Incorporating the new front while adding two extra doors and extending the roofline means only the headlights, windscreen and front wings are common to the three-door A3. A wider rear hatch, now incorporating part of the horizontally-themed tail lights, is also new.
The result certainly separates the Sportback from the three-door, for the body looks stretched, longer, bigger. The small third side window is too small for this to be a proper estate, too big for a hatch. Maybe there really is a niche between the two.
To enthusiasts, Sportback also implies something special in the way of driver appeal. A terrific new turbocharged version of Audi’s 2.0-litre FSI four-cylinder, the Sportback’s only new engine, fulfils this promise.
The first production direct-injection petrol engine to be turbocharged, it comes in two forms: quattro with conventional six-speed manual, or front-drive with Audi’s inspired DSG dual-clutch gearbox and paddle-shift. Both are priced at £22,705. There’s no technical reason why the transmissions can’t be transposed – it will happen some time late next year, apparently.
There’s an extra 49bhp and 59lb ft over the normally aspirated FSI. Audi has beefed up the engine’s bottom end and fitted new pistons to cope with the increased torque, though the cylinder head is unchanged. The upshot is truly impressive. Maximum torque of 207lb ft starts at only 1800rpm and continues to 5000rpm.
Maximum power of 197bhp kicks in across a plateau from 5100rpm to 6000rpm. To best illustrate the 20 per cent torque improvement over the old 1.8T A3, Audi says the new TFSI cuts the 37-75mph (60-120km/h) time in fourth gear to just 5.4sec, 1.4sec quicker.
On the road the engine lives up to its promise, delivering the bottom-end grunt of a decent turbodiesel, a strong linear mid-range and a top-end eagerness that encourages the driver to explore beyond the 6500rpm red line. It’s close to an engine that has the lot, especially when it mates so beautifully with Audi’s superb, smooth-shifting DSG gearbox.
Adding a turbo eliminates the slightly gruff fussiness of the regular FSI at high revs, introduces a welcome hint of waste-gate whoosh with high rpm gear changes and supplies a progressive push of power from around 1750rpm. What’s missing is a sporting exhaust. Oh, and without a serious manual mode, the DSG upshifts automatically at 6800rpm. You’ll be hearing more of this engine: it’s destined for this autumn’s Golf GTi and the facelifted A4.
A decent chirp from the front wheels sets the mood. There’s no excess of ESP engagement, and torquesteer is never an issue on dry roads. Yet, for all its performance and the implications of Audi’s marketing hype, the A3 doesn’t cut it as a driver’s car.
Maybe on Germany’s smooth roads the Sportback works, but in the mountains behind Nice it struggles to contain body roll, vague on-centre steering with a slow turn-in, and a restless low-speed ride. The A3 uses the same electro-hydraulic steering as the Golf, but on these challenging Monte Carlo rally stages it seems even more remote and uncommunicative, in part because the engineers wanted to banish torquesteer.
Audi has softened the dampers and bushes since criticism that the early Mk2 A3s were too stiffly sprung. It’s an improvement, but at what cost? A BMW 1-series is in another league for steering and body control.