Mercedes extends A-Class production to 2028 amid strong European demand.
The compact model was set to end in 2026 but lives on due to its popularity.
Production moves to Hungary to clear space for new MMA-based compacts.
Market demand has shifted the timeline for Mercedes, prompting the brand’s decision-makers to extend the life of the A-Class hatchback and sedan beyond initial expectations. Originally set to be discontinued in 2026, the two entry-level models will now remain in production until at least 2028 due to their popularity in Europe.
Mercedes’ head of production, Jorg Burzer, confirmed to Automobilwochethat the A-Class will stick around for longer than previously planned, though he would not commit to a specific end date. He described the move as the model’s “final run” and noted the sedan’s strong appeal in European markets.
Current Model Nears a Decade of Production
The fourth-generation A-Class (W177) debuted in 2018 and was refreshed in late 2022. If production continues through 2028, the model will reach the 10-year mark, a notable milestone in today’s fast-evolving compact segment. A second facelift is possible to keep it competitive with the BMW 1-Series and Audi A3, although the A-Class has already exited the North American market.
Despite the two-year extension for the A-Class, Mercedes still plans to phase out the B-Class minivan in 2026, aligning with its broader strategy to trim the compact lineup from seven models down to four.
Mercedes A-Class
According to Dataforce, the A-Class sold 27,772 units in Europe between January and May this year, a 15 percent drop compared to the same period last year. Even so, the figure remains strong enough to warrant keeping it in production for a bit longer. In contrast, the B-Class sold just 5,997 units during that time, reinforcing the diminishing demand for compact premium minivans in Europe.
To make room for its future lineup, Mercedes plans to shift A-Class production from Rastatt, Germany, to Kecskemet, Hungary, for its final two years (2026–2028). Burzer explained that this move will “free up critical capacity needed to integrate MMA models” at the German plant.
The first of these next-generation compact vehicles is the new CLA, which has already made a strong market debut. Shortly after launch, Mercedes added a third shift to its assembly line to keep up with demand. Built on the Modular Mercedes Architecture (MMA), the CLA is currently available as an electric sedan, with internal combustion engine variants and a more versatile Shooting Brake version also on the way.
The CLA will eventually be joined by redesigned versions of the GLA and GLB SUVs, which are currently in development. One upcoming addition stands apart: the baby G-Class. Unlike its compact siblings, it won’t be built on the MMA platform as Mercedes is aiming to preserve its off-road capability, keeping it in line with the rugged character of the full-size G-Wagen.
An intriguing sketch shows the Carrera GT with a fixed roof and a huge rear diffuser.
Award-winning actor Adrien Brody spent several days working as an intern with Porsche.
The Porsche Carrera GT stands as one of the finest and most celebrated road cars ever developed by the German automaker. Its striking design, powerful V10 engine and analog driving experience have secured it a place among the all-time greats. But recently surfaced concept sketches suggest that it almost took a different shape entirely, one that included a fixed roof rather than the removable hardtop that made it to production.
As part of a partnership between Porsche and Adrien Brody, the actor spent several days working at the brand, discovering what it’s like to not only build a Porsche, but also to design one. Roughly halfway through the clip below, Brody sat down with the director of special projects at Porsche, Grant Larson, who briefly spoke about the Carrera GT.
An Alternate Design Path
According to Larson, “before the Carrera GT existed as a roadster, it was just a mid-engined, V10 supercar.” He then shows off a detailed sketch of an early take on the Carrera GT from 1999, the year before it was first previewed as a concept at the 2000 Paris Motor Show.
Obviously, there are similarities with the car in this sketch and what would eventually become the Carrera GT, but there are also noticeable differences. Beyond having a fixed top, this car also includes a large roof scoop and full aero-disc wheels, inevitably aiding in its aerodynamics. It also includes a large lip spoiler at the rear and a motorsport-inspired diffuser, which appears to incorporate the tailpipes into the diffuser’s fins. It looks great, albeit not quite as special as the Carrera GT we have come to adore.
Factory Tour and Porsche Culture
Brody’s video with Porsche is well worth watching in full. Beyond getting some interesting insights into the brand’s history, Brody also tours its factory and helps assemble several cars. He also speaks with several enthusiastic workers who consider working at Porsche their dream job.
A classic Ruf CTR worth around $5 m fell off the back of a car transporter in the US.
The 213 mph “Yellowbird” was coming home after being painted by Ruf in Germany.
Ruf’s 463 bhp, twin-turbo 911 was the fastest production car in the world when new.
Getting behind the wheel of a 213 mph (343 km/h) Ruf CTR Yellowbird is always going to be exciting, but for one car delivery guy that excitement was of the worst possible kind. That’s because he found himself trapped in the near-vertical 911 after the twin-turbo classic rolled off the back of car transporter.
The accident reportedly occurred in San Francisco when a rare 1980s CTR was being dropped off having temporarily returned to Ruf’s HQ in Germany for some work. Somehow the car rolled off the back of the car’s upper deck, partially falling from the ramp, which was hoisted around 8 ft (2.4 m) in the air.
Footage circulating on social media shows the CTR stranded, its rear bumper and the exhaust system being the only parts making contact with the ground, and the edge of the ramp pressing into the car’s floorpan, its nose pointing skyward.
“Sitting with a friend when he gets the call that his customer’s RUF yellow bird fell off trailer,” wrote @johnclaywolfeshow, who gave some background to the disaster.
“The guy had just sent car back to Germany (RUF) to have it painted black, makes it all the way back to his home in SF for the driver to forget to block the tires, and this happens.”
Instagram/@johnclaywolfeshow
Ruf built fewer than 30 CTRs out of G-series 911s and they’re now worth between $4-6 million – one sold this spring for $6.06 million. Alois Ruf’s team started with a narrow-body Carrera shell due to its superior aerodynamics and lower weight compared with the wide-arch 911 Turbo body, then slotted a 463 hp (469 PS), 3.4-liter flat-six into the engine bay.
The CTR earned its “Yellowbird” nickname from the color of the press car Road & Track magazine took to 211 mph (340 km/h) in a 1987 test, though not all examples built were yellow. A year later, German magazine Auto Motor und Sport went even faster, clocking 213 mph (343 km/h).
The M817 packs a range-extender powertrain that pumps out an almighty 912 hp.
Chinese prices for the rugged 4×4 start at 329,900 yuan or around $46,000.
Donfgeng says the M-Hero M817 needs just 4.2 seconds to hit 100 km/h (62 mph).
You may not have heard of the from Dongfeng M-Hero M817, but this brutish-looking off-roader is already proving to be a hit among shoppers in China. If there was ever a futuristic, electrified 4×4 from the People’s Republic that could actually sell well in the United States, this might be it. Sadly, it’s unlikely ever to find its way to our shores.
First presented a couple of months ago, the M817 has been brought to life thanks to Dongfeng’s partnership with Huawei and is slightly smaller than the M-Hero 917 from the brand. Dongfeng recently opened up the order books for it and in less than a day, it had received no less than 9,713 refundable deposits.
Importantly, as these deposits are completely refundable, there’s a good chance that many deposit-holders won’t follow through with they’re purchase. Nevertheless, strong interest in the vehicle does show that rugged off-roaders do have plenty of appeal in China, particularly when priced as competitively as the M817.
Prices for the model start at 329,900 yuan or ~$46,000 and top out at 359,900 yuan or ~$50,000. All models feature the same range-extender powertrain that consists of a 1.5-liter turbocharged engine up front and a pair of electric motors. Combined grunt sits at a massive 912 hp and 1,280 Nm of torque, enough to catapult the M817 to 100 km/h (62 mph) in just 4.2 seconds, while a sizeable battery pack enables it to travel up to 200 km (124 mph) on electric power alone.
The sharp design of the M-Hero M817 is no doubt one of its strong selling points. So many SUVs on the market look so similar to each other that it can be hard to pick them apart. By comparison, the M817 looks unlike anything else on the road, bar other M-Hero models.
While there’s no chance of the M817 ever being sold in the US, some suggest that it will be produced in both left- and right-hand drive configurations, meaning it could be sold in markets outside of China as well.
A one-off Volkswagen Beetle limousine is heading to auction next month in California.
The wheelbase was stretched 40 in. to accommodate a fully customized interior layout.
Its estimated value is $150,000–$200,000, nearly 100 times its original sticker price.
Monterey Car Week is home to some of the most amazing auctions as you’ll see countless rare and beautifully restored cars – including some you’ve never heard of before. While many of them are highly desirable exotics, this 1969 Volkswagen Beetle limousine could be the oddest of them all.
Commissioned by Porsche and Volkswagen West Coast distributor John von Neumann, the conversion reportedly cost $34,499.95. That might not sound like much these days, but the Beetle retailed for a mere $2,063.
So what did that princely sum get? A heavily modified bug that was constructed by Troutman-Barnes, which was known for building Chaparral and Scarab racecars. However, the company also built a four-door Porsche 911, so a Volkswagen limo was right up their alley.
The resulting car is instantly recognizable as a Beetle and the team used genuine Volkswagen components whenever possible. This means the limo is pretty faithful to the original, despite having a wheelbase that has been stretched by 40 inches (1,016 mm).
RM Sotheby’s
Thanks to the extra length, Troutman-Barnes was able to add custom rear doors and a bespoke passenger compartment. The latter features a gray bench as well as two jump seats that are separated by a minibar with a deployable table.
Elsewhere, there’s mahogany trim and a partition with a power divider. They’re joined by an intercom, soundproofing, and power windows. The model also sported a five-speaker Phillips audio system with a cassette player, although a more modern Kenwood head unit and CD changer have been installed in recent years.
The driver’s compartment is pretty basic, but there are black vinyl seats and a minimalist instrument cluster. They’re joined by a four-speed manual, which is certainly something you don’t see in modern limousines.
RM Sotheby’s
RM Sotheby’s listing is light on specifics, but the auction house notes the original 1.5-liter four-cylinder was replaced by a 1.6-liter engine with 48-millimeter Weber downdraft carburetors as part of the conversion. The extra oomph was designed to help offset the 400 lb (181 kg) weight gain.
The Rollswagen, as it would become known, became something of a star and was shown at the Los Angeles Auto Show. It also appeared in an ad campaign and was reportedly used to drive John Wayne to the 1970 Academy Awards.
It’s slated to be auctioned off next month without reserve. While it’s hard to put a price on unique models like this, RM Sotheby’s lists an auction estimate of between $150,000 and $200,000.
The slowest-selling new car in America takes a third of a year to leave a dealer’s lot.
Premium brands occupy nine of the 10 slots in Car and Driver’s slowest movers table.
Dealers may be more keen to finalize a sale on model that’s taken root on their lots.
American buyers took home almost 16 million new cars, trucks and SUVs last year. That averages out as close to 44,000 vehicles every day of the year, a rate that makes you think they’re snapped up the moment they’re unloaded from the transporter at the dealership. Some are, but others take over fourth months to shift.
That’s not great news for automakers, but it could work out well for buyers. Vehicles that linger on lots often come with added incentives or more room for negotiation, as dealers look to move slow-selling inventory.
Car and Driver teamed up with Kelley Black Book to compile a list of the cars that had been on dealer lots the longest by the end of Q1, and every single one of the top 10 takes more than 100 days to leave. That could mean dealers are motivated to strike on generous terms. The other big shock is the number of supposedly aspirational names in the rogues gallery. Nine of the 10 vehicles are from brands we associate with luxury or premium cars.
10. Lincoln Aviator – 104 days
Lincoln
Lincoln’s mid-size Aviator SUV was facelifted for 2025, but the refresh doesn’t seem to have buyers lining up to put one on their driveway. Each example takes an average of 104 days to leave the lot.
9. Genesis GV70 – 106 days
Genesis
Equipped with the available 3.5-liter twin-turbo V6, a GV70 can hit 60 mph (96 km/h) in less than five seconds, but by other metrics it’s far less spritely. The average number of days to sell is 106 – maybe the subtle MY26 makeover can help get it moving faster.
8. Volvo XC40 – 107 days
Volvo
The XC40 has plenty to offer, so maybe it’s the fact that it’s been offering it since 2018 that’s behind buyers’ reluctance to get dealer inventory moving. And unless the EU can talk Trump out of his 30 percent tariff rate, or Volvo swallows the financial pain itself, the 107 days each one spends on the lot could grow.
7. Volvo XC90 – 108 days
Volvo
Keeping the little XC40 company on lots across the country is its XC90 big brother. And the mid-size SUV hangs around for even longer – an average of 108 days according to Car and Driver’s data. A facelifted XC arrived this spring with a new grille and dashboard.
The CLA is all-new for 2026, available in both hybrid and EV forms, and maybe it’s buyers’ knowledge that they were on the way that resulted in the old ones loitering on forecourts for 109 days. Or maybe it was the small rear seats and unexciting drive.
5. Range Rover Velar – 111 days
Land Rover
Britain’s answer to the Porsche Macan has plenty of style, but clearly not enough substance to entice Americans into getting out their checkbooks. The recently revised SUV takes dealers on average 111 days to find a buyer.
Despite its age – the SQ7 made its US debut for 2020, and the Q7 dates to 2015 – there’s plenty to like about Audi’s 500 hp (507 PS) super-SUV. It’s $35k cheaper than the (admittedly more powerful) BMW X5M and comes with a third row its Porsche Cayenne cousin doesn’t offer. But it still takes 112 days to shift.
Chevy’s last remaining sedan is its only model – GM’s only model, in fact – on Car and Driver’s list of inert autos. The dies-this-year Malibu isn’t a bad car, but it looks dated inside next to fresher Japanese rivals and buyers are steadily leaving the sedan segment.
2. Audi A4 – 118 days
Audi
US sales of the A4 tanked by 48 percent in 2024 and the sedans on dealer lots in 2025 might as well be cemented in place judging by the average 118 days each spends waiting for a buyer. The A4 makes way for the new ICE-powered Audi A5 for 2026, though the A4 badge will return on a similar-sized electric sedan.
1. Volvo S60 – 132 days
Volvo
One hundred and thirty two days! That’s over four months the compact American-built Swede spends on lots before someone takes pity on it and drives it home. And note that this is Volvo’s third model in a list in which most of the other automakers each appear only once. That says plenty about buyers’ attitudes to Volvo’s lineup, and none of it’s good. The S60 bows out this year so at least the handsome Swede will be spared the embarrassment of coming last in next year’s list.
A Volkswagen ID.Buzz just sold at auction for almost $11,000 less than MSRP.
That would make sense if it had high mileage, but this one has only 398 miles.
First Edition model came loaded with premium paint, luxury interior, and AWD.
Volkswagen’s electric reboot of the microbus has landed with a mix of curiosity, nostalgia, and sometimes, eyebrow-raising price tags. While it hasn’t been a smash success with a backlog of orders, it’s sold quite well for a van that is clearly overpriced, has questionable range, and keeps getting recalled.
Back when it first arrived, dealers were tacking on markups that reached as high as $35,000. Hopefully, the seller in this particular auction wasn’t one of the people who paid that premium. If they were, the sting of depreciation just hit a whole lot harder.
A Van With Name Recognition and Flashy Extras
At launch, there really was no ID.Buzz customers could want more than the very-literally-named 1st Edition. That’s what we just saw trade hands over at Bring A Trailer. In this case, it is a 4Motion model with Mahi-Green and Candy White paint.
The cabin sports Volkswagen’s Dune color palette, heated second-row captain’s chairs, and massaging power-adjustable front seats. All of this should’ve been available to new customers for $72,385, said Volkswagen at launch.
Photos BaT
We have no idea if the original buyer paid that, but as mentioned, markups were normal when this van first came out. Even if this Volkswagen originally traded hands for exactly MSRP, the buyer just lost a ton of cash on it, and all they got to do with it was drive 398 (or fewer) miles in the process.
The high bid at auction was $61,500, which is still a lot of money for this vehicle, but it’s a far cry from MSRP. It lost 15 percent of its value in five months. That’s right, the seller picked it up in February of this year. That certainly makes a markup less likely but still plausible.
While it’s a tough pill for the seller, buyers might see the result as leverage. One commenter rightfully pointed out that the final bid could be used as a bargaining chip at a local dealership, especially for anyone considering a new ID.Buzz.
Honda Prelude returns in late 2025 as a hybrid coupe alternative to the Civic.
A fresh batch of rumors point to a Prelude Type S in 2026 and Type R in 2027.
The flagship Type R version could use a high-output twin-motor hybrid system.
A familiar name is making a comeback with a modern twist. Honda is gearing up for the market debut of the new Prelude , expected to arrive in Europe, Japan, and North America in fall 2025. The hybrid coupe is positioned as a sleeker, more dynamic alternative to the Civic, built on upgraded underpinnings and equipped with features aimed at driving enthusiasts.
While Honda hasn’t officially confirmed any performance variants yet, recent rumors hint that Type S and Type R versions may already be in the pipeline.
According to a report from Japanese outlet Goo-net, a slightly sportier Prelude Type S could launch in fall 2026, trailing the base model by about a year. A more aggressive and track-ready Type R variant is rumored to follow in 2027, bringing enhancements across design, chassis, and powertrain.
What to Expect From the Performance Trims
As shown in our speculative rendering, the performance flagship of the Prelude lineup, the Type R, could stand out with visual upgrades like wider fenders, bespoke alloy wheels, extended side skirts, and a redesigned front bumper with enlarged intakes. At the rear, expect a more prominent diffuser and a GT-style rear wing to round out the performance look.
Inside, the cabin would likely reflect the sporting focus with a pair of bucket seats, extensive red accents, and unique digital instrument graphics exclusive to the Type R. However, what is more interesting is the speculation on the powertrain.
Earlier reports suggested the Prelude Type R might inherit the Civic Type R’s turbocharged 2.0-liter four-cylinder. More recent speculation, however, points to a different (and likely less satisfying for petrolheads) direction: a more powerful version of Honda’s twin-motor, self-charging hybrid system.
This move would align the Prelude with tightening emissions regulations, particularly in Europe. It’s worth noting that the gas-only Civic Type R is scheduled to be pulled from European and UK markets in 2026, just four years after its 2022 launch.
The upgraded e:HEV system could potentially deliver more than 300 horsepower thanks to a turbocharged combustion engine paired with electric motors. That output would put it in the same performance ballpark as the Civic Type R, which produces up to 325 hp (245 kW / 330 PS).
One significant change in character will be the absence of a manual transmission. Honda’s e:HEV setup lacks a traditional gearbox altogether, though the standard Prelude will feature a “S+ Shift” mode. This system uses sound effects, torque modulation, and paddle shifters to mimic gear changes. In the Type R, this simulated shifting could be further refined to provide a more immersive driving feel.
In terms of handling upgrades, the top-tier Prelude is expected to feature a reworked chassis with a lower suspension, wider tracks, additional structural bracing, and upgraded brakes, components aimed at delivering sharper response and improved road feedback.
Waiting on Confirmation
While the idea of a 2027 Prelude Type R is compelling, it’s still grounded in speculation. Japanese publication Creative Trend spoke with a Honda dealership that reportedly had no details on performance-oriented Prelude variants, at least through 2026.
With the official launch of the new Prelude coming this fall, more concrete information may be just around the corner. Until then, all eyes are on Honda to see just how far it plans to take the revival of one of its most iconic nameplates.
Tornadoes hit the Corvette plant in 2021, leading to widespread destruction of finished cars.
GM contracts workers to cut up functioning C8 Corvettes with simple tools like a Sawzall.
Reassembled Corvettes are forbidden by GM policy, even if sold back to the original buyer.
Every year, a surprising number of perfectly functional vehicles are quietly taken apart for reasons that have little to do with performance or safety. These cars run, drive, and behave like any other model in showroom-perfect condition, yet they’re sent to facilities where their fate is sealed. One such example is this C8 Corvette, now in pieces, after GM completed its internal use.
In late 2021, a series of tornadoes struck Bowling Green, Kentucky, damaging the Corvette production plant. At the time, it was clear Chevrolet would scrap most of the affected cars, though the exact method remained a mystery. That changed recently when we received photos of the process. And thanks to the man who carried out the dirty work, we now have a clearer picture.
A Job Few Would Envy
That man is Brandon Woodley, a hard working skill-filled guy just following orders. It just so happens that those orders sometimes sound something like “destroy that perfectly functional (and perhaps lightly damaged) Corvette over there, and then do the same to the ten right behind it.” Woodley doesn’t just pull some fuel lines apart or cut a ground cable; he literally saws these cars in half, and it’s all above board.
He tells Carscoops that the entire process can take as little as three minutes. What type of massive industrial cutting tool does the work? “Sawsall with a metal blade,” says Woodley. That’s right, the same tool you probably have in your garage is what professionals use to literally cripple supercars.
Legal Limits Keep These Cars in Pieces
Why couldn’t someone just buy both halves and have a functioning car? “Both halves can be sold to the same person but can’t be put back together legally,” he says. “GM exes out the vins basically, and the car can no longer be sold.”
It’s worth noting that this sort of intentional destruction isn’t all that uncommon. Automakers often build test mules for all sorts of reasons that don’t involve a tornado. They have to have cars for everyday testing, they need to practice production on cars that won’t end up in customers’ hands, and some cars end up as crash-test vehicles. That enables an automaker to ensure there aren’t issues on the production line, during real-world testing, or in real-world crashes.
The kicker is that these cars rarely have VIN numbers, so they’re not street legal anyway. As such, they are often born with their ultimate fate already sealed. That’s similar to what we see here: the untimely but inevitable fate of some great sports cars that died so that production versions could live. That all said, we did reach out to Chevrolet to confirm some additional details about these cars and others like them.
While we wait for answers, we asked what you would do with these broken-up pieces aside from trying to put them back together. Some commenters had some great answers. “Turn it into a BBQ,” said one. “That would make a great trailer for towing behind a C8 Corvette,” said another. Well, we hear you and these are great ideas, but we’re sure you’ll have more.
PROS ›› Sharp looks, efficient engine, solid driving dynamics CONS ›› Cheap interior materials, more expensive than old model
Audi’s smallest car might be easy to overlook in a world of oversized SUVs and high-performance EVs but there’s still a lot to like about the A3, especially for those seeking something compact, efficient, and genuinely premium-feeling.
The A3 was first launched in 1996, and in 2020, it entered its fourth generation with a more modern and mature look. It has not been selling in the same numbers as the third-gen model, but it still serves an important role as the entry-level model in Audi’s range.
Last year it underwent a facelift, bringing with it a slightly more striking look and updated lights. Unfortunately, this update brought with it a significant price hike, meaning in Australia the base Sportback model now starts at AU$54,800 (~$35,400), up AU$4,200 ($2,700) from last year, which itself was already quite a hefty chunk of change for a hatch of this size.
Up until recently, I’d never had a chance to drive the fourth-gen A3, but I recently spent a week living with the base A3 Sportback 35 TFSI S tronic, which proved to be an excellent daily. However, the price may be hard to justify for some.
QUICK FACTS
› Model:
2025 Audi A3 Sportback 35 TFSI
› Starting Price:
AU$58,810 (~$38,000) as tested
› Dimensions:
4,343 mm (170.9 in.) Length 1,816mm (71.4 in.) Width 1,449 mm (57 in.) Height 2,636 mm (103.7 in) Wheelbase
In updating the A3 for the 2025 model year, Audi has introduced a wider Singleframe black grille and redesigned the lower lip spoiler. There are also newly-shaped air intakes, but on the model we tested, they’re completely non-functional and covered in cheap black plastic.
A new set of LED headlights and taillights has also been introduced for 2025. While the 35 TFSI S tronic we tested sits at the base of the local range, it looks certifiably sporty. However, there’s nothing particularly sporty about the powertrain.
Driving the car is a 1.5-liter turbocharged four-cylinder producing 148 hp (110 kW) and 184 lb-ft (250 Nm) of torque. This engine is mated up to a seven-speed dual-clutch transmission, sending power solely through the front wheels. Aussie shoppers can order the 35 TFSI in both Sportback and Sedan guises, both packing the same powertrain.
Interestingly, there’s also a mild-hybrid system that’s been incorporated, which adds 12 hp (9 kW) and 37 lb-ft (50 Nm). Given the A3’s modest performance figures, it comes as no surprise that it’s not particularly spritely, requiring 8.1 seconds to hit 100 km/h (62 mph).
Just a single trim level of the A3 Sportback and Sedan is available in the local market, although both models can be configured with the Comfort package and the Style package. The first of these adds an electric tailgate while the Style pack includes 18-inch Audi Sport wheels, black exterior styling, privacy glass, black wing mirrors, and configurable ambient lighting. Our tester featured both, bringing its total price up to $58,810 (~$38,000) before applicable on-road costs and charges.
The cabin is a great place to spend time. I’m a big fan of the layout of this generation of Audi, preferring it over the slightly odd cabin designs of brand-new Audi models, like the A6 e-tron.
The steering wheel is perfectly sized and surprisingly sporty. Sitting behind it is Audi’s superb 12.3-inch virtual cockpit plus. While this basic system is relatively old, and the software is somewhat basic, it remains one of the better digital gauge clusters on the market.
Positioned in the center of the dash is a 10.1-inch infotainment display using Audi’s familiar software. Angular air vents have then been incorporated into the dash, which itself is quite angular, nicely complementing the exterior design.
Photos Audi Australia
On the other hand, some elements of the cabin aren’t quite so nice. For starters, there’s far too much high-gloss piano black plastic around the electronic shifter and the Start/Stop button. Additionally, there’s a notable lack of soft-touch surfaces on the dash and door panels, and an abundance of bland black plastic instead.
Fortunately, the seats are great. Our tester’s seats were clad in a plush cloth and leatherette upholstery and were exceptionally comfortable, even over long journeys. They also offer good bolstering should owners want to engage in some sporty driving, rather than simply using the A3 as a car to get from point A to point B.
The four-way electric lumbar support is also useful. However, a lack of electric adjustment for the front passenger seat, even though not a big deal, is a strange cost-saving measure, particularly since both front seats are heated.
Photos Audi Australia
Both wireless Apple CarPlay and Android Auto are supported, as are DAB+ digital radio and a small wireless phone charger. The A3 35 TFSI also comes standard with a solid 10-speaker audio system.
When it comes to ferrying around passengers, the A3 does the job well enough. Rear space is solid and a couple of adults can fit comforably. There are no controls to adjust the fan speed in the rear, but there is a scroll wheel to tweak the temperature, which is nice.
Cargo space is good. With the rear seats in position, the A3 Sportback offers up 380 liters (13.4 cubic feet) of carrying capacity and 1,200 liters (42.3 cubic feet) with the seats folded down. A cargo net on the floor is a welcome inclusion.
What’s It Like To Drive?
Soon after sliding into the A3’s seat and setting off, it became immediately clear that it feels sportier than the equivalent VW Golf with which it shares its MQB architecture.
Mind you, it’s not fast. As mentioned, it takes over 8 seconds to hit 62 mph. However, the direct and well-weighted steering gives the 35TFSI a sporty edge. Admittedly, owners will drive their cars in urban settings most of the time, but for those wanting to venture out to a mountain road, there’s plenty of fun to be had.
The car we tested was fitted with Nexen tires, and while they are not the most premium offering, they provided a good mix of grip and comfort without an intrusive amount of noise.
Audi’s engineers have to be commended for doing a fine job with the suspension setup of the 35 TFSI, too. It remains poised and unsettled over bumps, ensuring the Sportback is well-suited to everyday driving duties.
Photos Audi Australia
A pair of paddle shifters behind the wheel allows you to shift through the gears, but the seven-speed ‘box isn’t the quickest on the market. It’s generally best when left to its own devices, smoothly changing through the gears as you build speed. As you’d imagine, the turbo three-pot isn’t characterful, nor does it sound particularly nice at higher revs. Moreover, in wet conditions, there is an unpleasant amount of wheel hop through the front tires if you’re a little too greedy with the throttle.
Efficiency is the powertrain’s strong suit. Audi says the 1.5-liter turbo sips 5.3 l/100 km (44.3 US mpg) over the combined cycle. I managed to return 5.8 l/100 km (40.5 US mpg) during my time with the car, which included a mix of highway and suburban driving. Aiding in the efficiency is the fact that the engine will deactivate two cylinders in leisurely driving. There’s also regenerative braking, allowing the car to recuperate as much as 12 kW.
Photos Audi Australia
Verdict
The latest A3 is a solid all-rounder. In base form, it may not be particularly inspiring, but it ticks all of the important boxes for those in the market for a premium hatchback with the Ingolsdadt-based brand’s cache.
Audi’s team has done a fine job of perfectly walking the line between warm hatch and comfortable cruiser, building a car that’s efficient when it needs to be, but can be surprisingly enjoyable to drive along a twisty road. As a whole, it serves as a great entry into the brand’s expansive family of models. However, price-conscious hatchback and sedan buyers might want to look elsewhere – as they probably should, because the likes of Audi do not highlight value for money being one of their strongest selling points anyway.
