Combines the advantages of a conventional six-speed manual gearbox with the qualities of modern automatic transmission, while at the same time maintaining excellent fuel efficiency
Based on a three-shaft six-speed manual gearbox, and features a twin multi-plate clutch with sophisticated electrohydraulic control, enabling transmission to hold two gears in mesh at the same time
While driving in one gear, and approaching the next gearshift, the appropriate gear is pre-selected in advance with the clutch open or disengaged. When actually shifting gears, the clutch of the gear currently in mesh is disengaged and the other clutch engages at the same time with a certain overlap, allowing gears to shift under load with a permanent, ongoing flow of power
Moving the gearshift lever in the manual plane or operating the standard steering wheel-mounted paddles, the driver can actively influence the choice of gears and the gearshift point at any time
S gearshift program also available in the automatic mode, activating upward gear changes much later than usual, shifting down at an earlier point, and reducing gearshift times to a minimum. In automatic modes D and S, a tip-in function using the paddles on the steering wheel switches over to the manual gearshift temporarily
Electronically controlled throttle blip in the manual and S-modes adds to the outstanding driver appeal of this transmission
DSG is available for A3 Sportback 3.2 quattro and 2.0 TDI models
NEW SIX SPEED TIPTRONIC
New six-speed automatic transmission holds a significant advantage over five-speed equivalent thanks to greater overall spread of gear ratios – 6:1 instead of 5.5:1, boosting low gear acceleration thanks to shorter first gear, improving top gear cruising refinement and helping to reduce fuel consumption
Notable for its compact dimensions and low weight - almost 20 kilos lighter than its five speed predecessor, improving weight distribution and power-to-weight ratio of the A3 models equipped with this tiptronic transmission, but also their weight distribution and, as a result, their dynamic performance on the road
Masterminded by an electrohydraulic control unit with an electronic "brain". Both the gearshift strategy and the torque converter have been specifically designed to complement the advances made by the direct injection 2.0 FSI unit, maintaining its outstanding balance between economy and performance
Allows the driver to shift back several gears at a time, for example directly from sixth to second gear. Transmission control, when shifting down in the overrun mode, even gives active throttle blips automatically in order to shorten the gearshift process
Sporting S program holds gears for longer and shifts down earlier
Multifunction steering wheel allows driver to shift from one driving mode to another simply by pressing the tiptronic buttons
DSP Dynamic Shift Program recognises different driving styles and determines the optimum gearshift point for every driver and situation
Six-speed tiptronic is available for A3 Sportback 1.6 and 2.0 FSI models
QUATTRO PERMANENT FOUR-WHEEL-DRIVE
Like its predecessor and the Audi TT quattro, the Audi A3 quattro features a hydraulic multi-plate clutch designed for Audi models with transversely mounted engines, which varies the distribution of power to the front and rear wheels
Fitted between the driveshaft and the rear differential, the multi-plate clutch uses a package of plates running in an oil bath within the clutch housing, which can be pressed together by controlled hydraulic power, providing a variable lock between the front and rear axle.
Electronically controlled, the system responds instantaneously to any change in traction. With its own oil supply featuring two axial-piston pumps quickly building up pressure, the clutch is able to intervene as required with a difference in rotating angles of only 450 between the front and rear axle
Power is distributed as a function of mechanical conditions, using both hydraulic and electronic signals. A data link provided by a CAN-bus electronic data line registers and evaluates a wide range of data fed in by other sensors and control units.
The electronic "brain" uses information such as wheel and engine speed, road speed and engine torque, and controls clutch pressure and the additional power required for the particular driving situation accordingly
Front-mounted engine and multi-plate clutch at the rear benefits overall weight distribution, maximising handling stability
quattro permanent four-wheel drive is currently available in conjunction with 2.0 T FSI and 3.2-litre petrol engines
CHASSIS AND SUSPENSION
A3 Sportback shares its McPherson strut front and four-link independent rear suspension with the three-door model
Four-link rear suspension design combines compact dimensions with low weight and, in particular, dynamic driving qualities. Functional separation of longitudinal and side forces provides a high standard of lateral rigidity for optimum dynamics and driving safety and makes the suspension relatively soft length-wise to improve the standard of roll comfort
On each side the axle incorporates a wheel subframe with a wheel bearing, two track control arms at the bottom, one track control arm at the top and a longitudinal control arm. The three track control arms are connected to the body of the car by the axle subframe. This structure on the front-wheel drive A3 Sportback is made of extra-strong steel tubes and plates and is bolted firmly to the body, forming a complete unit helping to save weight and reinforce the rear end of the car
The rear axle subframe on quattro models also accommodates the final drive and is made of aluminium to reduce weight even further
Twin-sleeve gas pressure dampers are fitted directly next to the wheels, helping to maximise load space in the luggage compartment. Rear anti-roll bar is mounted on extra-firm rubber/metal bearings fitted to the axle subframe, efficiently reducing body movement and transmission of lateral forces
Front suspension is by McPherson struts with wishbones below. The subframe is bolted directly on to the chassis of the car, and the crossbars and track control arm mounts are made of aluminium
Anti-roll bar is mounted directly on the spring strut, helping to improve its response and allowing the engineers to make the whole unit more compact
Front track control arm mount is extra-stiff to provide stable side support. Rear track control arm mount has a non-linear response curve ensuring good ride comfort under minor loads and controlled self-steering behaviour as forces increase
STEERING
Like its three-door counterpart, the new A3 Sportback features Electromechanical Audi Servotronic steering with speed-related power assistance, combining optimum feel and excellent suppression of road surface imperfections with high efficiency and low energy consumption
In contrast to conventional power steering, the new system does without a servo pump, hoses, coolers and equalisation reservoirs in the interest of simpler production and easier maintenance. It also consumes energy only when the driver actually turns the steering wheel, helping to conserve fuel
Sensors in the steering monitor steering forces, the speed at which the driver is turning the steering wheel and the speed at which the car is travelling. They apply this data to calculate the power assistance required, which is then built up by an electric motor and transmitted via a worm gearing to the pinion in the steering system.
In practice this means maximum ease of steering when parking the car, and a more sensitive response and active steering feel at higher speeds. Another innovation is the active return travel of the steering with intuitive zero point, which ensures that inclined road surfaces and sides wind no longer impair the vehicle's directional stability
BRAKES AND SAFETY SYSTEMS
Four disc brakes varying in size depending on the engine ensure safe and reliable deceleration. The top-of-the-range 3.2 quattro features a 17-inch brake system, setting a new standard in this segment. On the front-wheel brakes this means disc diameter of no less than 345 millimetres or 13.6"
Like the Audi S4, the new A3 Sportback features a dual rate brake servo allowing very sensitive application of brake forces under normal conditions with a reinforcement ratio of 1:5, and a higher support factor of 1:8.5 when the brake servo detects a pre-defined braking pressure
The latest generation Electronic Stabilisation Program comprises the following functions: the ABS anti-lock brake system, EBD Electronic Brake-force Distribution, ASR Anti-Slip Regulation, engine-drag-torque control MSR, the EDL Electronic Differential Lock, the hydraulic brake assist and the extended stabilisation braking system ESBS
Enhanced control algorithm in the electronic control unit now enables ESP to recognise and intervene in potentially critical situations even more rapidly. With its self-learning capacity, ESP consistently monitors the car even under stable driving conditions, adjusting the intervention point to the current driving situation on the road.
All A3 Sportback models are fitted as standard with a space-saver spare wheel with a tyre mobility system available as an option
BODY
Specific use of strong and extra-strong body panels, tailored blanks of varying widths and the most advanced and sophisticated joining technologies ensure outstanding stiffness and crash resistance properties
Number of components has been significantly reduced compared with previous A3, particularly in the floor assembly. The entire front area of the car now consists of just one single unit, helping to reduce weight and boost rigidity, which is 20 per cent higher in the new car both in flexural and torsional terms. Static torsional rigidity is up by an even more impressive 33 per cent
Cross-sections are designed to cope with varying loads, profiles remain consistent and unchanged throughout the body, and structure points connecting the various components have been optimised. Tailored blanks are used to guarantee efficient use of materials
Integrated assembly components such as the hybrid front end, aluminium subframes and an aluminium cockpit support integrated in the overall body structure enhance body stiffness even further
Multi-chamber aluminium crossbar bumper system renders the new A3 exceptionally impact-resistant in a head-on collision. Interacting with the longitudinal arms or "chassis legs", the bumpers absorb energy with maximum efficiency to relieve the load on the passenger cell and, in particular, the footwells
Hybrid carrier system consisting of an aluminium collision safety support with a bolted-on steel apron ensures additional safety. In a side-on collision the carrier system rests consistently on the side-sills, transmitting forces to the lower structure of the car with maximum efficiency
Seat-integrated hip-thorax side airbags further enhance safety, and the sideguard head airbag system is fitted as standard, covering almost the entire window area from the A- to the C-pillar to significantly reduce impact forces
The Audi A3 Sportback already meets the requirements of future safety standards. It safely resists an impact against a deformable barrier at up to 50mph and with at least 70 per cent overlap, the passenger cell and the fuel tank both remaining outside of the actual deformation area in such a collision. The entire rear structure of the car deforms specifically helped by extra-large support arms
HISTORY
The original Audi A3 made its debut in three-door form in 1996, the five-door joining the range in 1999
It was powered by spark ignition petrol and TDI engines ranging from 90PS to 180PS, with a 210PS, and later 225PS, unit reserved for the S3 quattro
The original A3 found almost 875,000 homes Worldwide
