Small luxury sedans and hatchbacks aren’t selling as well as they once did, but some brands are succeeding where others are either floundering or have completely given up. Take Lexus for example, or…

Top 5 Subcompact Luxury cars: Mini Cooper still crushing the competition

2016 Lexus CT 200h
Lexus’ CT 200h was discontinued from the compact luxury B-segment four years ago, the brand now targeting entry-level premium buyers with its UX subcompact luxury SUV.

Small luxury sedans and hatchbacks aren’t selling as well as they once did, but some brands are succeeding where others are either floundering or have completely given up.

Take Lexus for example, or for that matter Volvo. The former was selling its Prius-based CT 200h hybrid compact hatchback into North American markets as recently as 2017 (check out our road test), but after seven years of production, plus a couple of down years with nothing in an entry-level segment at all, it was effectively replaced with the UX subcompact crossover SUV. As for Volvo, we need to go all the back to 2013 for the final 300-plus (new) C30s that found Canadian buyers, and then had to wait five additional years for its XC40 subcompact SUV replacement. Likewise, a new C40 electric crossover is expected from the Chinese-owned Swedish brand later this year or early 2022.

2010 Volvo C30
Volvo’s C30 provided a lot of upscale luxury to the small car sector when last available eight years ago.

See the trend? It wasn’t like the compact B-segment (subcompact luxury) was ever a big deal here in Canada, at least not like it’s been in Europe where Audi’s A1 has been pulling in premium buyers for almost a dozen years, plus its similarly sized A2 before that, and larger A3 even longer, as have BMW’s 1 and 2 Series, not to mention Mercedes’ A-Class, but amongst the few small luxury-branded cars we’ve enjoyed, some are leaving for good, never likely to return.

Still, premium brands need gateway products to entice new customers into the fold, and while small sedans and hatchbacks still attract such buyers to well-established German automakers, luxury buyers are more likely to opt for a subcompact crossover SUV instead. So therefore, while the entry luxury car category won’t likely grow much larger in the coming years, it still has a faithful following that’s passionate about their stylish, low-slung little rides, so let’s see which models are pulling in the most Canadian customers.

Mini Cooper dominates the small luxury car sector

2022 Mini Cooper S 5 Door
Mini (Cooper S 5 Door shown), might not be considered a luxury brand by everyone’s standards, but based on interior materials quality, available features, performance and the pricing of most models, it fully measures up.

When the words “luxury” and “car” get combined, most probably don’t immediately conjure up images of the cute little Mini hatchback. After all, it was initially Britain’s answer to Germany’s peoples’ car (and the “Suez Crisis” fuel shortage) way back in 1959, a micro hatchback that was as inexpensive to buy as it was efficient to operate. BMW purchased the Mini nameplate as part of its Rover group takeover from British Aerospace and Honda (20-percent) in 1994, and since 2001 has sold a variety of body styles and models, including a compact luxury SUV, dubbed Countryman.

Clubman aside, Mini’s car model line gets a refresh for 2022, with notable changes made to the front fascia and important updates inside (see our full 2022 Mini Cooper overview here). Body styles include the 3 Door, 5 Door, Clubman, and Convertible, while its trims range from the base Cooper with 134 horsepower and 162 lb-ft of torque, to the fully-loaded John Cooper Works (JCW) Convertible with 228 horsepower and 235 lb-ft of torque (the 231-horsepower John Cooper Works GP is no longer available), the latter a super-mini drop-top that’s one of the most enjoyable performance cars in the entire class.

2022 Mini John Cooper Works family
The 2022 John Cooper Works Convertible bypasses $60k with all options added.

And just in case you don’t understand the logic behind including a brand with pricing that begins where a fully-loaded Kia Rio ends, at $23,490 for a base Cooper 3-Door, consider that most Mini owners don’t purchase stripped-down examples. To that end, a JCW Convertible will set you back more than $60k after all of its extras are tallied up. So, if 60-grand for a subcompact hatchback doesn’t qualify Mini’s Cooper for luxury car status, not to mention sharing underpinnings with some of BMW’s smaller models, it’s difficult to surmise what will.

Mini’s car lineup is powered by three-cylinder and four-cylinder turbocharged engines displacing 1.5 and 2.0 litres respectively. As noted, the 1.5 makes 134 horsepower and 162 lb-ft of torque, and when installed in the base Cooper 3-Door, hits 100 km/h from standstill in 8.1 seconds with either the six-speed manual or seven-speed dual-clutch automatic transmission, and manages 8.8 L/100km city, 6.4 highway and 7.7 combined with the former if driven more modestly, or 8.4, 6.5 and 7.5 with the latter. Obviously, performance and fuel economy won’t be quite as good in either the 5 Door, Clubman, or Convertible due to weight gains, a reality that affects the other engines in the lineup too.

2022 Mini Cooper S 5 Door
Minis have grown considerably over the generations, with the new five-door being quite roomy inside.

On that note, the 2.0-litre turbo-four puts out 189 horsepower and 207 lb-ft of torque in the second-tier Cooper S, and once again comes with both six- and seven-speed transmissions, while the quickest and thriftiest Cooper S 3-Door manages a standing start to 100 km/h in just 7.2 seconds with either gearbox, plus fuel economy ratings of 10.2 L/100km in the city, 7.1 on the highway and 8.8 combined with the manual, or a respective 8.9, 6.6 and 7.9 with the auto.

The best fuel economy of all, however, comes from Mini’s Cooper SE, which uses a 181 horsepower electric motor (with 199 lb-ft of torque) and 32.6-kWh lithium-ion battery to drive the front wheels, resulting in “fuel economy” of about 16.9 to 14.9 kWh/ 100 km (according to NEDC). Its 177-km range, makes it only suitable for urban use, however, which means you’ll need to leave it at home for longer road trips… a shame.

2022 Mini Cooper SE
The 2022 Mini Cooper SE is driven by its front wheels via a 181-hp electric motor and 32.6-kWh lithium-ion battery.

The Mini Cooper 3 Door and Convertible only have four seatbelts, which is probably all you’d ever want to try and fit in anyway (especially in the latter), while 5 Door and Clubman models feature seating for five, the latter housing five adults (kind of) being that it’s not only 454 mm (17.9 in) lengthier than the 3 Door and 293 mm (11.5 in) longer than the 5 Door, with a wheelbase that spans an extra 175 mm (6.9 in) and 103 mm (4.0 in) respectively, but also 74 mm (2.9 in) wider, which of course matters even more when stuffing three abreast. At 1,801 mm (70.9 in), the Clubman is also wider than anything in this class save Audi’s A3, while its wheelbase is identical to Acura’s ILX and BMW’s 2 Series Gran Coupe, plus longer than the A3’s and BMW’s diminutive i3, the latter of which is still longer than both 3 and 5 Door Minis.

As you might have imagined, dedicated cargo capacity is most generous in the Clubman too, growing from just 160 litres (6.0 cubic feet) in the Convertible, 211 litres (7.0 cu ft) in the 3 Door, and 278 litres (10 cu ft) in the 5 Door, to 495 litres (17.5 cu ft) in the Clubman, which, in fact, is the same as the Countryman SUV.

2022 Mini John Cooper Works
Minis have long been a wonderfully fun to drive, the JCW slotting in right at the top of the amusement category.

As far as sales go, Mini delivered 2,739 examples of its four-model car lineup to Canadians in 2020 (not including the Countryman crossover), and also saw another 2,111 low-slung units leave its dealerships over the first nine months of this year, which makes it look like the brand will surpass last year’s rather poor showing when 2021 comes to an end, but it probably won’t realize as many car sales as in decades past. Prior to 2020, Mini’s worst calendar year on record for car deliveries was 2004 when it only sold 2,800 Cooper hatchbacks, but most other years the brand’s cars ranged between 3,500 and 5,500 Canadian sales.

So far, there’s no serious challenger to Mini’s collective Cooper car line when it comes to sales success in this class, but as mentioned earlier in this report, the real growth in the entry-level luxury sector is happening in the subcompact luxury crossover SUV category, in which Mini’s Countryman sits ninth out of 12 competitors (see the “Top 5 Subcompact Luxury Crossover SUVs: Audi’s Q3 still in the lead… for now” story). Mini will likely need to achieve much greater success in that burgeoning category in order to keep funding the niche models in its car lineup, so as not to continue eroding what is currently a diverse offering.

2022 Mini Clubman JCW
The Clubman, which uses dutch-oven doors to access its larger cargo area, remains unchanged from 2021.

Notably, Mini both expanded and contracted this car line dramatically from 2012 through 2017, with the introductions and then cancellations of the 2012–2015 Cooper Coupe and Cooper Roadster models. The 2013–2016 Cooper Paceman (a three-door crossover coupe based on the Countryman) was its attempt to widen its small SUV offering, a la BMW X2, but slow take-rates for all of these creative offerings have now turned them into modern-day collectables. To be clear, like all Minis these were brilliantly fun niche models that we were admittedly excited about initially, and while all three might now be seen as mistakes that negatively impacted the brand’s bottom line, having eaten up significant R&D money that could’ve gone elsewhere, it’s hard to criticize the brand for thinking outside of the box, or rather two-box design layout, and trying something completely different.

Still, it’s hard to keep a brand that’s as enjoyable to drive as Mini down (even its perennially low Consumer Reports reliability rating can’t do that), and while parent company BMW’s 2 Series is on a roll that could possibly see it pass by the Cooper for overall sales leadership in Canada (read about that below), diehard Mini enthusiasts (and there are many) continue to love what makes these little sprites segment best-sellers.

Mercedes’ A-Class leads sales of traditionally desirable subcompact luxury cars

2022 Mercedes-AMG A 35 Sedan
Mercedes’ A-Class is the best-selling model in the entry-level compact B-segment from a traditionally desirable premium brand.

Mercedes-Benz is arguably the most premium of luxury brands overall, this side of Rolls-Royce, Bentley, the Stuttgart-based automaker’s own Maybach marque, and a bunch of supercar makes like Aston Martin, Lamborghini, McLaren, and of course Ferrari, so therefore, acquiring a sleek sport sedan or hot hatch bearing the famed three-pointed star will be seen by many as quite the accomplishment. This said, the most affordable way to do so comes by way of the A-Class, made available to Canadian new car buyers as of the 2019 model year.

The A-Class, available in both A 220 4Matic four-door sedan (see our review of the A 220 4Matic here) and A 250 4Matic five-door hatchback (see our review of the A 250 4Matic Hatch here) trims and body styles, plus sportier AMG A 35 versions of each, quickly earned the top-spot in the compact B-segment amongst traditionally desirable brands, thanks to managing 2,355 deliveries amidst a difficult 2020, which saw sales of most models in this category slide south, although 2021 already looks stronger for the entry-level Mercedes model thanks to 1,517 units sold throughout the first three quarters of the year, even though this positive growth now leaves it in the negative when compared to BMW’s increasingly popular 2 Series, which was made available with four doors as of model year 2020 (more on that in a minute).

2022 Mercedes-AMG A 35 Hatch
Unlike the U.S. market, Canada gets Mercedes’ A-Class Hatch in both A 250 and A35 (shown) varieties.
2022 Mercedes-AMG A 35 Hatch

To be totally fair, CLA-Class numbers should really be included in Mercedes’ overall segment sales, because it’s really the same car as the A-Class under its sleeker, more coupe-like skin, while most three-pointed star competitors, such as the just-covered Mini Cooper and BMW’s 2 Series, lump all of their subcompact body styles under one model name. This said, combining all the 2020 A-Class deliveries with the 1,085 CLAs sold in the same year results in a total of 3,440 B-segment sales for Mercedes, along the number-one position overall. Then again, if we’re looking at total automaker sales, BMW AG’s namesake brand and Mini combined for 3,881 deliveries in 2020 (including 168 i3 EVs), which puts the Bavarian marque on top. Likewise, the German and British brands’ combined Q3 sales of 4,033 units give it an even stronger lead so far in 2021, so Mercedes has some catching up to do.

2022 Mercedes-AMG A 35 Sedan
Mercedes knows how to create a sense of occasion.

This shouldn’t be a problem, thanks to a diverse A-Class engine lineup. The base A 220 sedan comes with a 2.0-litre turbocharged four-cylinder good for 188 horsepower and 221 lb-ft of torque, while the same engine in the A 250 hatch makes 221 horsepower and 258 lb-ft of torque. Move up to the A 35 in either model, and the little 2.0-litre powerplant puts out an impressive 302 horsepower and 295 lb-ft of torque, making them two of the most exciting cars in their class to drive. What’s more, all A-Class models are some of the easiest to keep in their respective lanes, no matter the weather condition, due to standard 4Matic all-wheel drive.

Paddle-shifters enhance control of a standard 7G-DCT seven-speed dual-clutch automatic transmission, which also includes a standard ECO Start/Stop system to save on fuel, resulting in a 9.6 L/100km city, 6.9 highway and 8.4 combined rating for the A 220 sedan; a 9.4 city, 6.8 highway and 8.2 combined rating for the A 250 hatch; or a respective 10.7, 8.2 and 9.5 for both AMG A 35 models.

2022 Mercedes-Benz A 250 Hatch
The A-Class’ MBUX system combines a configurable high-definition driver’s display on the left and infotainment touchscreen on the right.

The A-Class’ near-longest 2,729 mm (107.4 in) wheelbase means both front and rear seating is comfortable for this small car category, while its fractionally narrower than average 1,796 mm (70.5 in) width (not including mirrors) shouldn’t make much of a difference from side-to-side.

At 243 litres (8.6 cu-ft), the sedan’s trunk is the smallest in the class, however, other than the two aforementioned Mini 3 Door models, but the hatchback’s cargo compartment is larger than average at 370 litres (13.0 cu ft), plus both provide more space when the rear seat is folded forward, made even more convenient with a 40/20/40-divided split.

Due to very few negatives, most A-Class customers are very satisfied with their purchases, as evidenced by the model’s top ranking in the “Compact Luxury Car” category in AutoPacific’s 2021 Vehicle Satisfaction Awards, while J.D. Power named it runner-up in the “Small Premium Car” segment of its latest 2021 U.S. Automotive Performance, Execution and Layout (APEAL) Study (the sportier CLA-Class earned the top position). Last but hardly least, Vincentric placed it on top of the “Luxury Compact” class of its Best Fleet Value in Canada Awards, something it also achieved in the U.S.

2022 Mercedes-AMG A 35 Sedan
A-Class rear seat room (sedan shown) is generous.

Interestingly, none of the cars in this top five list even rated in the “Entry-Luxury-Car” category’s top three for Canadian Black Book’s latest 2020 Best Retained Value Awards, but this is (at least partially) because CBB includes pricier C-segment models, such as Mercedes’ own C-Class that claimed the highest accolades, as entry-level models. Likewise, Lexus’ mid-size ES, which was one of the runners-up, is considered entry-level by CBB too.

Ironically, being that residual values are all about pre-owned cars, with CBB’s awards going to three-year old vehicles, the ES was tied with Lexus’ now discontinued CT 200h. Obviously, Lexus models hold their value very well amongst small luxury cars, but then again, Mercedes does too, so it’s possible we’ll see the A-Class replace the CT for top-three residual value leadership when it’s been on the market long enough to qualify.

Notably, Mercedes is currently offering up to $1,000 in additional incentives, while CarCostCanada members are saving an average of $3,350 on the purchase of a new A-Class.

Expect major upsurge in Audi A3 sales when redesigned model arrives for 2022

2022 Audi A3 Sedan
Audi’s A3 Sedan is all new for 2022.

Audi deserves credit for being the first German luxury carmaker to offer a four-door sedan in this compact B-Segment, with the advent of the redesigned 2015 A3 that was also available in higher performance S3 tune, plus as an A3 Cabriolet (Acura’s EL was the first entry-luxury sedan when it arrived in 1997, while the A3 was a five-door hatch from model years 2006 to 2014). An even more potent RS 3 sedan made this class of subcompacts shine in 2018, and the rest, as they say, is history.

Moving into the 2022 model year after technically not providing a 2021 car, the Cabriolet has been discontinued and all-new redesigned A3, S3 and RS 3 sedans are on the way. These should help boost the Ingolstadt-based brand’s future prospects in this waning segment, thanks to sharper styling, a modernized interior, and upgraded performance.

Now in its fourth generation, the new A3 rides on the same MQB platform used for the eighth-generation 2022 Volkswagen Golf (which kind of qualifies for entry-level luxury status on its own, at least in GTI and R trims), making it slightly longer, a bit wider and fractionally taller than the outgoing model, but the sedan’s 2,636 mm (103.8 in) wheelbase doesn’t change, so the extra 40 mm (1.6 in) of length has mostly gone to cargo capacity that’s up 64 litres (2.2 cu ft) to 348 litres (12.3 cu ft), from just 284 litres (10.0 cu ft) in previous years.

2022 Audi A3 Sedan
Audi was one of the first in the B-segment to offer an entry-level luxury sedan.

Just like its predecessor, the Canadian-spec A4 and S4 will receive one S Tronic seven-speed dual-clutch automated gearbox shared between them, plus two different versions of the same 2.0-litre turbocharged four-cylinder engine, although staying true with the times means that a 48-volt mild hybrid system has been added to the mix. While fuel economy will no doubt improve, aided further by coasting capability the shuts the internal combustion portion of the drivetrain off when not needed to maintain speed (i.e. going downhill), the hybrid system will also boost base performance from 184 horsepower to 201, although torque actually inches downward from 222 lb-ft to 221. This should result in a quicker zero to 100 km/h sprint time than the current car, which is rated at 6.2 seconds, but so far Audi hasn’t announced such numbers for the new model.

2022 Audi A3 Sedan
An all-new interior provides all the expected luxury features.

The 2022 S3, on the other hand, can dash from standstill to 100 km/h in 4.8 seconds, shaving a tenth from the old car’s sprint time thanks to a move up from 288 horsepower to 306, whereas its electronically-limited top track speed of 250 km/h is identical to the outgoing model.

Lastly, a new RS 3 is on the way, with a reported 401 horsepower and 369 lb-ft of torque from a turbocharged 2.5-litre five-cylinder engine. It catapults from a standing start to 100 km/h in just 3.8 seconds before topping out at 290 km/h (180 mph), while the new car’s handling will be improved with a torque-vectoring rear axle dubbed Torque Splitter, which was designed to reduce understeer while maintaining the Quattro AWD system’s legendary high-speed grip.

Identically to the outgoing A3, 2022 Canadian-spec trim levels include Komfort, Progressiv and Technik, but the new car now comes standard with Quattro AWD, which has caused base pricing to increase substantially from $34,500 in 2020, to $38,900 (plus freight and fees) this coming year. The S3, which already included Quattro as standard, will now start $47,900. This is actually a decrease of $500 due to base Komfort trim now becoming available (Progressiv was the S3’s previous base trim). Of note, Audi is currently offering up to $1,000 in additional incentives when purchasing a new 2022 A3.

2022 Audi A3 Sedan
Audi has ditched the old A3’s powered centre display, instead opting for a much larger touchscreen fitted within the centre stack.

Improvements inside the 2022 A3 include a 10.3-inch version of Audi’s superb Virtual Cockpit digital gauge cluster as standard equipment, plus a new 10.1-inch fixed infotainment display at centre, or a 12.3-inch upgrade, instead of the old pop-up unit that, while kind of awesome in its own way, is about as useful as pop-up headlights now that most jurisdictions require us to run with our front lamps on during the day. Therefore, as much as we might miss the main monitor powering up out of the dash during startup, or better yet, disappearing altogether on a night drive, the new larger display is more in keeping with today’s technology-first world, while it also integrates much more advanced high-definition capability along with updated graphics.

AS far as awards go, the outgoing A3 earned runner-up in the “Small Premium Car” category of J.D. Power’s 2021 U.S. Vehicle Dependability Study (VDS), which was won by BMW’s 2 Series.

Gran Coupe has given BMW’s 2 Series line the shot in the arm it’s always needed

2021 BMW 235i xDrive Gran Coupe
The four-door 2 Series Gran Coupe (235i xDrive trim shown) is responsible for the model’s strong surge in sales.

BMW’s 2 Series made the greatest B-segment gains in sales over the past year, mostly due to the aforementioned Gran Coupe. While year-over-year 2 Series deliveries only grew by 13 percent in 2020, up from 1,202 to 1,358 units, sales have already increased by more than 33 percent over the first nine months of 2021, now totaling 1,811 units for a current ranking of third in class. Of course, we need to factor Audi’s lack of 2021 A3, S3 and RS 3 models into any future prognostications, which, as noted earlier, caused their deliveries to almost completely disappear, thus we’ll need to see how well the new A3, and the completely redesigned 2 Series Coupe, fare in the coming year.

Yes, while the four-door variant of this model only gets minor package and standalone options changes for 2022, the two-door coupe has undergone a ground-up redesign, and most should like what they see. For starters, BMW chose a more conventional twin-kidney frontal grille compared to its larger 4 Series counterpart, which can best be described (in the kindest way possible) as controversial.

2022 BMW M240i xDrive Coupe
BMW has an all-new 2 Series Coupe for 2022 (M240i xDrive shown).

The “G42”, as it’s known internally, will once again feature rear- and all-wheel drive layouts in the U.S. and other markets, albeit so far only the latter has been announced for Canada. Additionally, no 255-horsepower 230i variant is expected in the land of the almost free either, but instead we’ll only get the 382-horsepower inline-six engine mated to a standard paddle shifter-controlled eight-speed automatic transmission—yes, no six-speed manual is available in either market, at least until we see a new M2 (which, fingers crossed, will hopefully have a DIY gearbox). That’s 47 additional horsepower than the outgoing M240i, incidentally, so despite its torque figure dropping down to 369 lb-ft, it still manages a quicker zero to 100 km/h sprint time of 4.1 seconds, while its top track speed remains limited to 250 km/h (155 mph).

2022 BMW 220i Coupe
The more affordable rear-wheel drive 2 Series Coupe may not be coming to Canada.

An available adaptive M suspension will make the most of a 51-mm (2-in) longer wheelbase, its track also growing by 54 mm (2.1 in) up front and 31 mm (1.2 in) at the back, with near 50:50 weight distribution for almost ideal balance, so handling should be just as crisp. Overall, the 19-kg (42-lb) heavier, 1,755-kg (3,869-lb) 2 Series coupe grows 88 mm (3.4 in) longer and 66 mm (2.6 in) wider than its predecessor, although its 2.5-mm (1.0-in) height reduction makes for slipperier styling.

The longer wheelbase should aid cabin comfort, particularly in the rear, while those up front will benefit from deeper bolsters when upgrading the seats. Some standard niceties include three-zone automatic climate control, showing BMW really does have plans to market this 2 Series to folks with more than one friend, while an upgraded iDrive infotainment system boasts up to 10.3 inches of screen space, with new functions including an upgraded voice control system that can distinguish between driver and passenger commands, plus Connected Parking that notifies the driver of a given destination’s parking issues.

2022 BMW M240i xDrive Coupe
Most BMW fans will be happy the new 2 Series takes a more conservative approach to styling than the latest 4 Series.

Wireless Apple CarPlay and Android Auto smartphone integration is also standard, with the latter providing full Google Maps integration, but iPhone users shouldn’t feel left out, because they can use NFC connectivity for up to five devices. Additionally, a mobile app makes the new 2’s LTE wi-fi function available from further away, providing the ability to check the car’s location or status, lock or unlock its doors as needed, and even access its external cameras for security’s sake.

The 2 Coupe’s new standard audio system provides 10 speakers and 205 watts of power, but audiophiles will want to upgrade to the Harman Kardon Surround Sound system thanks to its 14-speaker, 464-watt output. Additionally, a colour head-up display system has been added to the options list, projecting current speed, speed limit, and even passing restrictions onto the windshield ahead of the driver.

2022 BMW M240i xDrive Coupe
The M240i’s interior looks very high end.

The new 2022 M240i xDrive is expected to show up at Canadian dealers in November, with pricing starting at $56,950, but as noted earlier there hasn’t been any announcement about the rear-wheel drive 230i. In fact, only the all-wheel version is currently offered on BMW Canada’s retail website, and CarCostCanada’s 2022 BMW 2 Series Canada Prices page isn’t showing a RWD version for 2022 either. This may mean the much-loved and considerably more affordable rear-wheel drive 2 Series coupe won’t be coming north of the 49th.

Likewise, only the M235i xDrive version of the four-door Gran Coupe can currently be seen at CarCostCanada, while the 2022 version of this car isn’t showing up at BMW’s website at all. Instead, the automaker’s new car configurator just allows the 2021 model to be built, with two engine options, the other being the lesser 228i Gran Coupe, which at $38,990 remains the most affordable car in BMW’s Canadian lineup for the time being. If BMW has chosen not to bring its least expensive sedan to Canada, and instead price the most affordable 2 Series at $51,400, expect to see 2 Series sales drop off dramatically moving into the new year.

2021 BMW 235i xDrive Gran Coupe
The 2 Series’ four-door Gran Coupe body style provides a lot more practicality than the regular Coupe and outgoing convertible.

At least the 2021 2 Series represents good initial value, while all 2 Series trims do well when it comes time to trade in. As noted earlier, it earned the top spot in the “Premium Compact Car” category of J.D. Power’s 2021 Canada ALG Residual Value Awards, and making it an even better bet, the 2 Series took best-in-class honours in the same third-part analytical firm’s 2021 U.S. Initial Quality Study (IQS), within its “Small Premium Car” segment. Additionally, it earned a best-in-class score in the same category of the coveted 2021 U.S. Vehicle Dependability Study (VDS) too. That’s a lot of metal in the trophy cabinet, and reason enough to consider a new 2 Series if your budget allows, or a 2021 model while new ones remain available.

Of importance, BMW is currently offering up to $1,000 in additional incentives when purchasing a new 2022 2 Series, while CarCostCanada members are saving an average of $2,000 thanks to dealer invoice pricing and other membership privileges.

Mercedes takes fifth in sales with its sporty CLA four-door coupe

2022 Mercedes-AMG CLA
Mercedes’ CLA-Class is a basically stretched and widened A-Class, its four-door body more couple-like in its rear quarters.

The previously mentioned Mercedes CLA-Class earned a solid fifth place in the compact B-segment, with 1,085 deliveries last year and 1,031 more over three quarters of 2021. Longer, wider and lower than the A-Class sedan, the CLA makes up for its size increase by being powered by the 221-horsepower version of the 2.0-litre four-cylinder turbocharged engine, which is also used in the A 250 Hatch. It boasts an identical 258 lb-ft of torque too, but its 75 kg (165lbs) of extra mass means that it’s slightly slower off the line than the hatchback, but its wider track should make up time in the corners.

The gap in off-the-line acceleration narrows to an unnoticeable 0.1 seconds in AMG CLA 35 trim, however, this model using the same 302 horsepower 2.0-litre turbo four as found in both AMG-tuned A-Class models, but the even more formidable AMG CLA 45 leaves all of its lesser siblings far behind with a sprint from zero to 100 km/h of only 4.1 seconds, thanks to 382 horsepower and 354 lb-ft of torque from a heavily massaged version of the same 2.0-litre engine. The CLA 45 gets another cog in its dual-clutch gearbox too, totaling eight, aiding its higher top speed of 270 km/h (168 mph), while 4Matic all-wheel drive is once again standard.

2022 Mercedes-AMG CLA
The top-line AMG CLA 45 puts out 382 hp and 354 lb-ft of torque.

Otherwise, the CLA-Class is very similar in look and feel to the A-Class, particularly inside where it’s dash design and MBUX digital driving display and infotainment interface combination is identical. The current model is moving into the third year of its second generation (see the “Mercedes improves 2020 CLA in every way” news story for more details).

For 2022, the CLA 250 4Matic starts at $43,600, while the AMG CLA 35 4Matic can be had from $52,100, and AMG CLA 45 4Matic from $62,900. Mercedes is currently offering up to $1,000 in additional incentives on 2022 CLA models, while CarCostCanada members are saving an average of $3,000.

How the rest of the subcompact luxury car field stacks up

Acura’s ILX remains a very competent offering in this class, despite its age (see a recent review of the ILX here). It received the brand’s new “Diamond Pentagon” grille as part of a refresh for 2019, and received a boost in sales that year because of it. Deliveries dropped by 58.6 percent in calendar year 2020, with just 774 new buyers compared to 1,871 the year before, but 2021 has seen some strength with 729 down the road as of September 30th, and now with a new 2023 Integra expected to debut soon, Acura’s future in this class is brightening, as is the future of the entire segment that’s soon bolstering its ranks with another new entry. Moving into 2022 it will be last in the class, however, being that BMW’s i3 EV is being discontinued.

2022 Acura ILX A-Spec
Acura gave its ILX a major refresh for 2019, and it still looks striking today.

On the positive, the ILX achieved runner-up status in the “Small Premium Car” category of J.D. Power’s 2021 U.S. Initial Quality Study (IQS), which means the new 2022 ILX, which moves into the new model year without any notable changes, should be just as well built. It continues forward with one, single, high-revving, naturally aspirated 201-horsepower 2.4-litre four-cylinder engine, a quick-shifting eight-speed dual-clutch automatic transmission with standard paddle-shifters, front-wheel drive, standard Jewel-Eye LED headlamps, a twin-display infotainment system inside, and a full assortment of AcuraWatch safety and convenience features including Forward Collision Warning, Collision Mitigation Braking, Lane Departure Warning, Lane Keeping Assist, and Road Departure Mitigation, much like the rest of the cars in this class.

ILX prices start at $31,400 in base trim for 2022, and move up to $33,900 for the Premium model, plus $35,400 for the Premium A-Spec, and finally $36,800 for the top-line Tech A-Spec. All ILX trims represent very good value in this segment, especially considering the model’s size and performance, while 2021 models are an even better deal, not only because they’re priced slightly lower, but also due to Acura currently offering up to $1,000 in additional incentives, while CarCostCanada members are averaging big savings of $6,375.

2021 BMW i3
BMW’s i3 won’t be produced after 2021, but it remains a great alternative amongst urban EVs.

Finally, a special mention should be given to BMW’s all-electric, or optionally range-extender-enhanced (REx) i3, which despite being an elder statesman in this class, and on its way to pasture, provides one of the most inviting interiors in any class, plus supercar-like carbon-fibre composite construction, all for a 2021 base price of $44,950, or $53,600 with the REx. BMW is also offering up to $1,000 in additional incentives, while CarCostCanada members are saving an average of $2,000 from that list price, plus government rebates are available due to its battery plug-in powertrain. As noted previously in this article, the little Bimmer only sold 168 units last year, while just 111 examples have found home in 2021 so far.

There probably won’t be many if any new compact B-segment cars added to this category in the near future, unless Tesla or one of its EV rivals decides to offer an even smaller four-door sedan than the Model 3, or if Mazda’s 3 sedan and hatch move even further upmarket than their near-luxury top-tier GT has already gone, with higher pricing to match, but we may see alternative body styles of current models remerge, such as an A3 Sportback to counter Mercedes’ A-Class Hatch (see our review of the A 250 4Matic here), being that such layouts very popular in Quebec where European tastes remain dominant. Audi may also want to consider its A1 Sportback, especially if fuel costs keep rising and target entry customers’ expendable incomes are impacted by market instability, while BMW might be wise to consider its five-door 1 Series for the same reasons.

Be sure to check out the gallery (above) for photos of each and every subcompact luxury car mentioned in this Top 5 overview, plus use all the linked model names throughout the article to find out more about each car. Also, be sure to find out how CarCostCanada can save you thousands off your next new vehicle purchase, and remember to download their free app from the Google Play Store or Apple Store.

Story credits: Trevor Hofmann

Photo credits: Manufacturer supplied photos

In a market that’s constantly talking big about SUVs and simultaneously downplaying the popularity of traditional sedans, the Audi A3 has steadily made year over year gains. In fact, the recently revised…

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv Road Test

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
Audi’s A3 was refreshed for 2017, therefore this A3 Sedan 2.0 TFSI Quattro remains unchanged for 2018. (Photo: Karen Tuggay, Canadian Auto Press)

In a market that’s constantly talking big about SUVs and simultaneously downplaying the popularity of traditional sedans, the Audi A3 has steadily made year over year gains. In fact, the recently revised model’s Canadian sales grew 5.3 percent from the close of 2016 to December 31, 2017, while deliveries are up an impressive 63 percent since 2014, the first full year that four-door sedan and convertible body styles were added to the mix and the conventionally powered first-generation five-door wagon/hatchback Sportback was dropped. 

To be clear, along with the A3 Sedan and A3 Cabriolet, Audi once again sells an A3 Sportback, albeit now dubbed A3 Sportback e-tron due to only being available in plug-in hybrid guise, while the A3 Sedan is also available with sportier S3 and RS 3 upgrades. Being that I haven’t driven any of these alternative versions in 2018 guise I’ll keep this review focused solely on the A3 Sedan, which once again found its way into my hands in mid-grade 2.0 TFSI Quattro Progressiv trim. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
Audi cleaned up the new A3 Sedan’s details front to back. (Photo: Karen Tuggay, Canadian Auto Press)

Back to sales and the SUV phenomenon, the A3 was the only car in its subcompact luxury class to achieve positive growth last year, actually managing to pass right by the Mercedes-Benz CLA on its way to segment bestseller status. While this is great news for Audi, the surprising flip side to this scenario is a Q3 subcompact luxury SUV that’s losing ground to its competitors, with calendar year 2017 sales that were off by 3.5 percent in a Canadian new vehicle market that was up overall. Audi will want to remedy its entry-level SUV situation quickly. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The A3’s grille is larger and more angled, while its lower fascia gets some nicely chiseled detailing. (Photo: Karen Tuggay, Canadian Auto Press)

The A3 Sedan needs no such drastic attention, especially after receiving a significant mid-cycle upgrade for the 2017 model year. It therefore continues into 2018 unchanged, with its “horseshoe” grille still slightly larger and more angled than the one it replaced, the now standard HID headlamps slimmer with more sharply scalloped lower edges than the more conservative outgoing lenses, and its standard LED taillights still dazzling when lit up at night, while the refreshed A3 Sedan’s sharply detailed lower front and rear fascias continue forward unchanged as well. 

Last year’s redesigned standard and optional alloy wheels needed no fix either, my tester’s being a stunning set of machine-finished twinned five-spoke 18-inch alloys that looked as if they’d been upgraded to S Line sport trim, but such wasn’t the case at all. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The headlamps get a more angular design as well as optional full LED lighting. (Photo: Karen Tuggay, Canadian Auto Press)

Really, despite standing out like a fully dressed premium four-door, my 2018 A3 Sedan 2.0 TFSI Quattro Progressiv tester was simply Audi’s least expensive model in its standard mid-range trim, nothing special. Or at least it was nothing special for an Audi. The German brand’s bold, sporty styling has helped sales steadily grow year over year since 2005, even making gains through the great recession. Specifically, Canadian Audi sales grew 17.9 percent last year, making 2017 the luxury brand’s strongest growth since 2014 that saw its sales expand by 19.5 percent over the previous year’s sales record. Other standout years include 2010 with a 26.7 percent increase over 2009, while even 2008, right smack dab in the middle of the financial crisis, saw Audi sell 22 percent more vehicles than 2007. That 10-year period witnessed Audi Canada sales grow by more than 288 percent, all because of making smart decisions like the A3 Sedan. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The A3 Sedan now looks as upscale as any other Audi model. (Photo: Karen Tuggay, Canadian Auto Press)

The four-ringed brand’s winning formula has long included some of the most appealing cabins in the industry, and the new A3 Sedan only improves on the outgoing model. It’s all about tastefully applied high quality materials—an ample supply of real aluminum trim always part of the package. 

The fully configurable Audi Virtual Cockpit 12.3-inch TFT primary instrument package was added to top-line Technik trim as part of last year’s update, while the car maintained its already well-received MMI infotainment system that continues to power up out of the dash-top to the oohs and ahs of passengers, so Audi is ahead of its rivals in one instance and about mid-pack with the other. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The Progressiv trim’s 18-inch alloy wheel upgrade makes a big visual difference. (Photo: Karen Tuggay, Canadian Auto Press)

Why just a middling classification for A3 infotainment? The 7.0-inch display’s diameter probably makes it a bit small in today’s bigger is better tablet-infused world, although it was certainly large enough for my requirements, and despite providing bright, beautiful colours, deep and rich contrast, crystal clarity and stimulating graphics, its lack of touch-capacitive control keeps it from earning top marks. Then again, the screen earns big points for its disappearing act, or rather the ability to eliminate its own distracting presence during night drives by hiding away in the same nook that brings it to life on startup. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The new LED taillights can be upgraded with dynamic sequential turn signals. (Photo: Karen Tuggay, Canadian Auto Press)

Audi recently upgraded the MMI Radio’s operating system to accept Apple CarPlay and Android Auto smartphone connectivity, but being that I use an Android-based phone and don’t like the latter system I found the standard interface more pleasing to look at and plenty easy to navigate through, and I’m not just talking about route guidance. Yes, Audi included its $1,950 Navigation package in my $36,100 Progressive trimmed test car, which added MMI Navigation plus to the centre display, as well as MMI Touch to the lower console, and a colour multi-information display (replacing a rather rudimentary looking monochromatic unit) to the otherwise analogue primary gauge cluster. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
All Audi A3 Sedans provide a high-quality premium interior. (Photo: Karen Tuggay, Canadian Auto Press)

I should be clear that my Progressive trimmed A3 Sedan tester was actually upgraded with Quattro all-wheel drive, so the starting price was pushed up to $40,900 before freight and fees, and I should also let you know that all manufacturer recommended prices are easy to find and perfectly accurate at CarCostCanada.com, the one-stop-shop that allows me to quickly source pricing, features, cost/markup info, available rebate details and more. Here you can see the base 2018 A3 Sedan Komfort starts at just $32,800, while the top-tier Technik hits the road at $45,300. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The A3 Sedan’s cockpit is great looking and set up with ideal ergonomics. (Photo: Karen Tuggay, Canadian Auto Press)

The $4,800 difference from front-drive to the all-wheel Quattro drivetrain includes more than just rear-wheel motivation, by the way, the upgrade also featuring 34 more horsepower from 186 to 220 ponies, 37 additional lb-ft of torque from 221 to 258 foot pounds, and one less forward gear, from the FWD car’s brilliant seven-speed dual-clutch S tronic automated gearbox to the slightly less flashy yet still very good six-speed S tronic automatic transmission. 

Efficiency fans may also chagrin at the Quattro-equipped car’s lack of idle start/stop that helps to reduce the base model’s claimed fuel economy to just 9.1 L/100km in the city, 6.8 on the highway and 8.0 combined to a less miserly yet still thrifty 9.7, 7.5 and 8.7 respectively, but frowns turn to a smiles when factoring in the more formidable model’s 0.8-second gain from standstill to 100km/h, the FWD model performing the feat in a respectable 7.0 seconds compared to the Quattro’s much more entertaining 6.2 seconds. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The primary gauge package gets upgraded with a colour multi-information display in Progressiv trim. (Photo: Karen Tuggay, Canadian Auto Press)

Both A3 trims benefit from highly responsive speed-sensitive rack and pinion steering and a wonderfully nimble fully independent chassis, the latter consisting of MacPherson struts with lower wishbones up front and a four-link suspension with separate springs and dampers in back, the setup combining for easy manageability and a nice comfortable ride through town, superb manoeuvrability on fast-paced windy back roads, and total stability at highway speeds up to 209 km/h (130 mph), but take note the Quattro system’s rear-drive mechanicals eat up trunk space, reducing available cargo capacity by 62 litres (2.2 cubic feet) to just 284 litres (10.0 cubic feet). 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
A 7.0-inch infotainment display powers up from within the dash-top at startup. (Photo: Karen Tuggay, Canadian Auto Press)

At least Audi finishes the A3 Sedan’s trunk off nicely with a carpeted floor, sidewalls and under-lid, plus chromed tie-down rings at each corner, while it provides 60/40-split rear seatbacks to expand on its usefulness, with a handy centre pass-through for placing longer cargo like skis down the middle so that a duo of rear passengers can enjoy the more comfortable window seats. Also notable, the rear seat folding mechanisms feel much better made than average, while along with a spare tire Audi has organized some small cubbies below the cargo floor for stowing items like work gloves and rags, or possibly a little tool kit. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The navigation and backup camera systems are optional, odd this day and age. (Photo: Karen Tuggay, Canadian Auto Press)

I should point out the A3 Sedan’s rear seating area is fairly roomy for this subcompact luxury class, with my five-foot-eight medium-build frame still a healthy six inches from rubbing knees against the backside of the driver’s seat after setting up the latter for my near-average height, plus there was still plenty of room for my feet while wearing clunky leather boots. The A3 also provided more than a few inches of air space next to my hips and shoulders, but rear headroom was somewhat compromised with only an inch or so above my crown, and it should be noted that my torso is shorter than average for my height, so therefore someone five-foot-ten with a normally proportioned body would probably find the A3 Sedan a bit cramped in back. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
A3 switchgear is high in quality, with nice aluminum detailing throughout the cabin. (Photo: Karen Tuggay, Canadian Auto Press)

Of course, other than the need to move around the cabin to take notes I spent the majority of my time in the A3 Sedan’s driver seat, which proved easy to set up thanks to exceptionally good ergonomics, and was therefore wonderfully comfortable and ideally positioned for optimal control. Backing out of my parking spot I immediately appreciated the dynamic guideline-assisted rearview camera system that relegates a third of the MMI display to active overhead graphics, which highlighted my car’s proximity to surrounding objects via colours that corresponded with the front and rear parking sensor’s audible beeps, hazard orange changing to bright red when coming dangerously close to scratching the A3’s lovely paintwork. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The A3 shifter and infotainment controllers are beautifully finished. (Photo: Karen Tuggay, Canadian Auto Press)

My tester was finished in Ibis White, one of two standard colours that also include Brilliant Black, while Audi offers an octet of $800 metallic enhancements, with Cosmos Blue Metallic being the most interesting—the rest are white, silver and grey shades, plus vibrant Tango Red Metallic. 

Now that I’m talking features, on top of everything already mentioned, base Komfort trim includes 17-inch alloys, auto on/off headlights, aluminum doorsills, an electromechanical parking brake, leather upholstery, a powered driver’s seat with four-way power lumbar, heatable front seats, rain-sensing wipers, dual-zone auto climate control, a leather-wrapped multi-function steering wheel, 7.0-inch MMI infotainment, 180-watt 10-speaker AM/FM/CD audio with an aux plug, satellite radio, Bluetooth phone connectivity (without audio streaming!), a large glass sunroof, an alarm, and more. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The 12-way powered driver’s seat is extremely comfortable. (Photo: Karen Tuggay, Canadian Auto Press)

On the safety front the A3 gets the expected ABS-enhanced four-wheel disc brakes with EBD and BA, plus traction and stability control, Pre-sense Basic crash response, and six airbags, which is good enough for five stars from the NHTSA in standard trim and Top Safety Pick status from the IIHS when its $1,050 LED Lighting package is added. Within the A3’s subcompact luxury class only BMW’s 2 Series achieves the latter IIHS rating, and being a two-door coupe or convertible it doesn’t directly compete. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
Audi calls it a panoramic sunroof, and while it doesn’t cover most of the roof it’s still plenty large. (Photo: Karen Tuggay, Canadian Auto Press)

Upgrading to Progressiv trim provides Audi Drive Select with Comfort, Auto, Dynamic (sport) and Individual modes, the aforementioned 18-inch alloys, brighter high-gloss window surrounds, unique Mistral aluminum interior inlays, more aluminum trim, LED ambient cabin lighting, a powered front passenger seat, an auto-dimming rearview mirror with an integrated compass (that should really be standard in this class), Audi’s MMI music interface featuring Bluetooth audio streaming (ditto standard equipment), one more SD card reader slot, an extra USB charging port, the rearview camera with active guidelines mentioned earlier (I still can’t believe it’s not standard), and more. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
Excepting headroom, rear seat spaciousness is good for the class. (Photo: Karen Tuggay, Canadian Auto Press)

I should point out the A3 Sedan’s aluminum cabin trim is exquisitely finished, especially around the shifter and MMI controls, the latter including a large rotating dial surrounded by aluminized buttons. The circular controller provides a matte black surface on top capable of finger gestures in lieu of the tablet-style touchscreen missing from the dash, which means that any tap, pinch and swipe functions need to be performed on this small surface. 

Options include a Premium package at $1,700 with the base car or $1,100 when added to Progressiv trim, the price difference due to only adding proximity keyless access with pushbutton ignition plus fore and aft parking sensors with the upgraded trim, being that the bright window surrounds and powered front seats are already standard. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
The A3 Sedan’s trunk is on the smaller side, but it’s nicely finished. (Photo: Karen Tuggay, Canadian Auto Press)

I’ve already noted the LED headlight upgrade and Navigation package, which means that only the $1,800 S line sport package remains, a worthwhile addition that features unique exterior styling, a separate set of 18-inch alloys, a sport suspension, S line doorsills, brushed aluminum interior trim, a flat-bottom steering wheel with paddles, sport seats, and a black headliner. 

I’d be tempted to go for the S Line sport package if this were my personal ride, and it would be difficult not to spend a little more to move up to Technik trim as well, which makes everything mentioned (other than the S Line package) standard, including the LED headlights and navigation, plus adds auto cornering headlight capability, special dynamic taillights, a heatable steering wheel, the aforementioned Virtual Cockpit, a brilliant sounding Bang & Olufsen audio system, Audi side assist to warn from approaching rear traffic, and more. 

2018 Audi A3 Sedan 2.0 TFSI Quattro Progressiv
A 60/40-split rear seatback is further improved with a centre pass-through. (Photo: Karen Tuggay, Canadian Auto Press)

Additionally, only Technik trim lets you add a $1,400 Technology package with Audi pre-sense front, Active Lane Assist, Adaptive Cruise Control with Stop and Go, plus High Beam Assist, the latter two well worth the price of admission for convenience sake, and the first two capable of saving life and limb. 

With pricing between $33k and $50k, plus features to justify any extra expense, it’s no wonder the A3 Sedan remains so popular. It delivers exactly what budget-oriented premium sport sedan buyers want, and looks fabulous no matter the trim. I expect Audi will remedy some of the base car’s shortcomings by making some optional items standard, but keep in mind that it’s priced well and includes leather, auto HVAC, a sunroof, etcetera in its most basic package, so splurge for Progressiv trim if an auto-dimming mirror, backup camera, and Bluetooth streaming are must-haves. Either way you’ll be well served in a 2018 Audi A3 Sedan.

You know you want it. Spring is here and summer is just around the corner (or at least we hope), so there’s no better time to contemplate a new convertible. Fortunately, Audi has the ideal answer to…

2017 Audi A3 Cabriolet Quattro Technik

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
We’re driving the new 2017 Audi A3 Cabriolet 2.0 TFSI Quattro in top-line Technik trim. Like it? (Photo: Karen Tuggay, Canadian Auto Press)

You know you want it. Spring is here and summer is just around the corner (or at least we hope), so there’s no better time to contemplate a new convertible. Fortunately, Audi has the ideal answer to your newfound dilemma of which drop-top to buy.

Say hi to the recently updated 2017 Audi A3 Cabriolet, a refreshed version of the entry-level luxury convertible that’s made a comfortable home for itself just below the A5 Cabriolet since it debuted for the 2015 model year.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
Blade-shaped taillights incorporate new LEDs and the updated lower fascia gets nice diffuser-style styling. (Photo: Karen Tuggay, Canadian Auto Press)

Audi isn’t alone in this category thanks to BMW’s 2 Series Cabriolet, which gets an even more subtle facelift and interior improvements as part of an early 2018 release (the former appearing to be nothing more than body-colour lower fascia paintwork added where matte black used to be, some chrome splashed onto the top edge of the corner vents, and an interesting new hexagonal take on the corona LEDs within the headlamps, plus more of an M2 design added to the Sport package fascia), but the four-ringed Ingolstadt, Germany-based luxury brand offers plenty of reasons for considering its open-top offering over its Munich-sourced countryman.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
The A3’s new scalloped headlamps get updated with full LEDs in Technik trim. (Photo: Karen Tuggay, Canadian Auto Press)

First and foremost it looks every bit an Audi and a particularly attractive one at that. While Audi’s horseshoe-shaped singleframe grille is big and imposing, most find it difficult to figure out exactly which model is heading toward them from a distance. This is done intentionally, and while some competitors have attempted to add near full-size versions of their grilles to compact models with questionable effect, none has succeeded as wholly as Audi. As it is, all Audi cars, from the full-size A8 to the comparatively tiny A3, are obvious siblings.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
Love these 19-inch rims, optional with the Technik. (Photo: Karen Tuggay, Canadian Auto Press)

In total, the A3/S3 sedans, the five-door A3 Sportback (only available with the e-tron plug-in hybrid powertrain), and this A3 Cabriolet were refreshed for 2017, the result being a win-win-win aesthetically. I’ve driven and reviewed the other two already, so this convertible version will complete my coverage of the entry-level luxury segment’s bestselling triumvirate.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
Audi interiors almost always impress. (Photo: Karen Tuggay, Canadian Auto Press)

All receive a new chiseled edginess to their designs in the form of new sharply scalloped standard HID and as-tested optional full LED headlamp clusters bookending a broader more angular grille frame, this latter item visually floating above a variety of reshaped lower fascias; the differing fascia designs dependent on whether the S Line sport package is added or not (my loaner has it). New lenses and a revised array of standard LEDs update the look of the already stunning blade-shaped tail lamps, whereas the bumper below gets a few tweaks to make it new.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
The A3’s driver-centric cockpit gets enhanced in S Line trim. (Photo: Karen Tuggay, Canadian Auto Press)

On that note, the just mentioned S Line package not only enhances the front fascia, but also provides rocker extensions down each side and a new bumper cap with intricately fashioned diffuser-style details for the rear lower fascia, this latter addition worth the price of admission alone.

As always with a mid-cycle update, Audi added new standard and optional wheel choices to the mix, while also on the expected upgrades menu are new exterior paint finishes. All in all the updates modernize the A3 Cabriolet’s look and aligns it more fully with the rest of Audi’s lineup, but I must say the outgoing version didn’t need many changes to bring it up to speed.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
The “Virtual Cockpit” configurable gauge package is truly special. (Photo: Karen Tuggay, Canadian Auto Press)

Where Audi often wins against rivals, including BMW, is interior design and execution, and the new A3’s improvements won’t help the Bavarian’s cause. Tasteful minimalism continues, as do high quality surface treatments that include plenty of soft synthetics, genuine aluminum inlays and access, plus rich leathers.

As for all-important electronic interfaces, the A3’s infotainment system continues to power up out of the dash upon startup, which is a bonus for those who’d rather stow it away during night driving, and a negative to others who prefer larger displays (the A3’s is only 5.8 inches diagonally) with tablet-style pinch, swipe and tap touchscreen convenience.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
This 5.8-inch infotainment display powers up out of the dash at startup. (Photo: Karen Tuggay, Canadian Auto Press)

The A3’s display is controlled via a beautifully finished rotating aluminum dial with classy knurled edges. It’s situated on the lower console, which is common in the premium sector, making it easy to perform handwriting gestures on the knob’s matte black circular top. The Audi MMI system’s brains get filled with much of the latest tech, such as Apple CarPlay and Android Auto, plus various apps like Spotify and WhatsApp, and more when upgraded to the $600 Audi Smartphone interface (which is standard in second-tier Progressiv and top-line Technik trims), while its new iPhone-inspired graphics and more intelligent interface make it easier to figure out.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
It’s nice details like the MMI infotainment controller that separate the A3 from competitors. (Photo: Karen Tuggay, Canadian Auto Press)

Even more impressive is Audi’s fully configurable “Virtual Cockpit” TFT gauge cluster, new for the A3 this year and totally worth the upgrade to Technik trim. It’s a 12.3-inch digital display that completely replaces the base and mid-range models’ traditional dual-dial analog gauge package, and in the process offers a number of driver selectable configurations. The most interesting is a steering wheel-mounted “VIEW” button that reduces the size of the digital tachometer and speedometer before placing them to each side, at which point the centre-mounted colour multi-information display grows to epic proportions. When navigation is chosen, an eye-arresting array of colourful maps takes over most of the primary cluster. By scrolling through the steering wheel controls you can use this feature for enhanced readability of other functions as well, and then when needing to check up on vital driving info you can simply press the view button again.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
Like the look of these sport seats? (Photo: Karen Tuggay, Canadian Auto Press)

I could go on talking about the Virtual Cockpit ad nauseam, or for that matter the A3 Cabriolet cabin’s improved switchgear, much of which now utilizes white backlighting for a bright, modern look, or we could all just celebrate that a USB port is now standard across the A3 line (it was Apple or the highway before), but I’ve said too much for a garage report already.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
Roomy enough for your friends or family? (Photo: Karen Tuggay, Canadian Auto Press)

In my upcoming review I’ll be sure to spend plenty of time telling you about my on-road driving experience. Just like earlier models, the 2017 A3 Cabriolet automatically upgrades the engine from the A3 Sedan’s base front-drive layout to standard Quattro AWD, which means the drop-top model misses out on the four-door’s all-new 186 horsepower 2.0-litre turbo four-cylinder (which replaced the aging 170 horsepower 1.8-litre turbo mill), the engine now making with 236 lb-ft of torque and improved fuel economy thanks to a new combustion process, auto start/stop, and a new seven-speed dual-clutch “S tronic” automatic, but the A3 Cabriolet’s carryover 2.0-litre four is still competitive thanks to 220 horsepower and 258 lb-ft of torque, as is its mostly carryover six-speed twin-clutch transmission with paddle shifters, the difference being a new auto start/stop system just like on the lesser drivetrain.

2017 Audi A3 Cabriolet 2.0 TFSI Quattro Technik
Cargo space is always an issue with convertibles. (Photo: Karen Tuggay, Canadian Auto Press)

There’s plenty more to comment on, including the general quietness of the car (or loudness) with the top up and down, the ease and speed (or not) of its powered retraction and deployment, its visibility (or lack thereof) with the roof closed, overall refinement, rear seat roominess and comfort levels, cargo capacity, how all the features work (or don’t), and the list goes on, so be sure to come back and check out the road test review…