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By Larry Edsall
Zoom an e-mail to
Larry
- What we drove:
- 2006 Audi A3 2.0T DSG
- 2.0-liter, 16-valve turbocharged I4 with six-speed DSG transmission and front-wheel drive
- Base price: $26,140
- Price as tested: $30,560
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The A3 is a new model for North America, and can
be equipped with Audi's sensational new Direct Shift
Gearbox (see below). The A3 is built on Audi's PQ35 platform, which traces its roots to the underpinnings of the latest generation of the Volkswagen Golf. (VW Group bases everything from the Golf to the Audi TT on various versions of its A platform.) Power for the new A3 comes from Audi's terrific 2.0-liter, turbocharged inline four-cylinder FSI (gasoline direct injection) engine, which pumps out 200 horsepower and 207 foot-pounds of torque. That power reaches the front wheels through either a six-speed manual transmission or through Audi's amazing Direct Shift Gearbox (DSG). While the engine was introduced for use in the newest generation of the Audi A4, the DSG is a new development being launched in the A3. Unlike a typical automatic transaxle, the DSG is based on a standard six-speed manual transmission, though it includes two internal clutches. It also uses technology developed for Audi's Le Mans-dominating racing program to allow the driver to change gears with paddle shifters mounted on the steering wheel.
Double-overhead cams, gasoline direct injection, turbocharging and a 10.5:1 compression ratio give the little engine a lot of horsepower and a torque curve that is shaped more like a library table than a beanbag chair. Maximum torque is available all the way from 1500 rpm to more than 5000. A pair of balance shafts helps the engine run smoothly -- and running on regular fuel it's efficient enough to qualify the A3 as an ultra-low emissions vehicle. Spunky and efficient, that's a terrific combination, and it's made even better with EPA ratings of 24 miles per gallon in town and 31 on the highway. Sure, you can accept the standard six-speed manual transmission and shift for yourself, or you can be smart and opt for the new Direct Shift Gearbox and do your shifting without the delay caused by depressing a clutch pedal and stirring a shift lever. DSG builds a pair of clutches into the transmission, which basically has a pair of gears engaged, though only one relays power to the wheels. Shifts - which can be done with paddle shifters mounted on the steering wheel -- are electronically controlled and seemingly instantaneous, to the point that an A3 equipped with DSG can sprint from a standing start to 60 miles per hour a full two-tenths of a second quicker than one with a standard manual transmission. And get this: On downshifts, the computer even blips the throttle to better match between the engine and transmission. This new gearbox is so impressive that some within Audi are arguing that the DSG should be the only transmission offered with the 2.0-liter engine. We agree. We know, that may seem like blasphemy for an enthusiast, but this new gearbox is that good. (At the moment, DSG can handle only 340 Newton meters of torque - that's 258 foot-pounds - but development is underway on a larger, stronger version to deal with the power provided by six-, eight- and 12-cylinder engines.) * The A3's design is delightfully deceptive. The front end, a stance built on standard 17-inch wheels and strong shoulders make the A3 appear to be a larger vehicle than it is, while its rear section combines aspects of a hatchback, sport utility vehicle and avant (Audispeak for station wagon). The design was done to appeal to affluent Gen Xers who are single or married and are starting to have children and who want a vehicle with the appeal of an Audi TT and the utility of an avant. Put another way, the A3 is more of a lifestyle vehicle than a typical transportation device.
* Enhancing the length of that lifestyle: Front airbags, side airbags in the front seats and side curtain airbags that span from the A pillar all the way back along both rows of seating are standard equipment, and for only $350 you can equip the A3 with seat-mounted side impact airbags for those sitting outboard in the rear seats. Audi should be commended for offering six airbags as standard equipment in what will be its entry-level car and for making additional thorax airbags available for those sitting the rear seats. * To enhance occupant protection, the A3 is built with 60 percent high- or ultra-high strength steel and rigidity of the body is improved by 35 percent over the first-generation version. * The backlit gauges are so well designed and engineered that you can easily read them through Polarized sunglasses. * Audi had North America in mind when it started work on the new A3 some five years ago, so the car has real, built-in cup holders, not the sort of unsturdy, add-on ones found in many European vehicles. On the other hand: * Speaking of places that get snow or lots of rain, European buyers can get the Audi's quattro all-wheel-drive system with the 2.0-liter turbo engine but Americans and Canadians will have to wait until early 2006 for the A3 quattro, and then they'll have to pay a premium because it will be available in North America only with a 3.2-liter V6 engine. * Audi claims the A3 interior has the same DNA as the passenger compartment in the TT. We disagree and think the company saved some money on the materials used in the A3's interior. Maybe that was the only way Audi could keep the base price less than $25,000, but we find the A3 interior not up to Audi's usual high standards.
Adults sitting in the second row will hope those up front have short legs and taller adults will find headroom pretty tight in back as well. The back seats are probably best for children, or simply flipped flat so you can carry your bicycle, snowboards or other active lifestyle gear inside. Who should consider buying this vehicle? To underscore this car's target market, Audi worked with the American Film Institute to commission three young Hollywood filmmakers - 36-year-old Shawn Ku, 28-year-old Jonathan Levine and 37-year-old Kristian Robbins-Higgins -- to drive A3s across the country and to film documentaries around their experiences. Those films can be viewed at www.audiusa.com/A3. Who actually might buy this vehicle?
Additionally, enthusiasts who think manual gearboxes are the only way to go will be astounded at Audi's Direct Shift Gearbox. Flip the shift lever into its manual mode and use the Formula One racecar-style paddle shifters on the steering wheel to zip up and down through the gears even more quickly than you could do with a clutch and manual shifter. The electronics even blips throttle on downshifts. The paddle shifters are so quick that the automatic is faster in the zero-to-60 sprint than the manual, and by two tenths of a second! How's it stack up? * Our test vehicle didn't have the double sunroof setup that Audi calls Open Sky, but we've seen A3s with them and the dark, almost black glass roof enhances the A3's appearance and makes the car look even more sporty.
* Audis come with a four-year/50,000-mile warranty that includes routine maintenance and 24-hour roadside assistance. * The $1,800 optional Sport package includes the usual stuff - stiffer and more responsive suspension bits, larger wheels and your choice of performance or all-season tiers, a spoiler, leather-covered sport seats with contrast-colored stitching, three-spoke steering wheel, fog lamps. But it also includes aluminum interior trim pieces for the door panels, for the rings around the air vents on the dashboard, for the shifter panels on the steering wheel and even for the buttons on the radio. These alloy trim pieces provide a genuine and much-wanted interior appearance enhancement.
Countersteer, by Greg Rubenstein What is it with this DSG thing? Like you, I've read articles that rave about how it's the best thing since sliced bread, and it's going to put real manuals out of business. Just see Larry's review above for an example. Well, for me the Direct Shift Gearbox ruins an otherwise exemplary sport compact wagon. Overall, I give the A3 2.0 Turbo DSG a thumb's up--if you did away with the DSG and opted instead for the standard six-speed manual. Styling is a strong suit, with an understated sporty appeal that looks both utilitarian and aggressive--those 17-inch 16-spoke wheels look more industrial than sexy, but they do say "performance." Handling is very good, especially for a front-driver--which is the only way you can get this car. The A3 had a tendency to understeer, but that's no surprise. Grip is tenacious thanks to sticky 225/45 Pirelli P6 tires and despite their all-season rating you'll need to press pretty hard to actually get to the point where you'll experience understeer. The brakes are another highlight, with a very firm pedal and high threshold before the ABS kicks in. Inside, there is plenty of room for four real-size adults, plus there's enough of a "trunk" (okay, rear hatch area) for golf clubs, suitcases or even skis, thanks to the handy rear-seat pass-through. Ergonomics are great, with bright displays for all functions, plus intuitive controls for everything from the A/C to the radio to the multi-function dash. Seats, too, are a plus, being very comfortable, reasonably supportive and offering plenty of power multi-adjustments. It's easy for drivers of various stature to find a position that is both comfortable and affords good outward visibility. Even the price seems to be reasonable, something that can't be said for all Audi offerings. Starting at $26,140 and coming in at $30,.085 as tested including destination, the A3 2.0 Turbo DSG is a good value for a German performance car. The DSG isn't the only nit I have to pick with the A3, though. First off, let's discuss MPG. The EPA rates the A3 2.0 Turbo DSG at 25 city and 31 highway. Ha. I barely managed 20 mpg overall, with a 14 mpg city average dragging down my 24 average highway mpg. Leadfoot? Maybe, but not all the time, and not in my mind enough to drop the actual efficiency down that far. Also scoring significant demerit points is this A3's wimpy A/C. While the controls are easy to use, the blower is too weak for serious Sun Belt use. Here in Phoenix our afternoon temperatures even in late summer are near 110, but when I drove the A3 it peaked barely above 100. There are plenty of cars that have A/C capable of quickly cooling down the interior even when the outside ambient is 110+, but the A3 isn't one of them because it doesn't do well when the ambient is "only" 100. Put multiple people in the car and add lots of heat and you're going to have some unhappy passengers (and driver). It simply doesn't blow hard, or cold, enough. Now on to the DSG. That the 2-liter turbo is simply not well suited to the DSG is one basic issue. This engine already lacks low-end torque, and teamed with the Doesn't Shift Good automanual I spent a great deal of time squealing tires, putting up with abrupt (and automatic) downshifts and cursing a transmission that puts you in sixth at speeds as low as 33 mph. There are three basic modes you can use with the DSG, and I tried them all in search of one that actually worked well. Here are the shortcomings of each: - Manual: Both up- and downshifts are crisp, but when downshifting there is a noticeable lag between the time that the tach registers the downshift and the engine actually engages in the lower gear. This may be the throttle "blipping" Larry refers to. If so, I could shift faster with a true manual. Upshifts are done automatically if you reach the redline--something a "true" automanual should not do. - Automatic, Normal: As mentioned above, in auto/normal mode the transmission wants to go into the highest gear as quickly as possible. In city driving or in heavy traffic on the freeway, this means you could find yourself in sixth gear while doing less than 35 mph, or fifth gear while under 30 mph. In either case the A3 is extremely slow to respond to slight throttle inputs. Left on its own you'll always seem to be in one gear too high. - Automatic, Sport: Ugh, driving in this mode locks out sixth, and downshifts for you automatically as you slow down--abrupt downshifts that are both annoying and distracting. Left on its own, the auto/sport mode seems to always be in one gear too low. The best overall compromise I could find was driving in auto/normal, but using the steering wheel-mounted paddle shifters to downshift whenever I needed to accelerate. Driven thusly and leaving the paddle shifters alone for half a minute or so reverts the transmission back to auto/normal mode. In any mode, getting going from a stop was a difficult balancing act. First there is noticeable response lag from the moment you press the accelerator to the time the car reacts. Then, trying to modulate the proper amount of throttle was a challenge. I was either starting like a granny with too little gas, or launching like a Fast and Furious racer-boy, complete with squealing tires from too much. There was no "just right" middle ground. So, after a frustrating week of trying to like the DSG but simply not finding any way, my recommendation is that if you want an A3 with automatic, be sure to thoroughly test drive the DSG model. Maybe you, like Larry, will love it. Better yet, just opt for the 6-speed manual--you know that's what you really want, anyway. What we drove: Standard mechanical equipment includes: Standard safety equipment includes: Standard interior features include: Options on test vehicle: Price as tested: $30,560
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