2015 Audi A3 | Review, Price, Interior, Exterior, Engine – Welcome to Neocarsuv.com, we will provide the latest information about the Audi A3. 2015 Audi A3 concept is one brand new car from Audi that was released in 2015. We will also review about the price, interior, exterior and engine of the 2015 Audi A3.
The 2015 Audi A3 and S3 put more pressure on “premium” small sedans, with real prestige in their badges and real potential in their spec sheets. With the 2015 A3 and S3, Audi is resetting the clock nearly 20 years to recalibrate. That’s when the first A4 sedan inaugurated name changes and niche shifts across its lineup. Now the A4 has sized up into a new role, carving out the need for a new, less expensive (and truly compact) Audi sedan. And now it comes full circle: with a new 2014 A3 Sedan that’s essentially the same size as that original A4.
The five-door Audi A3 hatchback, on sale in the States since the 2006 model year, never earned the respect it deserved. Despite possessing the automaker’s well-regarded build quality and a range of strong powerplants (including an excellent diesel option), the entry-level model always played second fiddle to the rest of the Audi lineup, suffering from less innovative technologies and fewer premium options on its list. Many buyers considered it inferior to the rest of the models in the company’s showroom. But those misconceptions could be about to change, as Audi is in the midst of introducing its third-generation A3 family to the States with expectations that the range will finally align with the rest of its portfolio.
2015 Audi A3 Price. | Pricing for the new 2015 Audi A3 has been set at $27,808 – $29,900 based on current exchange rates. If there are changes on the 2015 Audi A3 we will notify you as soon as possible, so keep follow our blog.
The star of the 2015 A3 interior is right atop the dash; it’s the brand’s Multi-Media Interface (MMI) system. Audi has at last put the full-fledged version of its connectivity and infotainment interface into its most affordable car and this system’s excellent interface and great connectivity together are reason enough to consider this small sedan instead of some of the leading rivals.
Both engines have cast iron blocks with aluminum heads and are mounted sideways in the nose of the A3 under an aluminum hood, and regardless of powerplant, the front suspension is an independent MacPherson strut design with aluminum A-arms bolted to an aluminum subframe. The rear suspension is a four-link design, with its springs and shock absorbers mounted independently of each other. Steering assist is electromechanical. There are disc brakes at all four corners with single-piston sliding calipers over each iron rotor (the parking brake utilizes an electrically actuated servo on each rear caliper). Wheels are cast aluminum alloy, 17-inches in diameter, wearing all-season 225/45R17 tires. Optional wheel upgrades, in 18- and 19-inch diameters, provide a maximum factory-shipped summer-compound tire size of 235/35R19.
The interior of the A3 and S3 ventures into new aesthetic territory for Audi. More of the VW roots show through in the horizontal dash, though it’s differentiated well with round vents, a trio of small climate-control knobs, and by a new MMI controller on the console and by the LCD display that rises from the dash–a uniquely German solution to infotainment that hits a fragile note in the cockpits of Benzes and BMWs, too.
The new A3’s cabin is clean and uncluttered, with the driver sitting behind a three-spoke wheel facing two large analog gauges. A small, color multifunction display resides in the center of the cluster, with a digital coolant temperature gauge inside the tachometer ring and a similar fuel display inside the speedometer. Four round air vents, each beautifully crafted with rotating aluminum flow control collars, are spaced across the smooth dashboard. The MMI screen a seven-inch, high-res display rises fluidly out of a centrally located slot (it drops completely out of view when the vehicle is parked or at the touch of a button). The manual HVAC controls (automatic climate control is optional) are simple and self-explanatory, with three small aluminum rotary dials controlling temperature, fan speed and air distribution.
The A3’s cabin is a bit of a throwback, if you’ve spent time in the current A4 sedan or Allroad wagon. The new four-door’s just 175.5 inches long, and it rides on a 103.4-inch wheelbase. That’s more than a half-foot longer overall than a Benz CLA, though the wheelbase is longer on the A3, by more than an inch. The Audi’s also marginally wider, and it’s notable from the back seat how the A3’s doors and roofline make its petite back seat more accessible than the one in the CLA. There is, however, quite a bit of road noise in the A3’s cabin, and trunk space is rather small.
From the available LED headlights, to the emphatic, spare grille, to the gentle roll of the roofline into the stubby trunk, it’s as quintessentially Audi as any of the brand’s larger sedans a factor that those new to the luxury market (as well as those in emerging markets) will appreciate, no doubt. Look up close at the sheetmetal, however, and you’ll see that there’s been a lot of attention paid to the sheetmetal and surfacing, with subtle contours around the rear fenders, a sharp beltline crease running just below the doorline, and then the most expressive part: an upwardly rising crease that rises upward alongside the lower section of the doors. There’s also a distinctive angle to its rear pillars which helps tuck the profile down in just the right place and make the rather abbreviated rear end avoid any hint of awkwardness. The only part we had trouble warming up to? The corners of the A3, particularly in back, are a little too rounded, and it can give the car a bulbous look from some rear angles.
This time around with the A3, Audi’s taking a route aimed directly at American car buyers. The A3 and S3 hit the ground first as sedans, and it’s a shape that will ring reassuringly familiar to Audi owners and intenders. It’s quite like that original A4, in fact, even the 80/90 compacts that came just before. From the available LED headlights, to the emphatic, spare grille, to the gentle roll of the roofline into the stubby trunk, it’s as quintessentially Audi as any of the brand’s sedans, though it’s been penned with completely new sheetmetal, and with a distinctive angle to its rear pillars.
Audi lists trunk capacity of 2.0T models at just 10.0 cubic feet, which is a substantial 2.3 cubic feet less than 1.8T models (blame the bulky limited-slip “coupler” of the Haldex AWD system). It appeared small, so out of curiosity, we grabbed some luggage to find out just how much it would hold. Surprisingly, the A3 swallowed one 20-inch roller, two 22-inch rollers and one 24-inch roller – luggage for four, and there was still a bit of room left for two small soft bags. The trunk could have been larger, but the automaker chose to equip the sedan with a full diameter temporary spare tire. (We tried the same exercise with a CLA250, and it held the same bags as the A3 sedan plus an additional 22-inch roller.)
The corporate heritage gets clearer in the powertrain lineup chosen for Audi’s American A3 customers. Front-wheel-drive 1.8T models, with their 170-horsepower, 1.8-liter engine, and 2.0T quattro (all-wheel-drive) models, with a 220-hp, 2.0-liter engine, are both direct-injected, and with their low 1,600-rpm torque peaks and quick responsiveness they both do a great job in fooling us to believe they’re larger-displacement engines. They’re both hitched up to a six-speed dual-clutch (DSG) automated manual gearbox (no manual gearbox is in the plans), and otherwise these models are with transverse-mounted engines, front struts, and a four-link independent rear suspension. The electromechanical, speed-sensitive steering is excellent here precise and well-weighted.
The most coveted edition will be the S3. With an uprated version of the same 2.0-liter turbo four and standard all-wheel drive, the S3 should be good for 296 horsepower, and for a 0-60 mph time of about 4.8 seconds a performance benchmark just two-tenths of a second shy of the CLA 45 AMG, which sports almost 60 more horsepower. 1.8-liter models take a little over seven seconds, while 2.0T models take a little less than six seconds, although between these two engines, because of different gearing, it’s more of a wash in real-world driving.