The new 2015 A3 is a clear sign that Audi has its thinking cap on. The previous A3, while a very competent compact luxury model,

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was a five-door hatchback that more accurately wore the body of a sporty wagon. Ingolstadt referred to its configuration as Sportback, but that was marketing not reality, similar to how it dubbed previous sport wagons with the Avant nameplate (and still does in other markets) while continuing to call its beefed up wagon-cum-crossovers by the Allroad name. As much as I personally like sport wagons and many European car fans likewise appreciate the combination of sport sedan and roomy wagon, the vast majority of today’s premium level buyers would rather have sedans or crossover SUVs. Hence, Audi replaced the old A3 hatch with three new models.

The new A3 Sedan is the compact four-door that four-ringed faithful have long been pining for, the A3 Cabriolet a reasonably priced drop-top for drivers wanting a little more flair, while the new Q3 crossover SUV satisfies compact buyers who originally

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bought into the old A3 Sportback because they required more cargo space (sport wagon fans can rejoice, by the way, as the A3 hatch/wagon body style will return next year as the 2016 A3 e-tron Sportback plug-in hybrid, but we’ll discuss that in a future review).

No matter which Audi model we’re talking about, the number one thing the German brand has over most competitors is design. Certainly the majority of rivals look good, but Audi has a confident sense of style that appeals to the masses. It always starts out with the big, bold trademark horseshoe grille up front and centre, the A3’s so large compared to the rest of the car that it could have ended up looking as awkwardly imbalanced as a Rolls-Royce schnoz grafted onto a VW Beetle if the brand’s designers weren’t careful, but somehow the new A3 looks ideally proportioned from front to rear. What’s more, it’s every bit as rich looking as

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the A4, A6, and even the A8; all Audi sedans appearing near identical except for minor trim, headlight sophistication, and of course overall dimensions.

The A3’s headlamp design is simple and elegant, with a thin strip of LEDs circling most of its edges, while just below, a set of LED fog lamps are almost hidden away within black glossed horizontal strakes that allow brake ventilation while mimicking the grille’s seven ribs. I love the narrow slit of a grille underneath that spans the entire width of the lower front valance, a feature that adds downforce to keep the front tires planted to the tarmac at high speed. The look is quite delicate in an F1 front wing sort of way, especially where it bends around the bumper edges to visually meet up with the aforementioned fog lamp-infused brake vents just

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above, an elegant design element complemented by my tester’s ultra-light looking 10-spoke 18-inch alloys.

Likewise the narrowest of LED turn signals decorate the mirror caps, while the thin theme continues to the car’s rear end design that fully integrates a swooping deck lid spoiler into the trunk lid before incorporating a perfectly formed set of razor edged LED taillights, a slender set of bumper-mounted reflectors just below, and a sporty black diffuser housing a big circular chromed tailpipe at each side. The look is undoubtedly sporty yet extremely sophisticated for the compact class, cool enough to be the conveyance of guys with big dreams albeit smaller budgets, yet elegant enough for women with understated good taste.

Behind

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styling, the A3’s ability to conform to upwardly mobile (i.e. on the way but not quite there yet) or fixed-income budgets is its second greatest asset. Audi has smartly priced the new four-door at $31,600 plus $2,095 for freight and dealer preparation, which not only slots it under some of its key competitors such as the $34,600 Mercedes-Benz CLA (the $31,300 B-Class clearly doesn’t speak to the same target market… ditto for the identically priced Lexus CT 200h hybrid) and the $35,900 BMW 320i Sedan (a larger car that more directly targets the Audi A4 and Mercedes C-Class but is priced lower, whereas the 2 Series is a less practical two-door), but the new A3 Sedan arrives at Audi dealers for $4,395 less than the previous A3 Sportback (the $100 bump in destination charges included). I haven’t forgotten about the Acura ILX, incidentally, which is priced lower than the A3 at $28,190 plus freight, but it doesn’t hide its Honda Civic roots as well as the A3 completely forgets its VW Golf underpinnings, and while I’ll need to wait to see how much progress the new 2016 ILX makes on its predecessor before amending this

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critique, right now we’re discussing 2015 model year cars. As you can see, the A3 strangely fills a niche that really shouldn’t be, as you’d think that Audi’s competitors would realize a compact four-door sedan is prerequisite to their coupes, convertibles, hatchbacks and MPVs. Like I said earlier, Audi has its thinking cap on.

Rather than hit the market with one simple powertrain, a surprising four engines are already on the menu for this first year of availability, plus either front-wheel or Audi’s legendary Quattro all-wheel drive. Base models get the same direct injected and turbocharged 1.8-litre four-cylinder as VW’s TSI models, making an identical 170 horsepower although torque is up from 185 lb-ft to 199. This is a wonderful engine that provides plenty of pull off the line and then loves to speed along the highway all day long, the standard dual-clutch six-speed automatic it’s mated to an excellent matchup that delivers smooth yet quick shifts and excellent efficiency.

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Front-wheel drive is the only way this engine comes, which of course aids in fuel economy with the end result being a claimed 10.0 L/100km in the city, 7.1 on the highway and 8.7 combined. While very good the 2.0-litre TDI’s clean turbo-diesel’s 7.5 city, 5.5 highway and 6.6 combined rating is exemplary, while its 150 horsepower and tire-shredding 236 lb-ft of torque makes it a comparable performer to the base car, especially considering that it’s exclusively front-drive as well.

My tester, wearing “TFSI quattro” under its passenger-side tail lamp, was a lot more lively thanks to 200 additional cubic centimeters and a resultant 220 horsepower and 258 lb-ft of torque, the latter available from only 1,600 rpm. The oddity

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is a fuel economy rating that actually bests its less powerful, front-drive sibling by a hair at 9.8 L/100km city, 7.2 highway and 8.6 combined, making this the car to own if you’ve got the $5,000 extra in your wallet. Still, at $36,400 plus freight the 2015 A3 2.0 TFSI Quattro is a rarified sport sedan bargain, only a g-note more than the TDI yet a much more exciting car to drive than either that model or the base car. Certainly you can step up to an S3 if you really want to get your ya ya’s out, that car starting at $45,400 and boasting 290 horsepower plus 280 lb-ft of torque from a specially tuned version of the 2.0-litre four synced up to the quattro driveline, with fuel economy only bumped up slightly to 10.1 city, 7.7 highway and 9.0 combined, but I certainly wasn’t disappointed with the A3 2.0 TFSI’s output, nor the operation of its six-speed autobox.

There’s

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no sport button or toggle per se, just nudge the gear lever a bit to the right, into its manual mode slot and it automatically engages Sport mode, where its senses are all heightened and it reacts to input more enthusiastically. Audi dubs this gearbox S tronic, and unlike most rivals this mechanical marvel replicates the efficiency of a manual with the ease of an automatic by automatically shifting the manual-style dual-clutch mechanism on your behalf, much faster than you could possible do yourself (please don’t be offended) if otherwise equipped with a six-speed manual. These transmissions are nothing new, but Audi and its Volkswagen parent have perfected the concept after years of practical application, so they’ve come close to delivering the same level of reliability as regular old torque-converted automatics with quicker shift increments and

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less internal drag, hence one of the reasons the A3 gets such great fuel economy.

On that note I was a tad disappointed my tester didn’t include a set of shifter paddles behind the steering wheel spokes, as the A3 2.0 TFSI Quattro is such a fun car to drive that a couple of DIY flickers would only increase the hands-on (hu)man-machine experience. You’ll need to step up to the S3 for that level of driver engagement, and yes, if you haven’t already figured it out there’s no six-speed manual offered in any A3 or S3 model sold in North America. Lament that fact if you like, but offering one would have added millions to our A3/S3’s regulatory budget, a sizable investment for the small but loyal purists who would no doubt be willing to pay more for one, but not enough to dig it out of the bureaucratic hole it would cost.

The

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A3 is a joy to pilot just the same, its 2.0-litre wonderfully responsive to throttle input; six-speed autobox instantaneously reactive in Sport mode whether left to its own devices or via manual mode; steering system sensitive to turn-in, but not overly so and never nervous feeling at high speed; grip very adhesive when powering through fast-paced skintight curves, even off-camber diminishing corners that can completely unsettle some cars, mid-apex bumps not even throwing the A3 off its line; and braking thoroughly capable of quickly slowing my tester’s 1,525-kilo (3,362-lb) mass even after continual aggressive application turn after turn, something I quickly learned and appreciated on a snakelike downhill stretch of roadway that has exacerbated lesser cars’ binders to the point of near complete loss of restraint followed by frantic prayer.

Time spent behind the wheel of an A3 2.0 TFSI Quattro alternatively results in prayers

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of gratitude, but not only because of the way it drove. Its cabin offers a pleasing design that should make those familiar with Audi products feel right at home. There’s no sensation for the sake of wowing occupants, but rather the A3 offers up a clear, concise purposefulness where everything has a place and reason for being. A single piece of high-quality soft-touch synthetic surrounds the primary gauges and all four circular vents, these latter items featuring beautifully finished aluminum bezels, while an attractive strip of aluminum spans the instrument panel plus the top of each door, the latter complementing aluminum door handles, whereas additional alloy brightwork tastefully brightens up the rest of the interior. The delicately thin steering wheel spokes get the same alloy treatment around their various multi-function button panels, as does the thin ring around the hub, which not only matches the four rings prominently displayed within, but also the rim of each primary

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gauge. Likewise just about every button and switch from those on the doors to others on the centre stack and lower console get some aluminum detailing, as do the knobs that actuate the dual-zone automatic climate control system and narrow strip of trim around the entire interface, plus the small, circular ignition button on the lower console, the volume control knob on the opposite side, the exquisitely detailed shifter knob in between, the panel surrounding the shifter just below and the one just behind that incorporates the MMI infotainment system’s controller and various go-to buttons, these sending commands to a full-colour high-resolution 5.8-inch display screen that innovatively powers up out of the dash top upon startup. All the buttons and switchgear fit together perfectly with almost zero wiggle or slop, although their construction feels a bit hollow compared to previous Audis, which I suppose is par for the course in this lower price range.

Plastics

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in mind, the A3 Sedan offers up a different interior experience than the Q3 CUV, which I drove just prior. Where the Q3 employs harder plastics on the lower half of the dash, the A3 uses soft touch materials right down to the dash’s lower extremities, except for the left side of the steering wheel and glove box lid. Like the Q3, the top surfacing and sides of the A3’s lower console are made up of harder plastics, but they’re very nicely textured with a quality look and feel. As is to be expected with any car that wears a premium badge, the door panels get padded uppers and soft-touch inserts, plus of course very comfortable cushioned armrests, whereas the heavy-duty harder plastic lower portions appear as if they’ll stand the test of time. Also expected in this class, the rear doors are the same quality as those up front. Additionally, the same nicely woven roofliner runs down each pillar, finishing things off nicely.

My tester’s leather-upholstered seats were superb as well, with ample side bolstering

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for good lateral support when pushing hard through the curves, great lumbar support, and a generally comfortable shape that should work well for most body types. Even in back there was a reasonable amount of room for my medium-size build, with a wonderfully wide armrest at centre, or alternatively seating for three abreast, albeit a trio of smaller people as the A3 is only 1,796 millimetres (70.7 inches) wide. The A3’s 2,637-millimetre (103.8-inch) wheelbase doesn’t provide class-leading legroom either, but I found it adequate for my five-foot-eight frame, and rear headroom was more than ample despite the car’s sleek 1,416-mm (55.7-inch) height, due to a slightly carved out headliner.

Audi provides 60/40-split foldable seatbacks for expanding the Quattro model’s smallish 283-litre (10.0 cubic-foot) trunk for longer items, which can also be slotted

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through a pass-through behind the rear armrest if your cargo is narrow enough, such as a pair or possibly two pairs of skis. Incidentally, the front-drive A3 gets a slightly larger 348-litre (12.3 cubic-foot) trunk.

I’ve mentioned a number of standard features already, but more so what specifically came with my 2.0 TFSI Quattro Progressiv tester. Before delving into details, Audi offers three trim levels dubbed Komfort, Progressiv and Technik, the 1.8 TFSI only available in the first two, whereas both 2.0 TFSI and TDI models come in all three trims whereas the S3 loses the base Komfort package.

If base is where your budget resides you won’t be disappointed by Spartan discomfort, as instead you’ll still be pampered with partial leather upholstery, a powered

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driver’s seat with powered lumbar, heatable front cushions, automatic headlights and wipers, dual-zone automatic climate control, the three-spoke multi-function steering wheel that I mentioned before connecting through to a monochrome driver information system as well as the MMI infotainment system, while the A3 also gets standard satellite radio, Bluetooth phone connectivity with audio streaming, an alarm, a very large powered glass sunroof, pre-sense basic crash response, 17-inch alloy wheels on 225/45R17 all-season tires, and more.

As-tested Progressiv trim increases the size of the wheels and tires to 18 inches and 225/40R18 all-seasons respectively, while adding HID headlamps and LED daytime running lights, LED taillights, high-gloss exterior window surrounds, aluminum doorsills with mistral inlays, LED lighting inside, a powered front passenger seat, additional aluminum interior trim, an auto-dimming rearview mirror

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with an integrated compass, Audi’s music interface, and an interior storage package.

When upgrading to the 2.0 TFSI and adding Technik trim you’ll get proximity sensing keyless access, a backup camera (a feature that I missed having in my tester because it’s most often included standard with premium competitors and now even a lot of mainstream volume branded cars) and navigation integrated into the infotainment system, upgraded audio, a full-colour multi-information system ahead of the driver, Audi side assist, plus front and rear parking sonar, although the A3’s 4,456-millimetre (175.4-inch) length doesn’t make it too much of a burden to slot into a parallel parking spot.

The TDI can be had with the same standard features in all three trim levels, while the

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S3 Progressiv gets identical equipment to 2.0 TFSI and TDI models plus powered front passenger lumbar support, heatable side mirrors, a sport suspension, alloy foot pedals, Audi Drive Select, and the paddle shifters I already mentioned, whereas Technik trim affects S3 models identically to the A3.

Even fully loaded the S3 doesn’t pass the $50k threshold with freight and prep included, which to many will represent good value in a premium compact. If my tester wasn’t painted a striking shade of Glacier White Metallic it would have just barely broke the $40k ceiling with said destination charges added, black and red the only non-metallic paints to do so while six other metallic hues add an additional $800 to the bottom line. Either way this is a very approachable price point for up-and-coming execs.

I

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mentioned pre-sense basic crash response earlier, which might have piqued your interest. Basically this system uses information from the braking and stability system to prepare for what it feels is an immanent loss of control and likely accident, by cinching up the seatbelts and performing other pre-crash functions instantaneously, which, combined with a full assortment of airbags and the A3’s crash absorbent body structure results in a Top Safety Pick Plus (TSP+) rating from the U.S. Insurance Institute for Highway Safety (IIHS). It was actually the first Audi to ever achieve the top “Good” rating in the new small overlap test (expect the others to conform), in addition to its Good rating for frontal and side impact, rear (head restraints) and roof strength (rollover). Whether or not the A3’s optional rear side-impact airbags were included for this test result wasn’t mentioned, although it’s probably best to err on the side of safety and include them in your purchase. Also notable, the A3 and S3 aced the U.S. National Highway

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Traffic Safety Administration’s New Car Assessment Program tests by scoring five stars overall, its top NHTSA and IIHS results making it the first European premium luxury compact to sweep both awards.

Now that we’re on the subject of achievements, my test car hardly hid away its proudest moment under the spotlight thanks to a rear window sticker boasting of it winning the 2014 World Car of the Year award, a feat it managed last April. No doubt everyone at its Győr, Hungary manufacturing plant, not to mention every other Audi employee, enjoyed a deserved celebration.

Commendations

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like this don’t happen by accident, but are the result of a worthy contestant going above and beyond what’s expected, the A3 Sedan taking home awards, winning kudos from professional auto scribes like me, and enjoying heaps of praise from its many new owners. The result has been strong sales success around the globe as well as right here at home, Canadian A3 numbers (which currently include S3 and A3 Cabriolet sales as well) rising from 1,409 in 2012 (the A3 Sportback’s best year ever and its last full year of availability in Canada) to 2,452 units last year, the new model’s first year on the market. Now factor in 1,566 unit sales of the new Q3 last year, which as mentioned in the beginning of this review satisfies compact buyers looking for similar cargo space to the old Sportback, and the two new models’ combined for 4,018 deliveries and therefore left the old A3 Sportback in the proverbial dust.

Audi might have a long way to go before it catches up to Mercedes-Benz and BMW in the overall Canadian luxury auto brand sales race, but if it keeps its thinking cap firmly perched atop its corporate head it’s only a matter of time. As it stands, the new 2015 A3 Sedan is an excellent choice in the compact luxury sedan segment.

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