2010 Audi A3 TDI

If you’ve been paying attention, you already know that the Audi A3 and the Volkswagen Golf share a fair amount of subcutaneous hardware, as well as corporate cousinhood. The architecture is pretty much identical, and there’s also considerable powertrain-parts-bin commonality, as exemplified by this new addition to the A3 lineup.

But it would be a mistake to think of the A3 as a mere Detroit-style badge job. There’s a bit more of a substantial feel to the A3, a little more of an upscale look within, and, of course, an unmistakable Audi face. Does Audi deliver enough image to justify premium pricing for what is, after all, a compact car? Good question, to which we’ll return in a couple minutes. First, a little road work.

The A3 at Play

Like the Golf TDI, the A3 TDI’s suspension is essentially the firmer setup that makes the VW GTI nimble, although it’s not exactly the same. The A3’s responses are as eager and precise—limited body roll, brisk recovery in quick transients, decent skidpad grip (0.83 g)—as the Golf’s, but the suspension tuning isn’t quite as supple, delivering the occasional jolt to occupants on gnarly pavement, as well as a fair amount of noise. Owners given to the occasional back-road blitz may not be entirely happy with the support delivered by the A3’s bucket seats, which aren’t as snug—or sporty—as those in the Golf TDI. (An optional Sport package that our car lacked includes sportier chairs, but it also adds an even firmer suspension and bigger wheels, which would likely exacerbate ride harshness.)

On the other hand, braking performance is respectable—171 feet from 70 mph. And the little turbo-diesel’s abundant 236 lb-ft of torque, delivered in this case to the front wheels by a six-speed dual-clutch automated manual (known as S tronic in Audi-speak), tugs the car forward with enthusiasm, even given the somewhat clunky off-the-line clutch takeup emblematic of the S tronic gearbox.

Enthusiasm, however, isn’t the same as quick—diesels generally don’t do quick. We clocked the 0-to-60-mph run in 8.5 seconds and the quarter-mile in 16.7 at 82 mph. That’s not quite as good as the Golf TDI we tested recently, undoubtedly due to the A3’s heftier curb weight—at 3423 pounds, this test car outweighed the Golf by 237 pounds.

That seems like a big disparity, but there are mitigating factors. That Golf was a three-door model; the A3 comes only as a five-door. The A3 is a little bigger than a five-door Golf, specifically, longer—169 inches versus 165.4, giving the A3 more of a station-wagon look (Sportback, says Audi) than the classic hatchback Golf. And this particular A3 also happened to be heavy on the options. More on that when we get to show-me-the-money.

So, no nosebleeds in the acceleration department, but the A3’s combination of low-rpm torque, minimal turbo lag, and the crisp shifts of the dual-clutch automatic makes it an effective tool for dissecting traffic. And of course there’s fuel economy, the key reason for diesel-fication. The EPA forecasts 30 mpg in the city and 42 mpg on the highway for the A3 TDI. We averaged 32 mpg during our travels, mostly urban and suburban, and mostly hurried. There’s no doubt that a much better result could be achieved with a little less urgency. And it’s hard to imagine anyone disliking this willing little oil burner, which goes about its business with an engagingly muted purr.

Pricey Pricing

As noted, there’s a price premium for the diesel—any diesel—as well as the prestige that goes with that Audi badge and front end. A3 TDI pricing starts at $30,775, which is $2680 more than an A3 with the same transmission and the 2.0-liter gasoline turbo four, the only other engine offered. It’s also a hefty $6165 higher than the cost of an equivalent Golf TDI.

What you get for the extra shekels, besides a distinctive Audi presence, is 4.5 more cubic feet of cargo space (19.5 total) compared with that of a five-door Golf, an advantage that would be better appreciated if the split-folding rear seats would fold completely flat.

Beyond that, there’s standard stability control; 17-inch aluminum wheels; dual-zone automatic climate control; AM/FM/CD/Sirius satellite audio; a tilting and telescoping steering column with a sporty, leather-wrapped wheel; cruise control; and the usual array of passive safety features.

We mentioned an upmarket look to the interior, augmented by the standard leather upholstery. But that upmarket look was also enhanced by $6650 in upmarket options: navigation ($2050), which includes an iPod interface; the Premium Plus group ($2000), which includes xenon headlights, Bluetooth connectivity, a three-spoke steering wheel with redundant controls, a power-adjustable driver’s seat, aluminum interior trim, and 10-spoke alloy wheels; a power sunroof ($1100); and the Convenience package—an auto-dimming rearview mirror with a compass, windshield-wiper and headlight sensors, and a Bose premium audio system ($1000). The Cold Weather package ($500)—heated front seats, windshield-washer nozzles, and side mirrors—rounded out the extras.

You’ll note the absence of Audi’s Quattro all-wheel-drive system, which for 2010 is only available on A3 2.0T gas models, likely in an effort to keep the TDI’s price down and its fuel-economy numbers as high as possible.

A $37,425 Question

All the foregoing, plus the destination and delivery charge ($825), added up to a $37,425 Audi A3. To which we say, “Wowee!”

There’s no doubt that the A3 TDI stacks up as a premium compact wagon. But there’s a big question, in our minds at least, as to whether this or any other premium compact stacks up high enough to justify the price. As with other Audis, keep your calculator handy when you’re checking those options boxes.