge at about the same time we did.
On the other hand, flush with diesel and free from the constraints of competition, we took the opportunity to finally open the taps on the torquey diesel sedan, the latest variant of the MQB-boned A3 to hit our shores. We also turned on the air conditioning. The car still equipped with our apparently ineffective—but hopefully intimidating—Walmart-issue cardboard-box rear-fender fairings, we launched our small front-drive Audi down some San Diego County back roads.
The TDI’s gas-fired Quattro counterpart recently aced a comparison test in which it was pitted against Mercedes-Benz’s CLA250 4MATIC and the BMW 2-series, and if the FWD diesel car—all-wheel drive isn’t available—doesn’t offer the revvy tenacity of the Quattro model, it at least offers some visceral pleasures of its own. Equipped with the same 150-hp, 236-lb-ft variant of the EA288 diesel found in the new Volkswagen Golf TDI, the Audi is hardly a slouch, especially when it comes to midrange power delivery.
Audi’s standard six-speed dual-clutch automatic transmission offers smooth, quick, and reliable gearchanges. It seems to default to lower gears even in manual mode, which was a problem when we were gunning for efficiency above all else—that may be the first time we’ve complained about a transmission for wanting to hold a lower gear—but we found ourselves without a gripe during the mountain-road blasts.
When cornering, the front end turns in and plants itself with authority, offering plenty of grip. We know this to be the full truth because, during the mpg-focused portion of our drive, we avoided using the accelerator and brakes to set up for corners in the interest of energy conservation. Maximum efficiency demands kinetic dynamism, so we followed a steer-and-pray strategy. The sticky Continental tires held our chosen lines with an admirable doggedness.
Inside, we found the A3 to be typically Audi-pleasant, although the vast swath of soft-touch material spanning the dash needs to be of a higher grade to successfully execute the bold, sparse look the automaker has pursued with this car. The seats were comfortable for the long haul, and although some have complained about the B-pillars’ intrusion into peripheral sightlines, we didn’t find it to be an issue during a journey with plenty of furtive side glances to check for faster-moving traffic.
As for the efficiency competition, it was calculated that we achieved 60.1 mpg over 759 miles. This was in utter hair-shirt mode, using twitchy-foot throttle techniques while monitoring the immediate returns on the in-dash efficiency display, running far under the speed limit, utilizing the aerodynamic largesse of big-rig wakes, cursing every rise in the road, and generally suffering for every mile. Without engaging in any of that occasionally ill-advised folderol, you’d easily find yourself returning figures somewhere in the low-to-mid 40s on the highway. And if you wanted to thrash a canyon at the end of the day? The A3 TDI would be perfectly happy to oblige.
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $33,525
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve 2.0-liter diesel inline-4, iron block and aluminum head, direct fuel injection
Displacement: 120 cu in, 1968 cc
Power: 150 hp @ 4000 rpm
Torque: 236 lb-ft @ 1750 rpm
TRANSMISSION: 6-speed dual-clutch automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 103.8 in
Length: 175.4 in
Width: 70.7 in Height: 55.7 in
Curb weight (C/D est): 3500 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 7.8 sec
Zero to 100 mph: 23.2 sec
Standing ¼-mile: 16.2 sec
Top speed: 125 mph
FUEL ECONOMY:
EPA city/highway: 31/43 mpg
http://www.caranddriver.com/reviews/2015-audi-a3-tdi-diesel-sedan-first-drive-review
JHF
Driving Dynamics Pro
#FotoshopFriday: Audi A3 TDI competition
This week’s #FotoshopFriday post isn’t exactly photoshop wizardry or pushing the limits on our rendering ability. We went with an easy one this week, adding some black accents to A3 sedan images from the Audi Deutschland configurator in order to create an A3 TDI competition.
What’s a TDI competition? Earlier this week we reported on the new A6 TDI competition model. Outwardly, the car takes the styling of the earlier S line competition models like those for the TT and A5, and applies it to the A6 with the highest possible spec 3.0 Bi-TDI, S-car colors and S-car diamond stitched sport seats in order to create a high performance TDI model above the S line yet not quite on the level of an S-car.
Compare that to the new US-spec Audi A3 TDI now arriving in America and the very same that we used to compete in last week’s #TDIChallenge. The American car uses Audi’s potent 2.0 TDI paired with 6-speed S tronic transmission and driving power to the front wheels.
Though purists may grouse that the car isn’t quattro, we feel that’s not really necessary here. The 2.0 TDI isn’t powerful enough to really make it necessary as in the S3. At the same time, the lack of added weight of the all-wheel drive system helps the car to retain a high degree of toss-ability.
So, would adding an S line packet and black optics make a TDI competition? We’d argue no. the changes we’d also want to add are below the exterior skin of the car. We’d envision more upgrades like the S3’s decklid spoiler and maybe A1 quattro inspired black segmentation between the taillights. Inside, we’d love to see the A3 TDI competition get either Alcantara versions of the base S3 sport seats or even the diamond-stitched S3-only Supersport seat offering. Both of these seats are already offered on German market A3 S line models, so it theoretically shouldn’t be that tough.
There is one more change we’d also love to see. Another high-performance model based on the Volkswagen Group’s MQB architecture is the Volkswagen GTI. This latest generation GTI gets an eLSD or electronic limited slip differential. While not as effective as quattro all-wheel drive, the eLSD also sourced from Haldex is proving incredible effective at putting the power down to the front wheels. Adding this to an A3 TDI competition would move such a car’s performance beyond other TDI models in an efficient and unique way.
So what do you think? Should Audi build an A3 TDI competition?
http://fourtitude.com/news/audi-rumors-renders-spy-photos/fotoshopfriday-audi-a3-tdi-competition/
This week’s #FotoshopFriday post isn’t exactly photoshop wizardry or pushing the limits on our rendering ability. We went with an easy one this week, adding some black accents to A3 sedan images from the Audi Deutschland configurator in order to create an A3 TDI competition.
What’s a TDI competition? Earlier this week we reported on the new A6 TDI competition model. Outwardly, the car takes the styling of the earlier S line competition models like those for the TT and A5, and applies it to the A6 with the highest possible spec 3.0 Bi-TDI, S-car colors and S-car diamond stitched sport seats in order to create a high performance TDI model above the S line yet not quite on the level of an S-car.
Compare that to the new US-spec Audi A3 TDI now arriving in America and the very same that we used to compete in last week’s #TDIChallenge. The American car uses Audi’s potent 2.0 TDI paired with 6-speed S tronic transmission and driving power to the front wheels.
Though purists may grouse that the car isn’t quattro, we feel that’s not really necessary here. The 2.0 TDI isn’t powerful enough to really make it necessary as in the S3. At the same time, the lack of added weight of the all-wheel drive system helps the car to retain a high degree of toss-ability.
So, would adding an S line packet and black optics make a TDI competition? We’d argue no. the changes we’d also want to add are below the exterior skin of the car. We’d envision more upgrades like the S3’s decklid spoiler and maybe A1 quattro inspired black segmentation between the taillights. Inside, we’d love to see the A3 TDI competition get either Alcantara versions of the base S3 sport seats or even the diamond-stitched S3-only Supersport seat offering. Both of these seats are already offered on German market A3 S line models, so it theoretically shouldn’t be that tough.
There is one more change we’d also love to see. Another high-performance model based on the Volkswagen Group’s MQB architecture is the Volkswagen GTI. This latest generation GTI gets an eLSD or electronic limited slip differential. While not as effective as quattro all-wheel drive, the eLSD also sourced from Haldex is proving incredible effective at putting the power down to the front wheels. Adding this to an A3 TDI competition would move such a car’s performance beyond other TDI models in an efficient and unique way.
So what do you think? Should Audi build an A3 TDI competition?
http://fourtitude.com/news/audi-rumors-renders-spy-photos/fotoshopfriday-audi-a3-tdi-competition/
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Audi
Audi AG is a German automotive manufacturer of luxury vehicles
headquartered in Ingolstadt, Bavaria, Germany. A subsidiary of the
Volkswagen Group, the company’s origins date back to the early 20th
century and the initial enterprises (Horch and the Audiwerke) founded
by engineer August Horch (1868–1951). Two other manufacturers (DKW
and Wanderer) also contributed to the foundation of Auto Union in 1932.
The modern Audi era began in the 1960s, when Volkswagen acquired Auto
Union from Daimler-Benz, and merged it with NSU Motorenwerke in 1969.
Official website: Audi (Global), Audi (USA)
Official website: Audi (Global), Audi (USA)
