20.09.2016
Audi A3 - satisfies several needs of modern motorists at once, firstly, it is a prestigious brand, and secondly, the car has a body that is quite in demand, in our time, a three- and five-door hatchback. And if to these advantages we add stylish and nice design, it turns out very interesting option for city traffic. This car is ideal for those drivers who are not satisfied with just a golf-class car, but want rich equipment and high-quality interior finishing materials. It is worth noting that premium brand cars often require appropriate investments. What will await you if you still decide to become the Lord of the Rings, but at the same time, on a budget, while you are only pulling on a used car, now we will try to find out.
A bit of history.
The history of the Audi A3 model begins in 1997, since then three generations have changed. Today we will talk about the second generation, which was presented to the public in 2003. The car is built on the same platform with the "" fifth generation, but has its own design features - a more rigid steel body, a new multi-link rear suspension and a slightly larger wheelbase (2570 mm). In May 2004, sales of a five-door version called " sportback”, which became 68 mm longer than the three-door, and the entire increase in length went to increase luggage compartment. Besides, A3sportback received a modified front end in a new corporate style, with a chrome-plated trapezoid radiator grille. In 2005, the manufacturer made minor changes to three-door version Audi A3. The front part was unified with the Sportback, new three- and four-spoke steering wheels from the Audi A4 appeared, and the suspension became more comfortable.
In 2008, another restyling was carried out, after which the car gained a more sporty and modern design, and in the front and rear lights began to install LED elements; the front and rear bumper. Aluminum inserts appeared in the interior, and the color scheme of the instrument panels was changed. To improve handling and comfort, the Audi A3 was equipped with a shock absorber adjustment system. magnetic ride ”, with its help the driver can choose the suspension mode - from comfortable to sporty. In 2008, Audi expanded its line compact cars, with the launch of the A3 Cabriole, which was based on a three-door hatchback. The third generation was presented to the public in 2012.
Features and disadvantages of the Audi A3 with mileage.
The body of the Audi A3 is well galvanized and rust will not appear on it even after many years of operation, provided that the car has not been involved in an accident. And if you see a car with slight traces of corrosion, then it is better to refuse to buy such a car. If you are considering a pre-styling version for yourself, then most likely on secondary market You will meet a car imported from Europe - when choosing such a car, be extremely careful, as the mileage of such cars is simply cosmic.
Traditionally, for European cars, Audi A3 has great choice power units. But if you look at the offers this car in the secondary market, you will see that the most common engines are before restyling 1.6 (102 hp), after restyling 1.6 (115 hp), and also 1.4 (125 hp). If the dynamics of the car is not in the first place for you, then I recommend that you pay attention to cars with 1.6 engines. The fact is that these are quite reliable atmospheric engines, with a timing belt drive, the replacement of which is required every 90,000 km. Also, in terms of reliability, a two-liter 150-horsepower is not very bad atmospheric motor, although this power unit was installed only until 2007. But the 1.4 turbo engine, despite the fact that it has very good performance in dynamics and fuel consumption, has not the best fame due to the unreliable metal timing chain tensioner. If you already own a car with such an engine, then be extremely careful and listen to the sounds from under the hood when starting the engine - if new rattling sounds appear, you need to urgently contact the service. Also try to change the oil earlier than prescribed in the regulations (every 8 - 10 thousand km).
Further, in terms of prevalence, power units with a volume of 1.8 (160 hp) and a two-liter turbo engine (200 hp) follow. Basically, this is not bad engines, their main disadvantage is increased consumption oil, and with an increase in mileage, their appetite increases (for cars with a mileage of more than 200,000 km, consumption expensive oil can exceed 500 ml per 1000 km). There are cars with turbodiesel engines of 1.9 and 2.0 liters, both power units are not bad in dynamics and reliability. Cars with such engines are very rare in the secondary market, and if you managed to find a good and decent option, then all you need to do is fill quality oil and solarium.
During the life of this model, there were also a couple of charged power units - these are 3.2 (250 hp) and 2.0 (265 hp). There are only a few cars with such motors in the secondary market and it is better to avoid them, since there is a high probability that the previous owner often lit on such a car. 
The second generation of the Audi A3 has enough a large number of available gearboxes - mechanics, automatic transmission, robotic six- and seven-speed S-tronic. The most unreliable, among all gearboxes, was the robotic S-tronic. So a six-speed transmission with two wet clutches can please with a mileage of 120,000 km, and with correct operation- up to 150,000 km. But the seven-speed one lives many times less, and already at a run of 50,000 km, with prolonged traffic in traffic jams, it starts to twitch. As a result, you will need to reflash the control unit and change the clutch, and the pleasure is not cheap ( at least such a repair will cost 1000 USD.). The replacement of mechatronics (a chronic sore of all robotic transmissions) will also hit your pocket, for its replacement you will have to pay about 2000 c.u., and these are not dealer prices, the official repairs will cost much more.
Therefore, when choosing a used Audi A3, give preference to versions with a manual transmission and automatic transmission, since both transmissions are very reliable and rarely cause trouble for owners. The clutch on the mechanics takes care of 120 - 150 thousand km. In order for the automatic transmission to faithfully serve 300,000 km, change the oil in it every 60,000 km. There are also all-wheel drive versions. The all-wheel drive system, in this case, is implemented using a well-known and reliable clutch " Haldex».
Driving performance Audi A3 with mileage.
Audi A3 is very pleasant to drive, therefore, in combination with a powerful engine, this car can combine the role family hatchback and cars to meet driver's ambitions. The suspension design is not complicated, but not quite simple either - a MacPherson-type suspension is installed in front, and a multi-link design in the back. Large investments in the suspension of the Audi A3 will have to be done every 100,000 km, and for small things it will be necessary to change the bushings and stabilizer struts every 35-50 thousand km and brake pads every 40,000 kilometers. The resource of shock absorbers does not exceed 100,000 km. Weak point the rear suspension is considered to be silent blocks, on average they nurse 80,000 km. The car is equipped with a power steering, this unit has proven to be quite reliable and, with careful operation, will not bother 120 - 150 thousand km.
Outcome:
A car with four rings leaves few people indifferent to itself, and if you decide to buy such a car, then we can safely say that this right choice. The car has a lot more advantages than disadvantages. One of the advantages of the Audi A3 is that parts are interchangeable with Volkswagen and Skoda cars, which traditionally cost less than original Audi parts.
Advantages:
- Build quality.
- Galvanized body.
- Large resource of power units.
- Small fuel consumption.
- Reliable mechanical and automatic transmissions.
- Manageability and safety high level.
- The quality of materials and sound insulation of the cabin.
Flaws:
- Robotic transmission.
- Little ground clearance.
- Motors are demanding on fuel quality.
If you are or have been the owner of this brand of car, please share your experience, indicating the strengths and weak sides auto. Perhaps it is your review that will help others correctly .
In Europe, C-class sedans are rather skeptical. Well, they don’t buy compact “four-doors” in the Old World, and that’s it! Perhaps that is why manufacturers often do not pay due attention to the appearance of such cars - they “sticked” the trunk to the hatchback and put it up for sale. Audi acted differently: the A3 Sedan has virtually no common body parts with hatchback A3. The exterior was developed from scratch and turned out to be more than successful. Many refer to the Audi A3 Sedan as the "premium Jetta". The correspondent of Onliner.by figured out what is different compact sedan with rings on the radiator grill from the "people's" Volkswagen.
Design
The first thing that separates the four-door A3 from the Jetta is the looks. Volkswagen designers should be given credit: they also did not turn the Golf Sedan into a car and developed a unique exterior for the Jetta. The car looks solid, but boring. Everything seems to be in place, and the lines are complete, and the trunk does not look alien, and the proportions are optimal ... But there is nothing to catch the eye.
The Audi model in this regard is much more advantageous. With a hatchback sedan, only the headlights, grille and door handles. At a cursory glance, the car is easy to confuse with the A4. From afar, some will take the "troika" for the A6. I wish the manufacturer had already differentiated the appearance of their cars!
But if we discard the similarities with other models, the A3 Sedan can be safely called the most beautiful small-middle class sedan. Nice proportions and dynamic appearance complements the trunk neatly inscribed in the silhouette of the body with sharp lights. The sedan is more like separate model than as a modification of A3.
dimensions
Another significant difference between the Audi A3 Sedan and Volkswagen Jetta are the overall dimensions. Audi is almost 19 cm shorter than Volkswagen, but slightly wider (+18 mm) and lower (-66 mm). Jetta is closer in size to A4. In turn, the A3 Sedan continues the philosophy of the Audi 80, which was formally replaced by the A4 model, which has already run far away from its “grandfather” in terms of overall dimensions. It is important to remember that the current Jetta is built on old platform Golf VI, while the A3 sedan is based on the MQB bogie from Golf VII c rear multi-link(versions with a beam are not supplied to our market).
Interior
Inside we see two completely different salons. In Volkswagen - a classic center console with control units familiar to the eye climate system and a radio tape recorder. On the central tunnel - two coasters and a traditional handbrake. All air ducts are correct rectangular shape. On a three-spoke steering wheel expensive equipment have control keys for various functions.
Audi has sporty minimalism! Half of the center console is occupied by two round air ducts. Immediately below them is a “piano” of keys, most of which were replaced with stubs in the test (almost the cheapest) version of the A3. On the central tunnel there are two cup holders, an S-Tronic lever and an electronic handbrake button. Interestingly, in different modifications hand brake is in different places. So, if the A3 does not have an MMI multimedia system, then the “P” key is located closer to the gearshift lever.
Here's what you should not buy A3 without, so it's without multimedia system. Head unit, located on the top of the front panel, is so dull that you want to hide it. Fortunately, the Germans did not deprive us of this opportunity. When the audio control unit is hidden in the bowels, not the most convenient volume keys and switching tracks / radio stations remain “above the water”.
The build quality of both machines is at a high level. There are no visible errors. Both the A3 and the Jetta have soft plastic on the front and hard shell on the doors. At Audi, trim materials seemed more expensive both to the touch and to the look. In the test version of the A3, the steering wheel did not have a single button - you can’t even change the volume of the radio.
dashboard Audi models made in the classic VAG "ovsky style: speedometer, tachometer and on-board computer display. Everything is readable. The steering wheel is adjustable in a huge range in angle and reach. Small mirrors surprisingly did not cause poor visibility. not on a hatchback.
Back row and trunk
The key difference between the A3 Sedan and the Jetta is practicality. Volkswagen has traditionally created a family car in which you can go to work and bring seedlings to the country. Audi also released a typical youth sedan for trips to supermarkets and nightclubs. Sitting down “by himself” on the second row of A3, he rested his knees on front seat(my height is 186 cm). The head is about to reach the ceiling. Frankly, it's tight. On the second row of the Jetta - like in an airplane emergency exit: at least cross your legs. True, I would like more headroom. It is more convenient to get into the second row in Volkswagen.
The trunk of the A3 Sedan, although larger than that of the hatchback (425 liters versus 380), is much smaller than that of the Jetta, which boasts a 510-liter “chasm”. Volkswagen owner Sergey, who took part in our test drive, brought a TV box with him, which fit in the Jetta trunk, taking up almost the entire floor. We tried to put this item in the trunk of the A3 - it's pointless. The box didn't even go wide. The rear row, of course, can be folded, but it will no longer be a 5-seater car. A hatch for long lengths is an option.
1,4 TFSI+S-Tronic
But how nice rides Audi! The elastic 122-horsepower engine picks up from any speed, and S-Tronic juggles gears barely noticeable to the driver. No power loss. No jerks. No hang-ups during “unsure” operation of the gas pedal. It's like the transmission is reading my mind.
The base engine left a good impression. 1.4 TFSI is only available with "robot". Manual fans will have to take a 1.8-liter turbo engine (180 hp), which can be bought with both S-Tronic and 6-speed manual. Full Quattro drive also only available with 1.8 TFSI (and only with robotic box).
The A3's suspension is softer than the Jetta's. Road seams, traditional spring pits in the pavement, angular “sleeping cops” - Audi sedan with appetite "swallows" any irregularities. At the same time, body roll is minimal. It is a pleasure to pass turns of arrival/exit from the roundabout without releasing the gas pedal.
Prices
Behind basic version Audi A3 Sedan in Minsk are asking for 21,950 euros (roughly - 30 thousand dollars). For the Volkswagen Jetta, you will have to pay a minimum of $26,870. In the base, the Audi sedan has a 1.4-liter TFSI, S-Tronic, Stop / Start system, ESC, R16 alloy wheels, leather steering wheel, full power accessories, air conditioning, seven airbags, rear fog lights etc. From Volkswagen we will get the same 1.4-liter engine, but with a 6-speed manual gearbox, steel discs, air conditioning, leather steering wheel, ABS, full power accessories, a full set of airbags, etc. In general, everything is very similar.
The conclusion is simple. If you have a family, children, mother-in-law, a big TV, it is better to take a closer look at the Volkswagen Jetta. But keep in mind that the car is already relatively old (2010) and there will soon be a change of generations of this family. The Audi A3 sedan, in turn, is fashionable and very stylish car for a young client. For some reason, it seems to me that wealthy girls who choose cars not by the width of the trunk, but by the “eyes” will become its main buyers.
Sergey, ownerVolkswagenJetta (2013 release):
When Onliner.by approached me with an offer to participate in Audi test drive A3 Sedan, I did not hesitate for a minute and agreed. I know firsthand about this car, at one time it was on my shortlist when choosing next car. I once had an Audi 80 B4 (succeeded by the A3 Sedan), my first premium car, which I switched to after the 2nd Golf, feeling all the delights of this brand. Therefore, I examined the A3 Sedan in detail at the Minsk Motor Show. But it was not possible to travel. Now this gap has been eliminated, as a result of which more or less holistic impressions have been formed.
Externally, the car is beautiful, you can only pay tribute to the designers of Audi. You can hardly find C-class sedans so spectacular and harmonious. By the way, for those who believe that this model is an A3 hatchback with an attached trunk, I recommend searching the Internet, as Markus Gleitz describes the creation of this car. Surely there will be those who will say that the A3 Sedan is too similar to its fellow class above. I don't think this is a shortcoming. Audi companies I managed to find my own style, interesting and unique in its own way. And each of their models carries recognition and indisputable premium.
If you get behind the wheel of this particular test car, then you will experience only despondency - in the basic configuration inside the eye there is really almost nothing to catch on. The seats are the simplest, there is not even a lumbar support adjustment. The audio system would be better hidden away and deeper, for example, in a niche next to the cigarette lighter. There is no eyeglass compartment. No control buttons on-board computer and an audio system on the steering wheel. hard plastic on door cards. No backlight open doors. Actually, there is nothing that could be inherent in a premium car. Unless the climate control unit can to some extent brighten up the appearance of the front panel: its “knobs” cause pleasant tactile sensations, and the backlighting of the sectors is bright and saturated.
Well, the leather-wrapped steering wheel and DSG grips tell us that we are still not in the cheapest car. In my humble opinion, the base A3 Sedan should only be taken by those who want to splurge on others. Like, look - I'm driving an Audi. The normal feel of a high-end car starts with the Ambition trim with the MMI option.
The test was a car with a 1.4 TFSI 122 hp engine. With. A similar one is in my Jetta, and I have not discovered anything new in dynamics for myself. The engine is excellent, not a “vegetable” at all, confidently pulls from the bottom and almost to the red sector of the tachometer (maximum torque of 200 N m is available at 1500-3900 rpm). For city and highway driving, it's enough (and for those who want to light up, there's 1.8 TFSI). It was on such an engine that I understood what the term “elastic” means, used in the reviews of auto journalists.
According to the passport, acceleration to hundreds on the S-Tronic is a few tenths of a second faster than on the manual gearbox. Perhaps I agree. According to my feelings, the acceleration is faster than when I turn the Jetta with a “stick”. I did not notice any twitching when shifting gears in the "Movement in traffic jam" mode, allegedly inherent in this "robot" and about which everyone is not too lazy to write. S-Tronic worked quite adequately both when driving through the streets and when “pokatushki” on the ring.
It can be noted that Audi decided not to pay much attention to soundproofing. Just as much noise comes from the street as in my Jetta, and the “shumka” of the latter is purely nominal. This is also confirmed real owners A3 Sedan on their blogs. Additional sound insulation is the first thing they think about after purchasing a car.
The suspension on the A3 Sedan is definitely more comfortable than on my Jetta. I deliberately drove through the speed bump several times at a fairly decent speed to compare the sensations: Audi passes it much softer. And on the Jetta there are quite painful breakdowns. Perhaps the reason is that I have a package for bad roads with increased ground clearance. Or maybe MQB platform demonstrates its advantages over its predecessor.
| BODY | |
| Type | Sedan |
| Number of doors | 4 |
| Number of seats | 5 |
| Length | 4456 mm |
| Width | 1796 mm |
| Height | 1416 mm |
| Wheelbase | 2637 mm |
| Trunk volume | 425 l |
| ENGINE | |
| Type | Petrol TFSI |
| Volume | 1395 cu. cm |
| Power | 122 l. With. |
| At rpm | 5000 |
| Torque | 200 Nm at 1500-4000 rpm |
| Cylinder arrangement | row |
| Number of cylinders | 4 |
| Number of valves per cylinder | 4 |
| Fuel | Petrol |
| TRANSMISSION | |
| Drive unit | Front |
| Number of gears (mechanical box) | – |
| Number of gears (automatic) | 7 |
| SUSPENSION | |
| front | Independent, spring, McPherson |
| Behind | Independent, spring, multi-link |
| STEERING | |
| Power steering | Electric booster |
| PERFORMANCE PERFORMANCE | |
| Max Speed | 217 km/h |
| Acceleration time (0-100 km/h) | 9.3 s |
| Combined fuel consumption |
4.7 l / 100 km |
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Year of issue: 2015
Engine: 1.4 (125 HP) Checkpoint: M6
Long, hard and tedious, my wife and I chose a car for her. After several dozen quarrels, scandals and a couple of broken plates, the choice narrowed down to two cars. Specifically - Audi A1 and Audi A3. spouse big car to nothing. She has to get to work, and take the child to kindergarten. True, I also had selfish views on this car, because for traffic jams a small, nimble car is what the doctor ordered. In general, we stopped at A1.
The choice in favor of this krokhotulki was made after a test drive. That I, that my wife just fell in love with her. Although the A1 looks small, but in terms of character and capabilities, it will give a light to many "adult" brothers. They took it on the "handle" on purpose, the wife did not want to forget the skills. Will it ever come in handy?
So, now about the car itself. Behind the wheel, which is surprising, it is convenient even for me (height is 188 cm, and I weigh more than 100 kg). Nothing presses anywhere, the ceiling does not polish the top of the head. The chairs are a little harsh, which is understandable, because the car is still sharpened for sports. But the “seats” wrap around as expected, so you don’t dangle in corners like a pencil in a glass.
Again, what a surprise. Although the engine is only 1.4-liter, and the “horses” are 125, the A1 is a very frisky and nimble machine. On the track, you can safely accelerate to 170 km / h and you will feel that the car can add more. In the urban cycle, respectively, there are no problems at all. If necessary, I will overtake, if necessary, I will climb. Well, with parking because of compact dimensions there is no tension.
I'll continue with the surprise. What struck me the most was the suspension. It is set up amazingly, as if it was customized specifically for Russia (or maybe it is?). In addition, the relatively low weight of the car makes it easy and even effortlessly to slip through such pits that are more large machines overcome with fear. In general, A1 in terms of steering and maneuverability reminded me of karting. Everything is clear, fast and adequate. I like the pleasant weight of the steering wheel. Headlights shine well, even at night heavy rain everything looks great.
Now a little about what I did not like. I'll start with the quality of the interior materials. The plastic on the front panel still didn’t go anywhere, then everything else (which is: door trim, tunnel, sealing gum etc.) of very mediocre quality. It seems to me that now even the Chinese are better. By the way, the doors themselves are very thin and flimsy, which causes some anxiety and the thought: "what will happen in a side collision?"
Another problem is poor visibility, which is quite logical, given the modest area of the car's glazing. Therefore, the camera is not just a useful thing, but sometimes necessary.
Not happy with the expense. In the city, I rarely get less than 11 liters, although I can’t say that the driver is very aggressive. The wife fits into the top ten. But I still think it's too much.
Advantages of the Audi A1:
Appearance, comfortable fit behind the wheel, dynamics, control, suspension, headlights.
Disadvantages of the Audi A1:
Finishing materials, flimsy doors, visibility, fuel consumption, ground clearance.
Often I see / hear questions from people who are going to buy a car, is it worth considering A1 as an option?
I prepared short review with a comparison of several VAG cars, more or less similar in price tag and segments.
In order not to listen to an avalanche of emotions of the members of the forum after some thread of my statement, such as "does not go" or "there is no trunk at all" - I will indicate right away what I own / owned right now and with what, in fact, I compare))
So:
1) a3 s-tronic-7 (dq-200) 1.2 tfsi, 50000 km, 2012. Ownership from the salon. Father's car. Personally, I drove it a little - 5 thousand in the off-season while driving and, from time to time, I ride now as a passenger.
2) Skoda Octavia A5 DSG-7 (dq-200, swap dq-250 on PP from Yeti is being prepared for spring + further trouble with PP iron from scout), engine - 1.8tsi, 85.000km, 2011.
All mileage is mine. The car is externally stock, but on a full st. 2 Revo (about 240+ hp according to rumors from the Internet and the manufacturer's application), Bilstein B6 sports suspension with Eibach -30 springs, fashion brakes, etc. - a car for self-realization in the lung area tuning and surprise of the participants in the stream from the series "now I'll pull this penso-taxi! ...... oh, something didn't work" - and upside down, as if he hadn't tried to race)
3) Q3 2.0 TFSI Quattro S-Tronic - (DQ-500 - the most reliable and trouble-free of the entire DSG family), 35.000 km, manufactured in 2013. Owned since early December 2015. This, in fact, is the A1 shifter - a gift for the wife on NG (well, a gift for yourself, to go to the country for shit on the PP and ride clearance standards)
4) And, in fact, the star of tonight is the Audi A1, 1.4 tfsi (s-tronic DQ-200), 14.000 km, May 2014.In order:
1) General reliability. I have nothing to say about the reliability of a1 for 14.000 km - 1 MOT at the end of the year + washer))
No crickets, sores of electronics, etc. were observed.
To understand the overall reliability of the VAG:
According to Skoda and A3, there is nothing to say the same. Skoda had a problem with the engine even before tuning, but that's another story, rather connected with crooked hands, cunning specialists in service, low-quality spare parts and a combination of circumstances.2) The reliability of the box.
From experience - everyone is terribly afraid of DSG (S-Tronic for Audi), and without understanding at all that DSG (aka S-Tronic) has a dozen modifications, sooooo very different in design, principle of operation and reliability. But hearing the word DSG, they automatically start throwing shit on the fan)))
I have something to say about this: if you pay attention, then on 3 out of 4 cars I have DQ-200s that everyone dislikes (they really are considered not the standard of reliability). So, if anyone "got" from life among these three cars, it's Skoda: Art. 2 and almost 250 turbo-HP. with a moment shelf of 0.33 tons - no joke for this box.
The result - on Octa I drove the last 50.000 on the config st.2 and this autumn I successfully changed the mechatronics + clutch (I clutched at the same time - surprisingly, I could still drive for a long time). Replacement warranty, free.
Moreover, it is with Skoda that I have a "male" relationship - she is aware that in the family she is destined for the role of a fighter attack aircraft and she holds the blow by 100%, grinding so far only with front-wheel drive at each traffic light until the cut-off)).
So, we conclude that it is not cosmic powerful motor A1 and mosquito weight will let mechatronics live for many years. As for clutches, they say they wear out the most due to traffic jams. It may very well be. Be that as it may, replacement under the warranty is free (at Skoda, the warranty is exactly 5 years, about a1 \ a3 - you need to find out from dealers until what year of production on the DQ-200 they had a five-year period).
Further, in the post-warranty period, the clutch will cost about 30,000-40,000 rubles. "turnkey" from specialized centers for DSG repair. Such a procedure will be needed somewhere once every 2-3 years or 50.000-80.000 km. Although I personally know people with mileage 150.000+ who drive their own clutch from the first (weak) revision of 2011. But the repair price tag is adequate, and the pleasure of driving the DSG after minimal adaptation is worth a lot.
Infa about the cost and about "dinosaurs" with native clutches - from the octavia forum and the Skoda forum.
Yes, by the way, my father has driven 55,000 on the A3 so far - everything costs from the factory and does not cough.
Accordingly, on a1 for 14t.km the box did not let you know about yourself in any way.3) Gearbox, engine - driving experience:
Here's what you'll be wondering - my three machines have the same box, but with different motors. The algorithms of the boxes (and convenience, respectively) are very different.For example:
Skoda: more than enough fool! Octa rides (with rare exceptions) like modern cars latest generations and similar weight on atmospheric motors of 3.5-3.7 liters and 280-330 hp. With modern boxes(cars of previous generations with engines 3.5-3.7 are passed). Even if the box is mistaken or too lazy to go down / up at the right moment for you (this almost never happens), then the motor with its elasticity and power forgives everything! Forgiving so much manual switching I don't even use it on track days. Merging with the car and adapting to each other are long gone, and the foot automatically presses the gas just enough to either stay within the gear and accelerate in it, or jump down at 3-2 speeds and "shoot". Compared to the A3 (description a little lower), Skoda has a slightly more thoughtful connection between the gas pedal and the subsequent reaction of the engine - it is measured in hundredths of seconds and this feeling of "thoughtfulness" is felt only when changing from one car to another in the "comparison" mode. Perhaps this feeling does not leave me because of the S-3 intercooler installed on the Skoda and the light turbo pit that has appeared at the very bottom.Audi A3 - due to the weakest engine, the box is set up so that even in a third-pedal it spins the engine in a quiet driving mode up to 4.5-5 thousand rpm, and it turns out that the engine is constantly already in the torque shelf and continues to "pull" at any transmission with any intensity of driving. On this machine, there is a feeling of a linear connection between the box and the engine. The downside of this algorithm is that there is an illusion of a huge power reserve, since you defile so easily through Moscow traffic in a third-pedal, throwing your tablet with acceleration into the gaps between the cars ... In fact, after pushing the pedal to the floor, almost nothing changes - the acceleration is slightly more than the standard one, the engine stupidly spins up to 6, and not up to 5 thousand rpm.
The Audi A1 is a light weight, relatively angry engine. But in traffic, the following was noticed - you drive calmly at half / two-thirds of the pedal - the box maniacally reaches for higher gears, almost like on Octavia. But, unlike the octave, it envelops the impression that the car "does not move", since the A1 engine at low speeds is very decently weaker than the octahi and the elasticity of the engine does not allow it to accelerate briskly within the overdrive gear. Those. box at 60-70 km / h pokes seventh gear and rides at a thousand and a few revolutions. If you need to speed up a bit, then this does not work, because from such speeds within the framework of this transmission, acceleration will take forever. You have to push the pedal deeper - the box jumps down to 2-3-4 gears and you get the usual turlo pickup. Let's fly!! Cool! But a little awkward...
The limiting dynamics for this candy is quite for itself - I will compare it with at least 2.0, or even 2.5 liter aspirated, but (to be honest) a little heavier - type-s chord, tricks 2.0, Lexus s250, mondeo 2.4 and other C, C + and D-class cars up to 200 hp.Agility is achieved due to the torque turbo engine, multiplied by the low weight of the car + rapid-fire box.
The only downside for me was that there is no compromise between "falling down" and "crawling like a turtle." I traveled on it for 2 months, while Skoda was changing the heart (it was the case), and I never got used to it until the end. Mode S saves the situation by 200%, but it becomes a shame in front of the engine, since in this mode the box keeps the engine in good shape and does not hesitate to turn it to the red zone.
I don’t include Q3 in comparison - another box, powerful engine, four-wheel drive. Feelings, especially in winter, just space.
4) comfort, sound insulation, capacity
Now in the family, Octa and Q3 share the palm according to the arithmetic mean.
But q3, Octa and a1 - different segments, so I'll break it down:Ride comfort, taxiing, capacity:
Octa - sports suspension and that says it all. Its element (based on the capabilities of the engine and suspension) is highway speeds of 100-150-200. She, as if stuck to the asphalt, rulitsya, does not heel, and so on. Minus - at low speeds, all the bumps fly into the back. Feelings are "elastic", but she reads everything to the smallest detail. With an increase in speed, the energy intensity of the Bilsteins levels out this jamb.
A3 - on the suspension and roulette like an octavia before tuning. Limit speeds less, rolls more, bumps (small) swallows more confidently and less sensitively, but medium and large pits can pierce the suspension (in the octave there was a package of bad roads from the factory and there was no such garbage with breakdowns, but on small things Octa rattled a little more).
Q3 - the suspension surprises with a combination of the incomprehensible: on the track you can safely go 150-160 on it (it's not about the engine, etc., but about confidence in the car, steering wheel, suspension) - cruising (linear) stability at altitude. Compared to Okta (before the tune) and A3 - interchanges, sharp turns, etc., in terms of roll, I want to go slower, but the four-wheel drive does its job, helping to stay on the trajectory even when the apparent maximum is exceeded.
Off-road full-fledged qualities have not yet been tested, but broken road before giving it "does not notice" in comparison with the rest of the car.A1 - I told my wife several times: "Honey, if A1 had an engine at least from my octa, then I would take A1 for myself!"
She rulitsya - just a song! Someone will say - sit on a Porsche, minicooper or some ancient and lightweight Civic thread and feel the taxiing - maybe they will be right! But now I compare it with the rest of my cars!
Even after tuning the suspension, the Octavia cannot indulge in the ease and agility of control that is inherent in the A1 by nature! You can't deceive physics - light weight, short and wide track, thoroughbred chassis tuning, a round small bagel of the multitrul (the same as in the neighbor's A7)! Honestly, I'm in awe of how nimble she is! If there were serpentines in Moscow time, then I would ride them only on A1!
Suspension 100% urban! Minor bumps, joints, etc. go stupidly with a spanking of tires or an elastic impact (already in the middle pits). But now it’s worth catching a hole harder, then breaking through the suspension - just spit, keep that in mind!
The clearance is small, but even less on Octa, so even in this kapets like a snowy winter, you just need to turn on your head before trying to attack meter-long snowdrifts)).
Brief conclusion: A1 is the most predictable car in the quartet.Landing, Shumka, comfort (depending on options)
Octavia and A3: landing, in fact, the same - and not a stool, and not lying down. In both, the lower back is adjustable - I really didn’t understand, fuck it. What is it, what is it - the same))))
Shumka in A3 is noticeably better - in Octa they not only saved on extra soundproof mats, but also the "liftback" body cuts off the interior from the trunk only with a shelf, the trunk cavity buzzes like a subwoofer.
With a sports exhaust, Octa got the need for additional noise, but this is for the spring.Octa's trunk is huge + the "liftback" body makes it very functional.
The trunk of the A3 is quite modest, but you can shove a suitcase on edge.Q3 - Shumka on top. According to reviews in the boarding school - almost the best in its class! Landing stool - I lowered the seat to the bottom and on the machine a few more times I checked if there was any reserve left to lower it more. But, as it turned out, very comfortable due to the sane steering column adjustment ranges - we went to NG for two days in Minsk, stops were made only to refuel. If there was a larger tank, everything would have gone smoothly without any stops. )
The trunk was compared with the A3. We found out that the A3 has a slightly larger height to the shelf, but the Q3 has a significantly greater depth - the suitcase fits flat on both sides. In a good way, even two suitcases nearby can be stuffed (have not tried it yet), and if you remove the shelf, then 2 by 2 is purely by eye.A1 - The Audi breed is felt very well in this baby. Shumka, according to indirect sensations, is better than in a3. But, for good, you need to take both cars and ride along the same road at the same speed, since the A1 has not yet been sold (friends want to pick it up in February), so the experiment can still take place))
As for landing, etc. I am not a small uncle 105 kg and 183 tall. I sit behind the wheel of the A1 very comfortably, but I have never gone to a long distance (only once to a dacha of 100 km), so the whole experience comes down to Moscow rides. At one time, my wife had Goetz, so I started howling at the 15-minute drive because of the uncomfortable seat cushion and clumsy pedal assembly. It’s like I’m sitting in an Octavia, but for comfort I have to move a little further from the steering column than in Octa (I love it when you hold the steering wheel with a half-bent hand for maximum leverage in an emergency).
There were two issues of inconvenience in terms of cabin capacity:
a) it was quite difficult for a person with my own build to sit behind me - it would be difficult to withstand a long-distance train, but around the city my friends sat down somehow behind me a couple of times and endured.))
b) IMPORTANT for families with children: the child seat was directly behind the front passenger seat. So, I climbed into the front passenger seat with difficulty - my knees rested against the glove box. Either I tolerated it or we treated it in two ways:
or at the weekend we drove around on my Octa - the only inconvenience was the rearrangement of the chair on the weekends from one car to another, and then back. Or, if I was too lazy to rearrange, I got behind the wheel, and my wife fit next to me without any problems.
According to the trunk of the A1 - it simply does not exist. Visually, if you look at the floor of the trunk, it seems that it has some depth, but the angled backs of the rear seats and the sloping tailgate reduce everything to the fact that you can go to the store with a few packages (or throw a couple of backpacks on an easy trip). ). But the suitcase cannot be stuffed into the trunk in any case - just fold the seat. If there are 2 adults in the family without children with a chair, then by default you can lower the back sofa and have a decent amount of space for clothes))As for "options" - below will be my "descriptive", but not "recommendatory" opinion. Maybe someone will be useful.
Most naked: A1.
From the amenities:
bi-xenon (without auto-light),
multifunction steering wheel with radio control, etc.,
on-board computer between the tachometer and speedometer (I don’t know if this is an option or a base)
Rear parking sensors without displaying obstacles on the screen (but this thing is activated by Vasya the diagnostician - you can see from it which parking sensors sense the obstacle).
manually raised color screen,
The air conditioner is simple (surprisingly, it works logically and does not require special attention).
Heated front seats.
Seats up and down, back and forth.
Electric correction of mirrors (but this is probably for everyone).
4 pillows (not useful, t-t-t)Of all that is listed, a relatively useless thing is a retractable screen. If they ask for extra money for him, and he is without a speakerphone (for displaying a book), without MMI, without navigation, etc., then the toy is pretty useless. Ponte only in the fact that he is and that he is colored. The maximum that it can do without these options is to watch a track or a radio station on it.
From wishlist:
Auto-light and rain sensor - good. No matter what anyone says, in 99% of cases I don’t touch the handle, neither the light nor the wipers.
Speakerphone - in our life, the phone takes up too much space, and driving with the phone at the ear is unsafe.
As an option to save money - install Parrot or analogues (it will come out decently cheaper than the native one, but it works with a bang - there is experience).
Cruise control - due to the fact that summer trips were made by another car, here we did without it. If this car is the only one, and trips to the country / to other cities are inevitable, then it will add 100% comfort - I prefer to drive (with appropriate road conditions) at the speed limit sign + 19 free km/h. On a cruise, this is done with a single push. To go on a long journey according to this scheme in manual mode fraught with either fines if you “pass” the trigger, or loss of time, as you will drive lower in speed. It is clear that these 5-10-20 minutes at a distance of 500 km will not play a role, but there is a psychological factor)))From semi-hotels:
Climate control for A1 is if there is absolutely nowhere to put money (but still, it is possible to individually adjust the temperature for two zones)
The tire pressure sensor - on Octa I saved it at high speed until other symptoms of a flat tire appeared - carefully dropped it and stopped already on the rim, so I treat it with respect. Moreover, it does not work on the sensor in the wheel, but on reading the ABS unit, so it is most likely possible to activate it programmatically and not overpay the officials.
More adult acoustics - the standard system is very flat in sound, the bottom (I'm not even talking about the infra-bottom of the subwoofer), but there is simply no bottom at all. Sound pressure is low. It won’t work to go and “swim” in sound on a regular system, but here everyone needs to sit down individually, listen to the acoustic options and understand what is critical and what is not.A3 has:
all the amenities, as in the A1, and all the "Wishlist" for the A1, except for the speakerphone and the screen - a compromise of comfort, in my opinion, if there is no goal to throw money to the wind.Octavia has everything in A3 and more:
speakerphone is a vital necessity, but I didn’t put it on a1, because. wife brought up not to talk on the phone while driving.
an extended bortovik up to the oil temperature, etc. - for a “race” in the form of an octave, the thing is very useful, but for A1 it is doubtful.
heated rear seats - until it pays for itself, because. the wife drives in front, and child seat I don’t care about heating))) But a couple of times I put my friends on the back sofa in the winter - they were delighted with the heating)
6 airbags - each airbag is a plus, but 4 pieces in the base for A1 are enough.
parking lot "in a circle" with graphics - show-off from the point of view front parking sensors. On any of them I can “press” with the front bumper against the wall at least a pack of cigarettes, and on an octa - a box of matches with a flat side)) .
Touch-screen radio, 12 + 1 speakers - everything is factory and sounds good. The touch itself is a show-off. While driving, you steer it through the steering wheel. You start poking your finger at the screen only in the parking lot. For avid audiophiles, even such a system is definitely not the limit, but the standard user will be delighted.On q3 there is everything that is on A3, as well as:
Speakerphone.
the same retractable screen as on A1 (and here it carries some semantic load due to some options)
6 airbags
leather interior - with children under 3 years old, a vital necessity, but for the money that official leather costs, it is better to buy covers on the side and the remaining difference to go to Thailand with your family for a week or two))
keyless access - with a child a fairy tale. In the cold, it works, as already mentioned, 19 times out of 20. For 20 times you swear and take out a specially deeply hidden key. But now I can start the car, close it from the outside with a single push, and go to the store with peace of mind for cigarettes, for example.
In q-3 there are still a lot of little things - a set of diode lighting, all sorts of worldly settings
But no CRUISE!! (I am solving this issue now).
Music worse than the Octavia, but decent A1.Brief conclusion - the review turned out not so much about A1, but about all the cars at once, but I'll finish it
The Audi A3 needs no introduction. Back in 1996, the model became the entrance ticket to the world of prestigious cars from Ingolstadt. A successful chassis from the Golf, combative engines, a solidly and tastefully tailored interior are far from all its trump cards.
True, until the third generation, there was no sedan in the A3 range. For the first time it was "tailored" in the spring of 2013, and it reached Russia at the end of the same year. The traditionally popular three-volume body quickly came to court, the model earned the title of business class in miniature and is sold today better than 3- and 5-door hatchbacks combined.
However, even the minimum price for the base 1.4-liter version of 1,036,000 rubles. for many buyers of golf-class cars is an insurmountable barrier.
The “automatic”, in the role of which the “robot” with two clutches acts, raises this bar by another 71,000 rubles. Moreover, such a power unit cannot be called ideal. The S-Tronic isn't smooth-shifting, and driving in traffic jams at low revs can be annoyingly twitchy at times.
Trumps A3
- best acceleration time
- more maximum speed
- controller on the central tunnel
Alas, with the appropriate prestigious car leather trim, climate control and bi-xenon headlights, the price tag of 1.8 TFSi S-Tronic will soar to 1,431,000 rubles.
Audi options are traditionally expensive. At the same time, for the role the only car in the A3 family, the candidate is not the best - the sofa is cramped and not very big trunk.
Finding an Audi sedan without these shortcomings is not difficult - since the company has a wide selection of larger cars.
The first candidate is A4. Until recently, this car in similar equipment 1.8TFSi Multitronic cost 1,684,000 rubles. But this autumn, the “four” of the Comfort line trim line appeared at a “tasty” price of 1,508,000 rubles.
Yes, A4 is at the end of its career today, next year it will be “removed from the run”. But this is the case when age is not a hindrance to happiness. One and a half million for a prestigious comfortable middle-class sedan with a German pedigree is a profitable offer today and good alternative inflated ambitions A3.
Pros of A4
- spacious sofa
- roomy trunk
- solid interior
The A3 quite successfully manages to seem like an adult car, but in fact it remains only a “golf” with a tail, a prestigious nameplate and an inflated price tag. Have to put up with disadvantages power unit 1.4TFSi is a "robot", but it's better to wait for a discount on version 1.8TFSi.
The "Four", although it is being produced for the seventh year, turns out to be a more harmonious machine in all respects. A comfortable sedan for every day or the only car in the family - the A4 will cope well with any role and, moreover, has become perhaps the most profitable purchase in the premium class today.
