2015 Audi A3

2015 Audi A3

Episode 3341
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Entry-level German sports luxury cars are a tricky proposition here. Most Americans still tend to look at the big-3 German cars as premium items, and then they’re disappointed when they sample the more meat and potatoes compacts and subcompacts from the brand. Well that could be why the Audi A3 has never been a huge seller here. Or, it’s more likely that up to this point the A3 has only been available as a 5-door hatchback. Either way, there’s an all-new A3 sedan in town, and it’s arrives with the U.S.A. as its bull’s-eye. 

The 2015 Audi A3 marks an important step for Audi. Proof that they are now taking the American and, perhaps more importantly, the world’s upscale small car market more seriously, spurred along by the recent success of the Mercedes-Benz CLA250. 

After all, nothing says conventional like a subcompact sedan, but the A3 4-door is far from mainstream. And while making premium attainable is not a simple undertaking, it’s one that must be completed effectively in order for the A3 to be a success here. And it should be doable as Americans have long embraced the A4 sedan. 

Let’s get things started in the powertrain department, with a choice of 2 corporate Turbo I4s. A 1.8-liter with 170-horsepower and 200 lb-ft. of torque is found in front wheel drive models; and a 2.0-liter with 220-horsepower and 258 lb-ft. provides motivation to all 4 wheels in quattro models. Both come with a 6-speed S tronic dual-clutch automatic; no manual is available. 

Our sample sports the 2.0, which performed admirably at our test track. Quattro makes for a grippy, if a little sluggish, launch off the line; but adequately quick, as we hit 60 in 6.0– seconds flat. We very much welcomed the true dual-clutch transmission over a CVT; still shifts weren’t as quick as expected helping us complete the ¼-mile in 14.6–seconds at 96 miles-per-hour. 

While Audi’s sporty DNA shines through, this is clearly not an S model as steering is stone dead. Still there’s a solid and stable feel with just enough of an enjoyable, light weight presence that encourages pushing hard; and the A3 behaves itself well.

An all-aluminum sub-frame with MacPherson struts handles suspension duties up front, with a 4-link setup in the rear with a steel cross member. Brakes are the same for either front or all-wheel-drive A3, with our quattro stopping in a good 124–feet from 60. 

 This all-new sedan body is built on Volkswagen’s fledgling MQB architecture. Just about every exterior dimension is increased over the previous hatchback. Wheelbase is up more than 2-inches to 103.8. Length and width also see meaningful gains. 

There’s nothing ground breaking with exterior design elements, however, as all recent Audi trademarks are in place, including the large Singleframe grille and LED daytime running lights. Both A3s ride on nice looking 17-inch 5-spoke alloy wheels.

Inside, is a whole new look for the brand. There’s still a premium feel with leather seating and panoramic sunroof standard; but it’s a clear step down from the lavish landscapes of A6 and A8. The wide and flat, simplistic dash design features large circular air vents giving it a sporting, if retro, feel; until you see the very thin navigation screen rise out of the dash. In front of the driver is a 3-spoke steering wheel and plenty of info on the gauge screens.

All controls are driver oriented, and there’s an updated version of Audi’s MMI central control, which we like even more thanks to the new toggle switches and write on feature. Front seats are roomy and comfortable, and while the stretch in wheelbase does allow for more rear seat room, it’s still barely adequate. Trunk space is more than adequate, however, at 10.0 cubic-ft. Convenience features include available Audi connect with 4G LTE connectivity and navigation. But, you’ll have to add the $1,400 Driver Assist Package if you want a back-up camera.

Government Fuel Economy Ratings for our quattro tester are 23-City, 33-Highway, and 27-Combined, and our average of 29.2 miles-per-gallon of Premium was a good one. The Energy Impact Score comes in good also, at 12.2-barrels of annual oil use with 5.4-tons of CO2 emitted. 

Base pricing at $30,795 for the 1.8 and $33,795 for the 2.0 quattro seems right on the money.  Though throwing in a back-up camera for that price would really make us happy.

The Mercedes-Benz CLA250 has proven that an entry-level German sports luxury sedan can indeed have big success in the U.S. if tailored properly. The 2015 Audi A3, with its premium but attainable feel, clearly delivers just as well. So, if you like your steak well-done, but not overdone, order up!

Specifications

  • Engine: 2.0-liter
  • Horsepower: 220
  • Torque: 258 lb-ft.
  • 0-60 mph: 6.0 seconds
  • 1/4 mile: 14.6 seconds @ 96 mph
  • EPA: 23 mpg city/ 33 mpg highway
  • CO2 Emissions: 5.4 tons/yr
  • Energy Impact: 12.2 barrels of oil/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW