I knew there was something Mediterranean about the Q3 as soon as I laid eyes on it.
Somehow,
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| Photo: Karen Tuggay, Canadian Auto Press |
to me at least, it seemed like the kind of vehicle I could see myself meandering through the crowded streets of Barcelona in, pulling up to a quaint bistro in Barceloneta before meeting up with amigos y amigas; casually cruising around Port Vell while checking out all the luxury yachts con mi amor; parking conspicuously near the Rambla del Mar to creatively capture a twosome selfie of the fabulous wooden structure with the Q3 in the foreground; filling up its accommodating cargo hold with all the best brand names after shopping with mi cariño en le Maremagnum; parking it next to the beach so I can enjoy its view along with la hermosa vista del mar Mediterrània; and then later touring through the city to be amazed by all of the breathtaking Antoni Gaudí architectural artwork, from the uncompleted yet incomparably grand Sagrada Família cathedral, to the brilliant Bellesguard manor house, unusually wonderful Park Güell
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| Photo: Karen Tuggay, Canadian Auto Press |
gardens, the dreamy la Pedrera (Casa Milà), and many more of his otherworldly creations.
These are the types of activities we North Americans like to think Catalans do in their spare time, people such as the talented team that works in Volkswagen AG’s factory about an hour’s drive northwest of the city along the E-90 and then inland on the A-2, within the suburban town of Martorell, Spain, which, along with various other vehicles such as the Seat brand’s Ibiza, Leon, Altea, and Exeo, produces the Q3 (it’s built in Foshan, China and Pune, India too, although our Canadian version is made in Europe, plus I know nothing of these locations and they hardly sound as enticing for the opener of a luxury crossover review).
I
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| Photo: Karen Tuggay, Canadian Auto Press |
was in Barcelona once, and actually stayed right in the centre of the city, across and a bit down the street from the Casa Batlló, one of the more interesting examples of Gaudí’s architecture, but I wasn’t driving an Audi or any other vehicle at the time. Rather, I was being shuttled around the city with a gaggle of journalists on one of many press events that have taken me to Spain. I did the driving later in and around Palma, Majorca; the Mediterranean island community being another location that would suit the Q3 rather well.
As it was, I enjoyed this impressive compact crossover SUV in the seaside city of Vancouver, where I find myself most weeks throughout the year. Despite not being
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| Photo: Karen Tuggay, Canadian Auto Press |
as warm and subtropical as the Mediterranean paradise (although we do have palm trees) and architecture not quite as inspired (sorry Mr. Erickson, many of your buildings are wonderful but we’re talking Gaudí here, the Salvador Dalí of architects), the sun was at least shining and blossoms well in bloom, an ideal backdrop for a drive in such a nice little SUV.
I instantly felt at home in the Q3, not only because it comes suited up in Audi’s usual high style and quality accoutrements, but additionally because it rides on the Volkswagen Group A5 (PQ35) platform architecture that also underpins the old A3 Mk2 (loved that car), previous TT Mk2 (that I enjoyed a wonderfully memorable drive through Austria’s Alps in during its initial launch program way back in the mid-aughts and since then, here at home), previous generation VW Tiguan
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| Photo: Karen Tuggay, Canadian Auto Press |
(the newer version of which I actually picked up from VW’s western regional office today), old Golf Mk5/6 (both of which I spent many enjoyable and some very quick miles in), previous Jetta Mk5/6 (ditto), current VW Beetle (double-ditto), and VW Eos drop-top (a sunnier ditto this time). Don’t get me wrong, the Q3 doesn’t feel like a VW per se, Audi having refined this platform for its premium clientele each time it used it, but the Q3, as good as it is, is not a brand new crossover SUV despite being brand new to us. Having been introduced to Europeans and the Chinese in 2011 and since then accruing more than 400,000 worldwide sales, it’s very experienced now that it’s arrived here as a fresh new 2015 model.
Quite
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| Photo: Karen Tuggay, Canadian Auto Press |
simply, it drives wonderfully. It all starts off with VW Group’s impressive 2.0 TFSI four-cylinder, a 2.0-litre direct-injected and turbocharged, DOHC, 16-valve engine that makes 200 horsepower and 207 lb-ft of torque, which in a CUV as light as the 1,585-kilo (3,494-lb) Q3 makes for more than adequate acceleration at 8.2 seconds to 100 km/h. My tester weighed in a little bit higher at 1,670 kilograms (3,682 lbs) due to its Quattro all-wheel drive and therefore could only manage the sprint from standstill to 100 km/h in 8.6 seconds, a penalty I’d be willing to live with thanks to its superb traction no matter the road or trail surface, and likewise its slight increase in claimed EnerGuide five-cycle fuel economy, the Q3 2.0 TFSI Quattro estimated to achieve 11.9 L/100km in the city, 8.4 on the highway and 10.3 combined compared to the front-wheel
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| Photo: Karen Tuggay, Canadian Auto Press |
drive Q3’s estimated 12.0 city, 7.7 highway and 10.0 combined, the engine also requiring pricier premium fuel which is par for course with the European luxury set.
While efficient in its own right, the Q3 is up against some pretty stiff competition when it comes to fuel usage. The base BMW X1 xDrive28i, for instance, is rated at 10.6 city, 7.6 highway and 9.1 combined with its standard all-wheel drive system, and that’s with a four-cylinder engine that puts out 241 horsepower and 258 lb-ft of torque resulting in a 6.6-second sprint to 100 km/h, whereas Mercedes’ new GLA 250 4Matic, also standard with all-wheel drive, gets a 208 horsepower turbocharged
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| Photo: Karen Tuggay, Canadian Auto Press |
four making 258 lb-ft of torque for a 7.1-second launch to 100 km/h yet rated at only 9.8 city, 7.4 highway and 8.7 combined. The Q3 comes closest to matching the Range Rover Evoque’s claimed rating of 11.3 city, 7.9 highway, and 9.7 combined, although that model’s turbocharged four makes 240 horsepower and 250 lb-ft of torque and therefore is still significantly quicker to 100km/h at 7.6 seconds.
A reason the A3 doesn’t measure up to its main competitors in both performance and fuel economy may be its six-speed automatic transmission, a wonderfully smooth bit of conventionally torque-converted kit that comes complete with a handy set of fully engaging paddle shifters plus Audi’s Dynamic Shift Program (DSP) that ensures the kind of quick shift increments delivered by the brand’s dual-clutch S tronic automated gearbox with near imperceptible gaps in forward thrust.
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| Photo: Karen Tuggay, Canadian Auto Press |
The BMW’s transmission is a regular torque-converted box too, albeit incorporates eight forward speeds to optimize acceleration and efficiency. The little Merc’s gearbox is a dual-clutch type with seven forward gears whereas the Range Rover utilizes a state-of-the-art nine-speed dual-clutch unit. The three rival crossovers incorporate their various brands’ eco modes too, while they also come standard with start-stop systems that shut off the engine when it would otherwise be idling. Each one, including the Q3, includes regenerative braking to capture potentially wasted energy and recycle it to the battery, plus additional fuel saving technologies.
While
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| Photo: Karen Tuggay, Canadian Auto Press |
hardly the fuel economy champ, the little Audi CUV shines when on the road, at least if the road is bumpy and comfort is paramount. It rides with the same compliant confidence as its larger Q5 sibling despite its much smaller size; the Q3 incidentally 254 millimetres (10 inches) shorter, 66 mm (2.6 inches) narrower and an identical 66 mm (2.6 inches) lower overall. That is no small feat for a small crossover, although its capable controllability through the corners is to be expected. Even with Sport mode engaged, which requires a full pull rearwards on the shift lever or slotting it into manual mode, I wouldn’t go so far to say the Q3’s as flickable through the twisties as an X1 or Evoque, but its ride quality makes it more livable day to day and therefore it’s arguably a better pick for most peoples’ tastes. It utilizes speed-sensing electromechanical steering for response to input that’s reactive enough for
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| Photo: Karen Tuggay, Canadian Auto Press |
confidence inspiring turn-in, a McPherson-strut front suspension with what Audi calls “track-stabilizing” aluminum lower wishbones, plus a rear setup that includes four links aside for excellent high-speed stability even on rougher pavement.
This is an opportune time to clear up what could otherwise be a misnomer about the Q3’s underpinnings. While related to the old Tiguan, the Q3 uses what is best called a mash-up of various VW and Audi components that results in more aluminum and high-strength steel throughout the design, the combination elevating the pricier CUV’s overall driving experience above the old Tiguan it shares parts with and even the new updated one based on VW AG’s more advanced
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| Photo: Karen Tuggay, Canadian Auto Press |
MQB architecture, which I took time to test out on a winding mountain road earlier today and found was nowhere near as capable through the corners, nor as solid and planted feeling while cruising quickly on the highway.
Even when hurtling down the freeway in the HOV lane, my partner and I couldn’t help but appreciate how attractive the Q3’s interior design is, and how nicely everything appears to be put together. The industry term is perceived quality, and the A3 has this in spades. It starts off with high quality finishings and simple, uncluttered, elegant style. The old adage “less is more” comes to mind, Audi’s minimalist approach to design one of the reasons I am particularly fond of the brand, and I know I’m not alone in this leaning. There’s absolutely nothing garish about Audi’s sense of style, the interior of the Q3 done out in high quality black synthetics
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| Photo: Karen Tuggay, Canadian Auto Press |
and soft, supple leathers, plus of course liberal application of de rigueur aluminum trim. You can find it just about everywhere and it’s the real deal, but once again it’s somehow not overdone.
Likewise, soft touch surfaces cover all the expected interior panels plus some that left me surprised, the expected including its dash top and door uppers, but unlike most in this segment (plus some Audis in pricier categories) the entire door panel consists of the nice pliable synthetic stuff stretching right down to its lower extremities, which makes it look and feel positively rich, not to mention helps to reduce noise, vibration and harshness levels. An even softer padding is employed for the door inserts, which butt up against even more comfortable armrests. On this impressive note I was a bit surprised that Audi didn’t extend the soft touch surfaces past the midpoint of the dash. Instead, harder but nevertheless high quality
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| Photo: Karen Tuggay, Canadian Auto Press |
matte-finished plastics match the soft stuff quite well, the hard surfacing chosen for the glove box lid too, as well as the top and sides of the lower console too, albeit finer in texture.
The Q3’s switchgear is good, although a little hollow feeling compared to the old A3, yet it’s mostly tight fitting and well damped. The primary gauges are clear, easy to read, and classic in their white on black presentation, while the steering wheel is a wonderfully ergonomic, leather-wrapped, perfectly stitched example of industrial design done right, and its efficient secondary controls don’t take away from its small and sporting nature. The shifter feels good in the hand too, with a nice leather grip, great looking
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| Photo: Karen Tuggay, Canadian Auto Press |
aluminum finished hemispherical trim just above, and stylish black lacquered cap on top.
An infotainment screen gets fitted to the dash top, although it’s fixed in place and therefore doesn’t power up on ignition like the ultra-slick A3’s, nor is its MMI controller as well located between the front seats, but rather requires a longer reach to the centre of the dash. It works much the same, however, which means that it works very well compared to some other more confusing systems on the market, especially when it comes to choosing radio stations that can be automatically preset and arranged in order, amongst myriad other functions. My tester didn’t include a backup camera, something I immediately noticed because it’s
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| Photo: Karen Tuggay, Canadian Auto Press |
an odd omission from a vehicle in the premium sector, while navigation is also optional.
On that note, you can get the 2015 Q3 in two trims dubbed Progressiv and Technik, both available in either front- or all-wheel drive. Sorting ones way through Audi’s convoluted retail website doesn’t always prove helpful when trying to figure out what’s available, I warn you, as links to airbags highlight unavailable “third row seating” while another pop-up referenced the SQ5 instead of the Q3 I trying to configure. Also, there’s a complete lack of paddle shifters amongst the Q3’s standard and optional features lists, a benefit Audi should promote being that some rivals don’t even offer them.
Other than the lack of a backup camera in base Progressiv trim, this is a good way to
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| Photo: Karen Tuggay, Canadian Auto Press |
go considering its very reasonable $35,800 price point, plus $2,095 for freight and pre-delivery prep of course. This vehicle includes a gorgeous set of HID headlamps, LED daytime running lights, front and rear fog lamps, LED taillights, LED turn signals mounted within the mirror caps, impressively large 19-inch alloys circled by 255/40R19 tires, an equally impressive and even larger panoramic glass sunroof, a leather-wrapped multifunction sport steering wheel, leather upholstery in a class that usually starts with faux pleather, the genuine aluminum trim I mentioned earlier, eight-way powered front seats with four-way powered lumbar support, heatable front cushions, dual-zone automatic climate control with sun-sensing air conditioning, an auto-dimming rearview mirror, power adjustable and heatable side mirrors, an electromechanical parking brake, a monochrome driver information display, 6.5-inch colour infotainment display, an 11-speaker, 180-watt audio system with satellite radio, Bluetooth phone connectivity and streaming
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| Photo: Karen Tuggay, Canadian Auto Press |
audio, and the Audi music interface, which comes stock with an archaic 30-pin Apple connector instead of a USB plug (USB connectors and eight-pin Apple Lightning inputs are optional). Additionally, the base Q3 features automatic headlights and wipers, light and rain sensors, cruise control, an electric liftgate release, aluminum roof rails, hill decent assist, ABS-enhanced four-wheel disc brakes with electronic brake-force distribution and emergency brake assist, traction and stability control, plus all the usual airbags.
As mentioned, navigation can be had separately with the standard Progressiv package for $1,950, and when chosen comes with a larger seven-inch infotainment screen atop the dash as well as an upgraded full-colour multi-information display in front of the driver, while rear parking sonar is also extra at $400. A powered liftgate can be added for $500, whereas tire pressure monitoring will
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| Photo: Karen Tuggay, Canadian Auto Press |
set you back another $350. A set of matte brushed aluminum inlays is a no-cost option, replacing the standard aluminum satellite inlays if you’d rather have a more traditional Audi look.
If you upgrade to the $38,300 Quattro model the standard Progressiv equipment list remains the same, although you’ll decrease the wheel size to 18 inches and tires to 235/50R18 all-seasons. However, $1,600 Sport package can be added that resizes the wheels to 19s and then adds front sport seats with extendable lower cushions, while cornering adaptive headlights can also be included for $300.
The Technik package ups the Q3 entry price to $38,400 and adds the standard backup camera system the base model was lacking as well as standard rear parking sonar, plus proximity sensing keyless access to the standard pushbutton ignition
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| Photo: Karen Tuggay, Canadian Auto Press |
system, power-folding side mirrors, a 14-speaker Bose audio upgrade featuring 465 watts of power and a 10-channel signal processor, a powered liftgate, stainless steel trunk sill, and Audi side assist. Navigation is still optional for the same price as it is with the base Progressiv package, as is tire pressure monitoring, while opting for Quattro with Technik trim increases the price to $40,900 and once again reduces wheel and tire size until the Sport package is added, which likewise upgrades the front seats. Lastly, for an additional $500 you can replace the standard aluminum satellite inlays with a natural dark brown larch wood.
You may have already noticed a lack of top-tier extras such as ventilated front seats, heated rear outboard seats, head-up display, automated parking assist, adaptive cruise control, blind spot monitoring, forward-collision mitigation, lane-keeping
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| Photo: Karen Tuggay, Canadian Auto Press |
assist, front knee-blocker and rear side-thorax airbags, etcetera, features that most of its competitors offer and commensurately charge more for. This will either matter to you or it won’t, the positive spin for the Q3 being a top-line model that doesn’t cost as much.
While the Q3 seats five reasonably sized adults in a pinch and four quite comfortably, those over six feet might feel a bit claustrophobic in the back. Despite my sir name I’m not a characteristically tall German (I’m not even German, half of my heritage being Austrian) so my five-foot-eight medium-build body fit into the little SUV perfectly, as did my much smaller better half, with plenty of leg, head, shoulder and hip room in all seating positions. Specifically there was about three and a half inches above my head and around the same in front of my knees when sitting behind a driver’s seat that was positioned for a slightly
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| Photo: Karen Tuggay, Canadian Auto Press |
taller person. To achieve this Audi has smartly carved out the front seatbacks and done the same to the interior roofline directly above the rear seatbacks, effectively making room for taller folks. Additionally, with two in the back there’s a nice thick armrest in between making it ever so comfortable, while all can enjoy the panoramic sunroof overhead.
Cargo capacity is abbreviated as one might expect in this class, with 473 litres (16.7 cubic feet) of volume behind the 60/40-split rear seatbacks, plus a maximum of 1,364 litres (48.2 cubic feet) when they’re folded flat, although this is quite good compared to its German rivals. Alternatively you can flip down the armrest and pop open a pass-through for long narrow items like skis, which then allows comfortable seating for two passengers at each window seat.
Often times in my reviews I spend a little (or a lot of) time describing a vehicle’s exterior
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| Photo: Karen Tuggay, Canadian Auto Press |
design, and while this is especially important with a new model like the Q3 the effort almost seems wasted for this 2015 model as a new 2016 Q3 will be upon us shortly. Audi has already introduced it as the 2015 Q3 in Europe and some of my colleagues have already driven the updated version at its press launch in Munich, the model sporting a new bolder 3D-effect single-frame grille design replete with a thicker aluminum surround that melds into the revised headlamps. A new LED daytime running light design joins updated bumpers and reworked wheel arches, while upgraded LED taillights with new “scrolling” indicators finish off the improvements. I like what they’ve done, but I really like the current Q3’s styling too. Whether you go for the current model or wait for the 2016, you’ll get a very fresh design, at least in these parts, that’s nowhere near worn out its welcome.
On
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| Photo: Karen Tuggay, Canadian Auto Press |
this last note it’s easy to immediately see why the Q3 sells as well as it does, it looks great. It may not be the quickest in its class, thriftiest to operate or the best outfitted, but it rides wonderfully, is put together well and as mentioned is a stylish little crossover SUV that’s priced right for the market. It only went on sale in August of last year yet managed to find 1,566 new owners, whereas a mere 964 Canadians purchased the new GLA, although it missed out on one of those months being that it arrived here in September, which still isn’t enough to justify its lagging sales. Putting things into perspective both the Evoque and X1 had a full year to find buyers and only managed 2,735 and 1,706 sales respectively. What about in 2015? So far this year the Q3 has been snapped up by 436 new owners, 256 in January and 180 in February, whereas last year’s X1 experienced just 306 deliveries and the new GLA only 406, the Evoque splitting the difference with 340 down the road. If this trend continues Audi will be the new compact crossover sales leader after its first full year, a feat they’ll be able to chalk up to great design and good overall value.
As it stands, there are a lot of reasons to like the new Audi Q3, that it’s reared in one of my favourite European cities just being one for those of us who have been privileged enough to visit beautiful Barcelona. It’s one cool Catalan for sure.
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