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Text by Dubspeed Media Staff, Carl Modesette
Photos by Zerin Dube, interior photo by manufacturer

Since the A3’s introduction in the United States in May of last year, the Audi enthusiast community has been groaning for a quattro-equipped model. Unavailable on all 2.0T-powered A3’s, the absence of Audi’s signature all-wheel drive system betrayed the history of the quad-ringed marque. Audi answered late in 2005 with the 2006 A3 3.2 S-line quattro DSG. If that sounds like a mouthful to you, you’re not the only one – however, this is how all 3.2L A3’s will come equipped.

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Visually, the S-line fascias and sideskirts tastefully lend an aggressive look to the A3’s already handsome form. Up front, the deeper S4-style chin compliments the scowling look created by the downturned headlamps. In side profile, all character lines slope forward creating a sense of motion and at the same time give an air of sportiness to an otherwise benign 2-box shape. From the rear, the aforementioned front rake yields a tall rump with shorter backlight, again betraying the boorish station-wagon shape. Taillamps are inspired by the Nuvolari concept, and continue the family resemblance to the A4 and A6.

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Our tester came equipped with the optional 18” multi-spoke alloy wheels, which look fantastic but promise to frustrate when it comes time for a wash. Our A3 was also equipped with the Open Sky System, a two-part glass sunroof system that appears black from the outside – this contrast worked quite well against our Brilliant Red paint, adding to the sporty appearance.

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Audi never fails to impress with interior design, and the A3 is no exception. Borrowing key elements from the TT, the A3 deftly marries sporty looks with great ergonomics in a functional overall package. Those familiar with Audi will notice that the textured plastic surfaces lack the soft-touch feel of higher-rent models, yet the aesthetics are every bit as pleasing and promise to be more rugged over time. Our S-line model came equipped with satin aluminum accents on a primarily black background; however there’s some mismatching of finishes among all the metallic bits and pieces – rather uncharacteristic of Audi.

The aforementioned Open Sky system certainly brings a more open, airy feel to the cozy cabin, but those living in the sunny south might want to skip this option as the only relief from the sun comes in the form of thin, flimsy, perforated screens. I say flimsy as our tester’s forward screen latch had already broken and refused to stay closed. Since the Open Sky system continues rearward into the rear passenger area, there’s no room for rigid, sliding screens; instead, designers were forced to use the spring-loaded roll-away type. They didn’t work well on your grandmother’s house, and they certainly don’t work well here.

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Those of us who like to exercise our sporting cars normally choose to employ some form of windshield-mounted speeding ticket mitigation device. These devices are quite handy, and normally make use of available 12V outlets located somewhere in the dash or console of any vehicle. In the case of the A3, the only outlet is located directly beneath the center armrest. Now, mentally envision a straight line between the center of the windshield and the bottom the center armrest, and you begin to understand my predicament. Thankfully, the open TT-style console buttresses provided a means by which to bisect my power cord’s sub-optimum path. While perfect for cellular telephone chargers, the A3’s power outlet is scarcely useful for anything else. The long-term solution would be to have your local stereo shop hardwire your detector for you.

All minor annoyances aside, the A3 Sportback’s interior is surprisingly roomy given its compact size. Rear seat legroom is on par with the A4, however rear headroom is a bit cramped for those over six feet tall. Out back, quattro mechanicals require the sacrifice of a small amount of cargo space, though there’s still ample room – on the order of 12.5 cubic feet – for all your gear or luggage.

As mentioned earlier, if you want quattro, Audi hopes you like V-6’s and Direct-Shift-Gearboxes (DSG) – because that’s the only way an A3 quattro comes equipped, at least in North America. Luckily, this is a brilliant trio of technology.

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Underhood resides a 3.2-liter narrow-angle 24-valve V6 producing 250 horsepower at 6300 rpm, and 236 pound-feet of torque from 2800-3200 rpm. Volkswagen and Audi enthusiasts will recognize this powerplant from the recent R32 and the current TT. Not entirely new, this engine has its roots in earlier 12-valve iterations of the Volkswagen VR6 engine familiar from the MKIII GTI.

Quattro all-wheel-drive comes in the form of the Haldex-based system used first in the TT, and also in the aforementioned Volkswagen R32. A transverse engine configuration precludes the use of a Torsen-based unit found in the remainder of Audi’s fleet. The Haldex system uses an electronically-controlled multi-plate clutch differential to transfer torque to the rear axle. Because this system requires some loss of traction (one-seventh of a wheel rotation) before sending power rearwards, the A3 behaves primarily like a front-wheel drive car – however the transition to AWD is scarcely noticeable.

The real treat in this trio is Audi’s 6-speed electro-hydraulic controlled DSG. Unlike other servo-shifted manual transmissions on the market, like BMW’s SMG and Ferrari’s F1 gearbox, there’s no harshness during shifts. Whether in fully-automatic or fully-manual modes, each gearchange is smooth and fluid – and lightning fast. Each downshift is accompanied by a blip of the throttle, perfectly matching engine speed to vehicle speed. In the A3, there are three distinct modes of operation: fully automatic – which behaves as such, “S” or Sport mode – which holds revs longer and avoids upshifting beyond 4th gear, and fully manual mode – allowing the driver full control over all upshifts and downshifts. Use of the steering-wheel mounted shift paddles is permitted in either of the “automatic” modes in the event you desire to take over shifting duties.

Another technology worth mentioning is the A3’s electric steering assist. This system varies steering effort with speed, providing added lightness for parking lot navigation and increased effort for highway driving. An excellent benefit is that the system can allow the steering wheel to turn more easily in the correct direction during a skid, and resist incorrect steering inputs. This is a situation when I don’t mind Big Brother helping me out.

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Take one run through the gears and toss the A3 into a corner or two, and you’ll quickly forget you’re driving a 5-door hatchback. The lightning fast responses and seemingly limitless grip will make you feel as if you’re piloting something far less practical and much more expensive.

Power from the 24-valve lump is smooth and linear, although you don’t attain speed as quickly as you might think. That isn’t to say the A3 is slow, as Audi claims 60 mph is reached in 5.9 seconds and the quarter mile in 14.4, but rather you notice that those 250 horsepower work hard to propel this 3660 pound car. For reference, this is within 11 pounds of the A4 Avant, and nearly 330 pounds heavier than the base A3 2.0T – owing to the added heft of the quattro drivetrain elements.

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If there was ever a transmission that let you have your cake and eat it too, the DSG is certainly it. In automatic mode, you’d likely never know you were missing a torque converter. Sport mode I found to be largely superfluous, because chances are that if you desire to drive spiritedly, you’d prefer to shift gears on your own. I’d also highly discourage Sport mode on the highway, for while it will allow you to upshift to sixth gear, the slightest grade change or hesitation in your right foot will send you directly, and annoyingly, back into fourth. Fully manual mode is an absolute joy, responding instantly without even the hint of lag. While the aluminum steering-wheel-mounted shifter paddles look and feel great, their smallish size doesn’t allow much flexibility in hand position around the wheel – you’re essentially forced into something between 10 and 2 to 9 and 3.

As perfect as the DSG seems out on the road, it does have a few minor annoyances. Take-offs from a dead stop are a bit abrupt unless you’re after maximum acceleration. Inching up driveways, into garages, and out of parking spaces is also abrupt and clumsy. Likely Audi’s powertrain engineers favor protecting the hardware within the transmission, rather than allowing the clutches the ability to feather smoothly. When exiting the car after even a modestly spirited drive, you’ll catch a whiff of what smells like burnt clutch, leading me to wonder what the long-term longevity of the likely expensive clutches is like.

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The steering and handling of the A3 are simply fabulous, working harmoniously to deliver a sporting experience without unnecessary harshness. On-center steering feel is superb, thanks to the electrically boosted effort at highway speeds. Turn-in is sharp and instant, without the massive understeer you might expect with such a (relatively) large engine mounted up front. Ride is firm yet compliant, equally comfortable on the highway or deep into your favorite esses, with an absence of excessive body roll and pitch. The fact that no less than three staff members succinctly commented “this thing drives like a go-cart” is quite telling as to this A3’s handling prowess.

If there’s a major drawback to the A3 3.2, it must be the price. The A3 3.2 as-delivered base price begins at $34,700, and can be optioned well into the $42,000 range. Our test model fell somewhere in the middle at $38,735. If it were me, I’d skip the $1100 Open Sky option, the (nearly useless in Texas) $700 Cold Weather package, and the $435 Bluetooth phone prep option and save myself $2235. Then again, I’d still be looking at a $36,500 car – and there are many other great cars to be had in that price range. Within Audi’s own fleet, that’d net you a loaded A4 2.0T Avant, or at least get you started on the 3.2-liter version.

Outside the Audi family, the only obvious competitor to the A3 might be the Saab 9-2x Aero, which starts at $26,670 and comes fully loaded at $32,015. The Saabaru’s 230 horsepower and 235 pound feet of torque compare well with the A3, especially when you consider that it carries 400 less pounds of ballast. With identical 21/27 EPA mileage ratings, a similar warranty, and even more cargo space, the A3 certainly doesn’t make a good case for value.

The truth is that the A3 3.2 appeals to a rather small cross-section of prospective buyers. Tech-savvy, conservatively stylish, active young buyers who’d love the sportiness of a TT, but need the practicality of a 5-door will love the A3 3.2. Audi hopes to find 3,000 such individuals a year, and I’ll bet they succeed.