Audis are one of the most “classic” cars on the market, which is especially true in the case of the three-volume A3 variant. Audi A3 Limousine.
This sedan differs from the five-door version by its luggage compartment with a little more capacity, having, in the rest, essentially the same attributes as the rest of the range: high general quality, advanced technology, competent engines and chassis.
There are few C-segment models that continue to have a triple-volume bodywork and some are mainly destined for markets where demand is more than residual in countries such as Turkey, Spain and Brazil. In Portugal, the Sportback is king and lord in sales (84% against just 16% of this Limo), and many potential interested parties “migrated” to the Q2, the Audi crossover with a price comparable to the A3.
4 cm more in length, 2 cm more in width and 1 cm more in height are hardly noticeable to the “unaided eye”, but these are the growths in dimensions compared to the previous model, of which the new one maintains the distance between axes.
The exterior design can be defined with that tired expression "evolution in continuity", giving to notice that there are sharper edges in the concave side sections, rear and bonnet, besides that - compared to the Sportback - the crease in the body profile was extended to the bumper to highlight the elongated rear section.
We find again the hexagonal honeycomb grille flanked by LED headlamps, as standard, with advanced customized lighting functions (Digital Matrix in the top versions), in addition to the rear increasingly filled with horizontal optics.
Medium suitcase, but larger than the Sportback's
The trunk has the same 425 liters as the predecessor. In a competitive scenario, it's 100 liters less than a Fiat Tipo sedan, which, despite not being premium like the Audi, is a car with the same body shape and overall dimensions.
Alongside (most) direct rivals BMW 2 Series Gran Coupé and Mercedes-Benz A-Class Limousine, the trunk of the A3 Limo lies in the middle, just five liters smaller than the first and 15 liters larger than the second.
Compared to the A3 Sportback, it has 45 liters more, but it is less functional because the loading bay is narrower and, on the other hand, it fails as it does not have tabs to release and place the rear seat backs (than vans, for example , they almost always do), which means that whoever is carrying the trunk and realizes that he has to lie down on the backs of the seats so that the bags can fit will have to walk around the car and open the back door to complete this mission. .
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In the case of the rear legroom, nothing changes (it is enough for occupants up to 1.90 m), but already in height there is a small benefit in that the seats have been mounted a little closer to the floor of the car, while the rears remain more taller than the front to create the amphitheater effect often enjoyed by rear passengers. Which I don't recommend having more than two, because the tunnel on the center floor is huge and the seat space itself is narrower and with a stiffer padding.
In addition to the standard seats in the Base version (there are two more above, Advanced and S Line), Audi has sportier ones, with reinforced side support and integral headrests (standard on the S Line). The most demanding may want heating functions, electrical regulation and lumbar support with pneumatic massage function.
To the left of a dashboard that is defined by very good quality of materials and finishes/assembly, as is often the case "in the house", there are several options for steering wheels - round or flat, with standard multifunctional buttons, with or without cash changeover tabs.
Buttons almost all banned
The interior “breathes” modernity thanks to digital monitors in both the instrumentation (10.25” and optionally 12.3” with extended functions) and the infotainment screen (10.1” and slightly directed towards the driver), while connectivity gains ground.
Only a handful of physical controls are left, such as those for air conditioning, traction/stability control systems and those on the steering wheel, flanked by two large ventilation outlets.
The most powerful electronic platform (MIB3) allows the A3 to have handwriting recognition, intelligent voice control, advanced connectivity and real-time navigation functions, as well as the ability to connect the car to the infrastructure with potential benefits in terms of safety and efficiency. driving.
There's also a head-up display and a shift-by-wire gear selector (with automatic transmission) and, on the right-hand side, making its debut at Audi, a rotary audio volume control that reacts to circular finger movements.
More accessible versions only in the last quarter
Upon arrival on the market in September, the A3 Limousine has motors from 1.5 l of 150 hp (35 TFSI with seven-speed dual-clutch automatic transmission, always with mild-hybrid system) and 2.0 TDI of equal power (35 TDI).But even before the end of the year the access engines will join the clan. 1.0 l of 110 hp (three cylinders) and 2.0 TDI of 116 hp (called 30 TFSI and 30 TDI, respectively), with prices below the psychological barrier (and not only) of 30,000 euros (petrol).
At the wheel of the A3 Limousine 35 TFSI MHEV
I drove the 35 TFSI MHEV (so called the mild-hybrid or “mild” hybrid), which then has the so-called 48 V electrified system and a small lithium-ion battery.
It allows it to recover energy (up to 12 kW or 16 hp) during decelerations or light braking and also generate a maximum of 9 kW (12 hp) and 50 Nm in starts and speed recovery in intermediate regimes, in addition to allowing the A3 roll for up to 40 seconds with the engine off (advertised savings of up to almost half a liter per 100 km).
In practice, you can even feel this electrical impulse in speed retakes, which are even more useful than if the increased performance was noticed in deep accelerations. Not only are these less frequent, but they are also favored by the incremental performances that are achieved with the kickdown function (instant reduction of geared gears to two or three "below") of this cooperative and relatively fast seven-speed dual-clutch automatic gearbox .
This — coupled with full delivery of maximum torque as early as 1500 rpm — helps the A3 35 TFSI MHEV deliver very fast revs every time. This, together with the fact that half the cylinders are switched off in the absence of a throttle load (or at very light loads), contributes to a reduction in consumption, which Audi estimates to be up to 0.7 l/100 km.
In this regard, on the 106 km route on the outskirts of Ingolstadt (where Audi's headquarters are located), a mix of expressways, national roads and urban areas, I registered an average of 6.6 l/100 km , almost a liter more than the value approved by the German brand.
Competent suspension with split personality
In the wheel connections we have the famous McPherson front axle and an independent multi-arm rear axle in this version I drive (35 TFSI). Audi A3s below 150 hp use a less sophisticated architecture (torsion axis), as do other class models such as the Volkswagen Golf or Mercedes-Benz A-Class.
This unit also benefited from the variable damping system, which has a reduced height to the ground by 10 mm, which allows you to take more advantage of the driving modes, if you choose to purchase them.
This is because the A3's behavior clearly oscillates between more comfortable and more sporty. Not only because the suspension becomes stiffer or softer (more stable in the first case, more comfortable in the second) but also the gearbox adopts programs with similarly distinct responses, with a direct influence on engine performance.
On this test course, with many winding sections, the fun was assured when I selected Dynamic mode (which also adjusts the selective torque control on the front wheels to reduce the tendency of understeer behavior).
But in everyday driving, it will probably make more sense to leave it in automatic mode and let the software do the necessary calculations for the most relevant answers from the driving interfaces — steering, throttle, damping, engine sound, gearbox (no longer have the manual selector, meaning that the manual/sequential changes can only be done using the tabs mounted on the steering wheel).
Furthermore, in this case, the lower ground clearance and larger tires/wheels (225/40 R18) enhance the overall stable driving feeling, albeit less than the BMW 1 Series with comparable engines and suspension configurations. Without variable dampers, the variations felt in driving modes are almost residual.
Lovers of sportier driving will also appreciate the progressive steering that equips this A3 Limousine unit. The idea is that the more the driver turns the steering wheel, the more direct his response becomes. The advantage is that you have to put in less effort in urban driving and have more precise response — just 2.1 laps from top to top — and agility at higher speeds on winding roads.
Its contribution to making driving more sporty is clear, while the independent rear suspension prevents destabilizing movements of the car when going over bumps in mid-corner, more frequent and sensitive in versions with semi-rigid rear axle .
When does it arrive and how much does it cost?
The arrival of the Audi A3 Limousine is scheduled for next September in 35 TFSI and 35 TDI versions. We still don't have the definitive prices, but expect an increase of between 345 and 630 euros compared to the A3 Sportback already on sale.
The range will be expanded in the last quarter of the year with the arrival of the more affordable 30 TFSI and 30 TDI versions, which will allow the A3 Limousine to have a price below 30 thousand euros in the case of the TFSI and 33 thousand euros in the case of the TDI.
Technical specifications
| Audi A3 Limousine 35 TFSI | |
|---|---|
| Motor | |
| Architecture | 4 cylinders in line |
| Distribution | 2 ac/c./16 valves |
| Food | Injury direct; turbocharger |
| Compression ratio | 10.5:1 |
| Capacity | 1498 cm3 |
| power | 150 hp between 5000-6000 rpm |
| Binary | 250 Nm between 1500-3500 rpm |
| Streaming | |
| Traction | Forward |
| Gear box | 7 speed automatic transmission (double clutch). |
| Chassis | |
| Suspension | FR: Regardless of MacPherson type; TR: Regardless of multi-arm type |
| brakes | FR: Ventilated discs; TR: Disks |
| Direction | electrical assistance |
| Number of turns of the steering wheel | 2.1 |
| turning diameter | 11.0 m |
| Dimensions and Capabilities | |
| Comp. x Width x Alt. | 4495 mm x 1816 mm x 1425 mm |
| Length between the axis | 2636 mm |
| suitcase capacity | 425 l |
| warehouse capacity | 50 l |
| Wheels | 225/40 R18 |
| Weight | 1395 kg |
| Provisions and consumption | |
| Maximum speed | 232 km/h |
| 0-100 km/h | 8.4s |
| mixed consumption | 5.5 l/100 km |
| CO2 emissions | 124 g/km |