2007 Audi A3 Review

Specifications

Hatchbacks are no longer what they once were. The image of a cheap and cheerful, frugal driving appliance has been blown away with some of the latest hatchbacks that have entered the market. While many still abide by this particular creed, several new offshoots have really changed the marketplace.

Hot hatches aren’t anything new, but they’re cooler than they’ve ever been. Thanks to great boosts of technology (and in this particular group, turbochargers), they’re also quicker and more fun than ever. But today’s hot hatchbacks are sometimes more than just hot. Often they’re upmarket machines from prestige brands. With the price of fuel rising and the general acceptance of small hatchbacks improving, why shouldn’t premium brands get in on the performance hatch market?

Of course, hotness isn’t the only measure of victory in this competition and if it were the case, we’ve brought the wrong cars. There are plenty more potent hatchbacks and compact cars out there, some of which cost less money than the vehicles we’ve assembled hear. The point of this competition is to see which brand has come up with the best blend of performance, amenities, comfort and image.

We set off with three brightly colored hatchbacks, including a yellow Mini Cooper S, an orange Volkswagen GTI, a red Volvo C30 T5 and a black Audi A3 Sportback 2.0T on a route that would take us from urban metropolis, through winding back roads to our final destination, a hotspot and popular party town.

Audi A3 Sportback 2.0T S-line

If this comparison test were a horse race, the Audi A3 2.0T S-line would be Seabiscuit. It’s the car that the majority of us pinned our preemptive bets on to win this competition. After all, which better car to pick than the one that started the premium hatchback segment?

In a world where image is everything, having the right badge counts for a lot. Of the big German heavy hitters, Audi is the middle ground between sport and luxury, making it the appropriate Teutonic brand to be in this comparison test. The A3, as we’ve mentioned, is the segment’s veteran, both here and around the world. After seeing its success, it’s no wonder that every competitor wants a piece of the action.

What a premium badge doesn’t guarantee is the presence of premium features. This particular A3 is a fairly basic one, equipped with only the S-line package that includes a sport suspension setup, and some interior and exterior trimmings. Although entry level models aren’t as sparsely equipped as the old days, you don’t get very much in this particular car. No power seats, no sunroof, no fancy stereo (or even six-disc stacker), adding these features would have easily driven the price up another $4,000. It’s the only one from the Ingolstadt company not to feature automatic or projector beam headlamps let alone the bright whitish-blue glow of xenon beams. And if you’re looking for a place to store those maps (because sat-nav is a part of an eye-wincing $3,300 package), you’ll have to stuff them in the glove box as it doesn’t even have pockets in the seatbacks. But hope exists.

Sitting in its orthopedic-designed seats, the Audi is the car that feels the most expensive. Its plastics are without question the best, and the texturized aluminum rings on the air vents and splashes of metal on the dash, doors and HVAC interface help it to feel special despite being all-black on the inside. And while the VW and Volvo feel solid, the A3 feels vault-like, down to the metered and measured clicks and ticks of switches, buttons and knobs. And being the only car here with five doors, it’s easily the most practical too.

Mechanically speaking, we’ve brought along two cars that are essentially the same. Both the A3 and GTI share the same 2.0T engine, the same hydro-mechanical power steering system, the same basic suspension layout and both use the same chassis. However, both cars have their own distinctive feel, and as you might have guessed, it is the Audi that comes across as being the more refined vehicle. Despite having the identical output and identical power curves, testers swore that the Audi felt zingier than the VW, with slightly smoother power delivery accented by a slightly sweeter exhaust note. Likewise, the way the steering progressively weights up reminds people more of the A4 than of the GTI. And yet, for all of this, including its sportier-tuned S-line upgrades, the A3 doesn’t feel as fun to drive as the GTI. It feels like it’s missing a certain something, perhaps that tiny bit of rawness.

As the segment’s founder the A3 does many things right, and we understand that there’s a price to be paid for having four rings on your grille instead of the VW logo. Just the same, after a drive with this A3 it had us asking, is the difference that great?

MINI Cooper S

The A3 might offer prestige, but it’s only the Mini that’s been around long enough to earn it pedigree. The new Mini is now in its second generation, and though it may look the same, it’s a very different car underneath. It has been said that the Mini is a vehicle that breaks through barriers like no other car. It may be small and affordable, but it’s still one of the most desirable vehicles around. Minis can be quite basic or they can be equipped with high-end premium features that give them more than a fighting chance against big-name rivals.

The Cooper S’ engine might not have changed a lot in terms of performance figures, but it’s a whole new ball game in other ways. For starters it’s a brand new BMW-designed four-cylinder that uses a turbocharger for boost instead of a supercharger. It boasts BMW technologies like VANOS, Valvetronic and direct injection, and it has a clever Overboost function which cranks up the boost to 192 lb-ft for short periods of time, a figure that’s knocking on the 2.0T’s door. And while you can’t appreciate it on paper, the Cooper S is vastly more refined than the outgoing model with a much more linear power delivery and a smoother sound. For those who want an even hotter ride, upgrade to the factory-backed Works kit, which bumps power up to nearly 200 hp.


Of the cars we’ve assembled here the Mini is the one that feels the hottest, even if it’s the slowest car to 60 mph. The Cooper S is the car that best sticks to the original hot hatch formula of low weight and big power. Its tiny wheelbase and relatively wide tires make it feel like a go-kart, and its electrically assisted steering, while lighter than before, still has a meatiness to it that any sports car enthusiast will instantly adore. Our car, equipped with the Sport package, features a unique little button labeled “Sport”. When pressed, it weights up the steering and sharpens the throttle response for an even more dialed-in driving experience.

Most importantly though, is that it’ll make you grin wide as it sprints for the horizon. It’s the same sort of grin you get when you grab hold of the chunky steering wheel and clip every apex. It’s even the sort of grin you get when you have to fill up, as it’s great on gas because it manages mpg as well as it does mph.

One some roads, the Mini can. get. quite. bumpy. which is where a few of its chinks may start to appear. Our test car was quite new, but it had already accumulated an assortment of squeaks, creaks and rattles, and worryingly the gearshift lever popped right off into unsuspecting hands multiple times. And being a very small car, it has the least physical space on the inside for occupants and their luggage.

But the Mini can do something that the other cars can’t – personalize. Where you can only have the GTI Fahrenheit one way, there are thousands of permutations available to the Cooper S buyer. The interior is an artist’s delight, with splashes of body-colored trim, adjustable mood lighting, and of course a speedometer the size of a Howard Miller Bowman wall clock (OK, not quite). It’s also a very unique vehicle, with toggle switches instead of regular buttons, and the HVAC controls in the shape of the Mini logo.

Whatever options, colors and features you may select, two things are for sure with every Mini – it’ll be fun, and it’ll be your own.

Volkswagen GTI Fahrenheit

While the Audi might be the purveyor of the original modern premium hatchback, it is Volkswagen that takes the title of being the original hot hatch. It’s the car that’s launched hundreds of imitators made by automakers that somehow believed if they followed VW’s path of spicing up an ordinary family hatchback that they’d end up with something better. While the theory was often true, the sporty VW has lasted the test of time when most others have fallen by the wayside. Over the years, the GTI has undergone a bit of a transformation. By the third generation it had become a bit like us humans in middle age, soft and squishy in the center. Though, truth be told, it had become more sophisticated, more advanced and more luxurious than its initial inventors could ever have imagined. On that note, did those engineers figure that their after-work side project would become an international superstar?

The fifth generation GTI marks the return of the now legendary car’s spirit, not to mention the return of some classic GTI details such as the honeycomb mesh and red-outlined grille, red trim and plaid seat inserts on some models. After two decades of hatchbacks that were more GTs than GTIs, Volkswagen has finally landed on a solid compromise. Of course, a car like this is worth celebrating, which is where the limited edition Fahrenheit model comes in. It’s a one-size fits all type of deal, decked out with every option available including leather, sunroof, 18-inch wheels, and by default the six-speed DSG transmission. All of them include an eye-catching coat of Fahrenheit Orange paint, with matching interior trim and stitching. The only optional item you can get here is Sirius satellite radio.

The GTI is the only car in the group to not feature a clutch pedal, but this isn’t a liability to its performance. If anything, it assists the car in accelerating faster, and when you’re out on the road its lightning quick yet silky smooth gear changes don’t infuriate. It does what you want when you want it, all at your fingertips. And, with built-in launch control, activated by depressing the ESP button, holding the brake pedal, and adding gas, it is quite possibly the closest thing to a Formula One experience as you can get in this segment (oddly from a brand that isn’t involved in F1). It’s the easy way of getting dead-perfect launches every time.

But the most wonderful thing about the GTI is the way that it drives. Its steering, conducted through the chunky, perforated and flat-bottomed steering wheel is accurate, though it doesn’t feel as sharp as the Audi, nor does it feel as planted. This gives the GTI a slightly more lively character that’s exhibited by its ability to eagerly play with its driver. Under trailing throttle, the GTI can be provoked to oversteer with relative ease. The first and second generation cars might have been more like the Mini, they were frantic, buzzy machines, the diametric opposite of premium. The GTI is more of a hooligan than the A3 when it comes to fun-time, but it doesn’t give up much in the way of refinement; despite its 18s and firm suspension the ride isn’t harsh at all.

In growing up, we think that Volkswagen has learned that it can’t just take namesakes for granted. The GTI is more than just a label, a name or even a particular type of automobile. It’s a segment-defining automobile and the king of hot hatches.

Volvo C30 T5

During our run up the main drag, the only car to receive second glances – and to our surprise, a variety of whistles and cat-calls – was the Volvo. If you want to define the “hot” in hot hatch in terms of looks, this is your car. From its attractive front end, sporty body kit, two-toned wheels and its intriguing like-it-or-hate-it tail end design, the C30 caused some unusual responses from a crowd that’s more into Escalades and Mustang Convertibles than a brand that makes their parents’ cars.

Further admiration of Volvo’s starlet came, not from its high safety content but from the interior, specifically the floating thin-form center console, funky T-Tec seat fabrics and the instantly comfortable seats. Although the C30 may have the same interior as the S40, V50 and C70, from the B-pillar back it’s very different. Because of the tapered bodywork, the C30 is wide enough to accommodate only two adults in back, rather than three, with a fold-down arm rest dividing the two seats. The hexagonal glass tailgate was also praised for its ability to enhance rearward visibility.

Matching its red-hot paint is a red-hot powerplant, consisting of Volvo’s 2.5-liter inline-five assisted by a turbocharger. Making 218 horsepower, it out-muscles the second place tie of the 2.0Ts and beats everyone hands in torque, something you don’t normally hear in the same phrase as “Volvo”. Like the rest of the crowd, its gearbox has six forward speeds and routes everything through the front wheels.

Unfortunately, the Volvo is a case of talking the talk, but it falls short of walking the walk. Its steering has an acceptable weight, but it doesn’t communicate as well as it ought to, requiring more deliberate and precise steering inputs from the driver. Additionally, the C30 is dead set on understeering its way through corners, with little ability (or desire) to rotate. Furthermore, the DTSC stability control defeat switch is hidden away in the turn signal stalk without any visible buttons, a hint that you really ought to leave things well alone. Deactivated, it shows how soft and uncomfortable the C30 is when pushed into hot hatchback territory, squirming and squiggling under thrust and heavy braking. The C30 also happens to be the hatch with the most torque steer, although considering what it packs under its bonnet the effects are quite mild. Perhaps Volvo may consider adding the all wheel drive system from its S40 / V50 siblings down the road.

The strangest thing about it is that the Volvo is really a competent performer. While those driving felt as if they were painted out of the picture, its powerful brakes stop it quickly, its sticky Pirelli P-Zero tires hang on to the pavement with tenacity, generating some serious G-forces, and it’s the quickest to accelerate to 60 mph from standstill. It’s funny then, how our testers rated it at the bottom in the “fun to drive” category.

Take your speed down a notch or two and everything improves considerably for the C30, where its softer spring and damper settings give it a chance to soak up the bumps that are pronounced in some of its rivals. Long distance cruising is the C30’s forte; its comfortable seats, hush interior and excellent Dynaudio sound system are perfect for passing the time. All in all, while the Volvo may not be as sporty as its rivals, it’s definitely a strong showing for a first attempt and might be best for mature drivers.

Conclusion

Some 450 miles and several heated discussions later, time spent with our four premium hatchbacks has yielded some particularly interesting results. Interestingly, our predicted winners didn’t place where we initially thought they would.

For Volvo the C30 is a breath of fresh air. In the company’s expansion down market, it’s come up with some great cars, entering segments where it’s never been before and attracting completely new buyers. In our group, the C30 showed the softer, more comfort-oriented side of what a premium hot hatchback can be, however, despite packing the firepower and styling, it delivers its goods in a different sort of way. Just the same, it rates last on our list. Its consolation prize? With its comfortable seats, quiet environment and absorbent ride, it was the C30’s keys which everyone fought over to take home at the end of the day. Not necessarily the ultimate hot hatch, but maybe the best to live with day in and day out.

Third place goes to the Audi A3. Despite being the most premium of hot hatchbacks, our tester just felt basic, almost to the point of being empty. After all, what’s a premium hatchback without the premium features? Also, pay diligence to the options list; the words “fully-loaded” may cause more injury to your pocketbook than expected. With more standard content, the Audi would’ve improved its standing.

Next up is the Mini. It has the pizzazz, the spirit and the drama, not to mention it’s more fun than a basket-full of puppies (and just as cute too). We’re slightly worried about the quality, something that we shouldn’t have to concern ourselves with when considering a premium car, not to mention the ride is clunky and harsh – although while we performance enthusiasts don’t mind, we question others’ abilities to put up with it. Premium brings up images of comfort, a characteristic that Mini might want to adjust. Serious buyers could consider the Clubman wagon model which ups the practicality and usability factor, and those with a need for excessive speed can upgrade to the JCW (Works) model that cranks up the volume on power and cornering ability.

Our winner by a fairly slim margin is the GTI. While not as luxurious as the A3, it carries a similar sense of quality and many of the features we were hoping our four-ringed tester would have been equipped with. It may not be as funky or creative as the Volvo or Mini, but its attention to detail inside and out earned it as many points for character as for style. The GTI also happens to feel like it’s the best balanced car here, the one you can take out to have fun (and really have fun), yet enjoy on a day to day basis. It’s the car for road trips and cloverleaf exit ramps, a car that you’ll never tire of owning. For these reasons, it’s our winner.

PS: It is worth mentioning that when all the dust had settled, our team agreed that without the Fahrenheit package, the GTI’s margin of victory would have been stronger. It just goes to show that sometimes regular is best.