Item: Audi A3 Sportback
Rating: 3.5

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The Audi A3 was the original premium hatchback and it now has more than 25 years and several model generations of success behind it. It remains Audi UK's biggest-selling car by some distance, outselling its nearest in-house rival by about a factor of two.

So while it's no longer Britain's favourite compact premium operator (take a bow, the Mercedes A-Class), it's still very much the kind of smallish car that's rather a big deal for its maker.

Posh hatchback buyers might prefer a Mercedes, but my choice would be an A3.
Murray Scullion
Digital editor

Now halfway through its fourth generation, the car has been treated to a mild nip and tuck and an equipment upgrade in a bid to bolster its ability to compete with its key rivals.

Just like its Seat Leon, Skoda Octavia and Volkswagen Golf relations, it continues to use an evolution of the Volkswagen Group’s ubiquitous MQB platform, with enhancements to accommodate a wider spread of powertrain options that include mild hybrid, plug-in hybrid and, whisper it, even old-fashioned diesel-engined variants.

The A3 remains available as a (curiously popular) compact saloon or, as driven here, in five-door Sportback guise - and while neither has been radically reinvented, a decently extensive package of visual, technological and mechanical revisions make this a tangibly different proposition from the outgoing car.

We have separate reviews for the performance A3 models. The Audi S3 is the hot version, while the Audi RS3 is the full-on vindaloo four-wheel drive mega hatch with a drift mode and 394bhp.

Verdict

Model tested:

Rating: 7

Audi A3 Sportback

Sensibly light-touch update boosts the material appeal and technological prowess of a hatchback with plenty of 'big car' appeal

Good

Engines offer a balance of frugality and punch – and there's a fleet-friendly PHEV

Feels bigger than it is – in a good way

Has tactile switchgear and competent infotainment

Bad

Lower trims lose some of the upmarket ambience inside

Diesel engine and versions with sport suspension have only average refinement

Steering feel is still a weak point

Not the roomiest hatchback in the class

DESIGN & STYLING

Pros

Looks suitably premium in all trims

Blend of compactness and usable space remains a smart one

Wide range of electrified and conventional engines

Cons

Customisable headlights feel like a bit of an expensive gimmick

Few facelifts are so literal: the obvious giveaway that this is the fourth-generation car is the slightly higher-mounted, slimmer-looking four-ringed badge on the front.

But there's also a wider grille and a new mock rear diffuser on sportier-looking S Line and Black Edition models; loads of new colour and trim options; and trick new headlights that let you choose from one of four customisable LED running light 'signatures'.

I'm pleased to see Audi sticking with a diesel engine in a car like this, which gives people choice on what kind of economical option best suits them.
Matt Saunders
Road test editor

As a feature, it's fairly technically impressive, though it's unlikely to cut much mustard when you're justifying what you like most about it.

Perhaps it's no great surprise that Audi has chosen to avoid a more drastic restyle for one of its stalwart models, particularly when it wasn't in dire need of updating visually in the first place.

This remains a conventionally handsome and convincingly premium take on the hatchback formula with a high quality feel to its interior. While the exterior design of the A3 range has more than enough of an opulent aura to mark it out as a cut above its Skoda and Volkswagen cousins – and that remains true even of smaller-wheeled, lower-specification models.

It's very much a mid-sized car within its class, so it offers enough storage space for growing kids and smaller adults but won't pack in people and luggage as the likes of a Skoda Octavia or Honda Civic can.

And then, of course, there are C-segment crossover SUVs like the Nissan Qashqai, Kia Sportage and new Mini Countryman for those with a desire for greater space and convenience to consider – and plenty clearly are.

The engine line-up reads as so: 1.5-litre petrol or 2.0-litre diesel engines, all mildly hybridised with a little battery carried over from the pre-facelift car. There's a sub-£30k, 1.5-litre, 114bhp 30 TFSI entry-level model, with a six-speed manual gearbox, for those keen on value; and then the two 148bhp, 35 TFSI and 35 TDI models.

Meanwhile, the 35 TDI still stands up as a commendably long-legged proposition, with an obvious economy edge: 58.9mpg on the WLTP cycle plays the 35 TFSI petrol’s 54.3mpg, and that contrast will be starker still if you spend a lot of time at 70mph.

Company car drivers will appreciate the 40 TFSI PHEV complete with its 88-mile (official) EV range.

INTERIOR

Pros

Tactile switchgear and competent infotainment are a winning combo

Cons

Lower trims lose some of the upmarket materials inside

Second-row occupant space isn't as generous as the class's most practical cars

Anyone stepping out of the relatively minimalist cabin of the previous A3 and into this new one will be in for a shock, albeit mostly a pleasant one. There is a wider variety of materials and a dashboard that is, to a degree, split in two, with a more driver-focused design.

Audi acknowledges that this generation of A3 has been criticised since its 2020 launch for the fit and finish of its cabin design, and the priority for its mid-life update was to give the cabin a quality and charisma boost. So there are now illuminated door panels (30 colours available), redesigned air vents with optional chrome surrounds, a smaller gear selector and a raft of new upmarket materials and colour schemes.

The cabin environment straddles the contentious digital-physical divide to great effect.
Matt Saunders
Road test editor

Plus, the infotainment runs the latest generation of Audi’s software – giving access to in-built apps, Apple CarPlay and Android Auto, 5G data connectivity and various paid-for functions on demand – and the standard equipment list has been extended to include a wireless phone charger, ambient lighting strips, and comfort air-con.

The touchscreen – nicely integrated and unobtrusive – has crisp graphics and swift processing speeds, with its menus laid out sensibly, and easy access to the functions you’ll want to use on the move.

But it’s far from omnipotent, with the A3 retaining a healthy smattering of physical toggles, switches and buttons across the dashboard, console and flat-bottomed steering wheel - each sensibly placed and with a satisfying tactility about it.

Top marks too for the ADAS integration: you only need to press one physical button to bring up the electronic driver aids, so turning off the speed limit and lane keeping bongs is the work of five seconds and doesn't distract you any more than it absolutely needs to.

As in other smaller models in the Audi range, there isn’t a secondary touchscreen for the climate control settings. Instead, there’s a small cluster in the lower section of the dashboard with easy-to-reach physical buttons that make frequent adjustments possible without glancing away from the road. This is the preferable set-up in our opinion.

Aside from that, and as there was before this facelift, there’s 6mm more elbow room in the front than the pre-2020 car, and 3mm more in the rear, thanks to an increase in the car’s width. A 7mm increase in front head room and 2mm more shoulder room are also welcome, if small, improvements. The driving position is spot on too, with good levels of steering wheel and seat adjustment.

The size of the boot remains the same as in the previous generation, at 380 litres, and this increases to 1200 litres when the rear seats are folded forward. PHEV models do without an adjustable boot floor and do without underfloor storage.

ENGINES & PERFORMANCE

Pros

Engines offer a good balance of frugality and drivability

Cons

Diesel looks great on paper but does dent the A3's refinement

Only the S3 and 45 TFSI have particularly assured performance

There's a bit of a chasm between the kind of performance offered by the different engine options.

Go for an A3 Sportback 35 TFSI S-tronic like our test car, for example, and the performance level feels adequate but a little way short of being assertive or assured. The 1.5-litre TSI engine works away quietly at normal revs, yet it can become slightly strained at higher revs and loads and, while perfectly acceptable, it never really lifts the A3 above a sense of the ordinary in anything that it does.

VW Group's 2.0-litre diesel is a tried and tested, and very frugal, option.
Murray Scullion
Digital editor

Audi's 2.0-litre TDI lump is still a bit of a grumbly chugger by comparison, although there’s plenty of torque in reserve at the low end, and it’s paired with a quick-witted seven-speed dual-clutch automatic gearbox that shifts smoothly and quickly enough to take the edge off this powertrain’s rougher edges. (It pairs equally well with the 35 TFSI petrol.)

RIDE & HANDLING

Pros

Feels bigger than it is – in a good way

Handling is neat and tidy, if a little remote

Cons

Steering feel remains a weak point

Ride on sport suspension is a little noisy and coarse

All of the models we drove came equipped with Audi’s optional Progressive Steering, which uses a variable-ratio rack. This makes the steering more direct the more you turn the wheel, which is great for parking, because you can get from lock to lock speedily, but it also makes the A3 feel fairly keen when attacking a sequence of especially tight corners.

The variable ratio allows this without making the steering overly sensitive at or near the straight-ahead position. It’s a worthwhile upgrade no matter where you spend most of your time driving. Incidentally, the standard power steering system is electromechanical with speed-sensitive assistance.

Audi hasn’t enjoyed a stellar reputation for making its cars involving to drive. But while the A3 isn’t pitched as the last bastion of engaging dynamics, most buyers are likely to have little cause for complaint about how it gets down the road.
Matt Saunders
Road test editor

Drivers can further adjust the feel of the steering by toggling through the different driving modes in the Drive Select function. We found that it was only the sportier Dynamic mode that made any real difference, predictably weighting up the steering to require more input force from the driver. And actually, as you wind on lock in this setting, there’s an unpleasant amount of resistance, so we feel the steering is best left in the default mode.

Entry-level, Sport-specification A3s come on 17in alloy wheels and standard suspension. S Line and Black Edition versions get lowered sport suspension (15mm lower than standard) and 18in alloys. Audi offers a third, adaptive suspension option in other markets, but it isn't available in the UK – and it's a bit of a miss. Because our Black Edition test car was certainly quite noisy- and coarse-riding over more resonant surfaces, and while it didn't feel uncomfortably firmly suspended or harsh over bumps, it would certainly have benefited from some extra adjustability in its ride.

The sophistication of the suspension underneath the car varies a little in other ways across the line-up. If your A3 has a power output of less than 148bhp, it gets a torsion-beam rear axle. The more powerful variants benefit from superior multi-link suspension with a separate spring and damper design.

MPG & RUNNING COSTS

Pros

Boosted equipment levels on base trim

Any A3 should do a real-world 50mpg

Cons

Expect the new PHEV to cost upwards of £40k

The A3 Sportback 35 TFSI is capable of returning 50mpg at a mixed cruise without particular effort and the 35 TDI can hit 55mpg in comparable running. That's competitive economy for a combustion-engined hatchback, but no better.

Prices start from around £30,000 which is competitive enough, but expect a typical A3 to cost mid-£30,000s, while top-spec models will likely nudge more towards £40,000.

Not many people go for basic cars. But for me they have enough to suit most people's needs.
Murray Scullion
Digital editor

Entry-level cars now get heated front seats, three-zone climate control, digital instruments, wireless device charging and a pair of USB-C charging ports for the back seats. Go for an S Line instead and you now get colour-selectable ambient lighting among other things.

LONG-TERM REPORTS

Click here to read our full Audi A3 long-term report

How responsive and intuitive is the infotainment system?

The A3's infotainment system reflects those across most VW Group models, and they are some of the easiest and most straightforward to use. The chosen font is simple to process while on the move and finding the functionality you want is (mostly) effortless. I used Apple CarPlay on almost every journey and this is also painless.

How comfortable are the passenger seats during extended drives?

I did quite a few long drives, aided by the adaptive cruise control, in the A3 and my lower back issues didn't flare up which is always a good sign. It always felt like there was enough cushioning under, behind and besides you as a driver to be comfortable and supported.

How practical is the space and storage for regular use and trips?

The A3 feels like all the car you need in terms of reasonable space for driver and passengers in this type of car. Boot space is on a par with other hatchbacks and it's well packaged to make the best use of that said space. Still, it felt like the boot quickly filled up and I never attempted a lengthy holiday and accompanying suitcases in it.

How does real-world fuel efficiency compare to manufacturer claims?

With my normal driving style in a mix of suburban, motorway and B-road driving, the fuel economy average was 50.8mg, a few away from the claimed combined economy of 55.4mpg. For a diesel engine, that feels fine but not exceptional. On the odd occasion, it did achieve higher than that claimed figure.

How good is visibility in the car?

The joy of a trusty practical hatchback is that visibility is not something you have to consider much. The B and C pillars aren't intrusive on this front and while the car has a mildly sporty look, the rear window is big enough and suitably shaped to see clearly out the back.

VERDICT

Verdict

Model tested:

Rating: 7

Audi A3 Sportback

Sensibly light-touch update boosts the material appeal and technological prowess of a hatchback with plenty of 'big car' appeal

Good

Engines offer a balance of frugality and punch – and there's a fleet-friendly PHEV

Feels bigger than it is – in a good way

Has tactile switchgear and competent infotainment

Bad

Lower trims lose some of the upmarket ambience inside

Diesel engine and versions with sport suspension have only average refinement

Steering feel is still a weak point

Not the roomiest hatchback in the class

However it’s propelled, and largely irrespective of its specification, the A3 remains one of the biggest-feeling small cars around. It’s generously equipped in all forms, is finished with excellent attention to detail, rides firmly (and a little noisily, depending on spec) but never harshly, and holds up impressively in long-distance running. It's still expensive, but justifiably so in plenty of ways.

We'd wager you'd be pretty well served by whichever Audi A3 you decide is right for you, so long as you choose the trim level carefully. S Line and Black Edition models come with some refinement compromises. Which means for many, sticking with Sport trim will make sense in more ways than just financial.

Posh and practical with good real-world economy. A simple, pragmatic choice.
Murray Scullion
Digital editor

TECHNICAL SPECS

Model tested:

Audi A3 Sportback 35 TFSI S-tronic Black Edition

Price:

£36,015

Engine:

4 cyls in line, 1498cc, turbo, petrol; plus 48V ISG

Transmission:

7-spd dual-clutch automatic, FWD

Model tested

Audi A3 Sportback 35 TFSI S-tronic Black Edition

Price

£36,015

Engine

4 cyls in line, 1498cc, turbo, petrol; plus 48V ISG

View all specs and rivals

Transmission

7-spd dual-clutch automatic, FWD

Power

148bhp at 5000rpm

Torque

184lb ft at 1500rpm

Kerb weight

1400kg

0-62mph - claimed

8.1sec

Top speed (claimed)

140mph

Fuel economy

49.6mpg

CO2

130g/km

BIK tax band

31%

Rivals Mercedes-Benz A-Class BMW 1 Series Volkswagen Golf

Power

148bhp at 5000rpm

Torque

184lb ft at 1500rpm

Kerb weight

1400kg

0-62mph - claimed

8.1sec

Top speed (claimed)

140mph

Fuel economy

49.6mpg

CO2

130g/km

BIK tax band

31%

Rivals Mercedes-Benz A-Class BMW 1 Series Volkswagen Golf

Matt Saunders

Title: Road test editor

As Autocar’s chief car tester and reviewer, it’s Matt’s job to ensure the quality, objectivity, relevance and rigour of the entirety of Autocar’s reviews output, as well contributing a great many detailed road tests, group tests and drive reviews himself.

Matt has been an Autocar staffer since the autumn of 2003, and has been lucky enough to work alongside some of the magazine’s best-known writers and contributors over that time. He served as staff writer, features editor, assistant editor and digital editor, before joining the road test desk in 2011.

Since then he’s driven, measured, lap-timed, figured, and reported on cars as varied as the Bugatti Veyron, Rolls-Royce Phantom, Tesla Roadster, Ariel Hipercar, Tata Nano, McLaren Senna, Renault Twizy and Toyota Mirai. Among his wider personal highlights of the job have been covering Sebastien Loeb’s record-breaking run at Pikes Peak in 2013; doing 190mph on derestricted German autobahn in a Brabus Rocket; and driving McLaren’s legendary ‘XP5’ F1 prototype. His own car is a trusty Mazda CX-5.