Audi A3 Sportback review

Aside from that, there’s 6mm more elbow room in the front 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 boot capacity of the A3 remains the same as in the previous generation, at 380 litres, and this increases to 1200 litres when the rear seats are folded forward. From Sport specification up, these are split 40:20:40, rather than 40:60.

How does the new A3 Sportback perform on the road?

Audi hasn’t enjoyed a stellar reputation for giving its cars involving steering feel, but while the A3 isn’t pitched as the last bastion of engaging dynamics, most buyers will likely have no cause for complaint.

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 incredibly biddable 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.

Drivers can further adjust the feel of the steering by toggling through the different modes in the Drive Select function (available from Sport trim). 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.

Better in operation is the adaptive suspension, again an option, which lowers the ride height by 10mm. It uses a new system with specially designed valves in the dampers to alter the rate of flow, thus allowing for a greater difference between the Comfort and Sport settings than previous systems. Driven back to back with an A3 on passive suspension, the greater distinction between the settings is immediately obvious. However, the standard setup still offers a good compromise between comfort and body control, so the upgrade isn’t strictly necessary.

An 11mm-wider track raises cornering speeds and stability across the board, in comparison to the outgoing A3, but the sophistication of the suspension underneath varies considering across the line-up. If your A3 has 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. Finally, the S line comes with a stiffer passive set-up as standard, reducing ride height and the centre of gravity by 15mm. All of the A3’s engines have been re-engineered, and in the case of the 35 TDI (2.0-litre four-cylinder diesel), this has resulted in quieter operation. It certainly feels smoother than previous iterations of this unit did, too. When matched with the S tronic seven-speed automatic gearbox, it makes for an ideal long-distance driver. All diesel A3 engines also gain a twin-dosing AdBlue system to help reduce NOx emissions, especially at higher speeds.