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Audi A1


Audi S1

Summary

Audi A1

Like a scrawny kid that reappeared after the school summer holidays with stubble, a deeper voice and newly bulging biceps, the second-generation Audi A1 isn’t how you remember it.

Sure, it’s still based on the same underpinnings as a Volkswagen Polo, but it has been designed to appeal to a different market to that car, and also to its predecessor.

This time around, almost 10 years after the original Audi A1 launched, it’s no longer a cute little city car - instead, it’s a compact muscle man, a far more angular and menacing looking little tyke. Still city-sized, but with a far more aggressive stance than the car it replaces.

But is it any good? I travelled to Spain as a guest of Audi Australia to find out.

Safety rating
Engine Type1.8L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency5.9L/100km
Seating4 seats

Audi S1

Spoilt. That's what we are. If you're in the market for a hot hatch, you can have your pick of German-built and French ones from as little as $27,000. There isn't a dud among them now that the VW Polo GTI has had a bit of an update and you can pick and choose your style. Audi's S1 is aiming to be king of the kids with its stiffly-priced S1.

Set the finances aside and consider for a moment what's on offer. As it turns out, a lot.

Safety rating
Engine Type2.0L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency7.1L/100km
Seating5 seats

Verdict

Audi A17.8/10

The new-generation Audi A1 has gone a long way to appeal to a whole new market of customers, and while it may look more fun than a Mini Cooper to some, it isn’t as fun to drive.

That said, there is no doubt that it will lure younger shoppers in - provided it is priced and specified competitively.

Are you a fan of the new Audi A1? Tell us what you think in the comments section below.


Audi S17.6/10

Cars this small shouldn't be this fast and useable at the same time, but the Audi S1 is. It isn't without its problems - the ride is harder even than the Fiesta ST which might weary some prospective buyers.

It's also a bit difficult to justify the price - in its basic form it's missing a few creature comforts that you'd expect in a $50,000 car - reversing camera, high-res screen, that sort of thing.

However, in the hot hatch world, those things don't matter. It has the bragging rights, the tech and the outright blinding speed to take on the bonkers Focus ST and equally zany Megane RS. And even the Audi S3.

Design

Audi A19/10

It’s hard to put into words just what a departure this new-generation version of the Audi A1 is compared to its predecessor.

It’s keener, more athletic, more energetic. The new physique is so aggressive it’s bound to agitate the compact luxury segment. It could even agitate some Audi owners, because it’s arguably more stylish than many of the models above it.

The company is at pains to point out that a lot of styling elements for this new model were borne of the iconic and gorgeously sharp Ur-quattro and Sport quattro models of the 1980s. I can see that - just take a look at some of the form language on show here - you could forget you’re staring at a five-door hatchback based on a compact VW.

There are angular headlights with LED daytime running lights, a big grille with three little slats above it (looks similar to the Hyundai Kona, right?), and the body has a less rounded, more edgy look to it. Tucked under the (yummy, RS-inspired) squared-off guards are wheels ranging from 15- to 18-inches in size, and at the back there’s a set of LED tail-lights, which can perform a sort-of theatrical illumination sequence at start up and shut down.

There are going to be 10 exterior colours on offer, an the roof can be had in two dark finishes, which are said to pull the roofline down and make it look flatter than it really is.

With such sharpness on show, it’s obviously a bit more masculine than, say, a Mini Cooper or Mercedes-Benz A-Class, and it arguably looks even sportier than those cars. There’ll be S line packages on higher-grade models sold in Australia, so expect no shortage of gills and fins and black vented sections when the car launches locally.

On that topic, Audi says it wanted to achieve “the sportiest interior in the compact class”, and to my eye, the brand has nailed it. We all know that some sports people offer admirable competitiveness and eye-catching form, but has it got interior smarts, too?


Audi S18/10

The A1 is so small it starts to strain Audi's design language. When you cram on the S-style bumpers and raccoon-eyed trim on the hatchback, it's starts to look a bit busy.

It isn't quite a shrink-wrapped A3 - Ingolstadt's designers know better than that - but it's full of Audi design cues, such as the strong, light-catching character lines, distinctive LED daytime running lights and fondness for big wheels.

Inside is along the themes of the A3, with what are becoming Audi's trademark; round eyeball air-con vents, the manual fold-down screen familiar to Q3 owners (but smaller) and a good clear dash. The handbrake jars slightly as it feels cheap to hold and wobbles a bit.

The S Sport seats are big and comfortable, and the top half of the backs are capped in plastic, which was colour-coded on our car. The rear passengers will certainly get an eyeful of whatever terrifying hue you've chosen, so choose wisely.

Despite the five doors, the back seats are occasionals, like the Mini the A1 is gunning for, and the boot is very small, but okay for shopping for couples or singles.

Practicality

Audi A18/10

This is a car aimed at a digital-savvy customer and, as such, every version of the A1 comes with a 10.25-inch digital instrument cluster, plus a multi-function steering wheel. There’s a further step beyond that - Audi’s ‘virtual cockpit’ sees additional abilities for the driver to make use of.

A few different sizes/types of Audi’s MMI system are to be offered globally, including a 10.1-inch touchscreen. Apple CarPlay and Android Auto phone mirroring are standard, and thankfully it looks as though there won’t be any model with a rotary dial controller rather than a touchscreen (as there is in the Audi A4). It’s not clear what we’ll get in Australia yet.

Of course there’ll also be Bluetooth phone and audio streaming, not to mention two USB ports and available wireless phone charging (Qi inductive charging - expected to be offered on higher-grade models). The MMI system also has DAB radio, and some models will be sold with a Bang & Olufsen sound system made up of 11 speakers.

The sat nav GPS system offers a 3D urban display, and there’s the ability to download up to four map updates per year using the ‘Audi connect’ sim-based connectivity. That system can predict traffic jams and suggest alternatives based on cloud-stored, real-time information.

More important than all the tech, though, could be the interior styling - with a fish-scale/crocodile-skin finish running the width of the dash, plus bold colour-matched plastics up front in the cabin, including around the instrument binnacle, the lower dash and even inside the angular door-handle housings. This isn’t mirrored in the back seat, sadly, with simple finishes reflecting a cost-cutting effort.

In fact, there’s a bit of that going on. The door trims are hard plastic, where the dashboard gets a soft texture. Call me odd, but I’d prefer a soft patch on the doors than the dash, because I don’t often rest my elbow up on top of the dashboard, personally.

And one other annoyance - the front seats have height adjustment, but they don’t get low enough - so if you’re taller than average you might find it a little high-chairish.

There are decent storage smarts, though, with cup holders up front, and an additional large cubby in front of the gear selector. Plus there are big door pockets with bottle holders in all four doors (but they aren’t lined, like in some other VW Group products) and there’s a set of map pockets in the back, but there are no cupholders back there, nor is there a central arm-rest. In fact, it feels pretty sparse in the back.

There are dual ISOFIX child-seat anchor points, as well as three top-tether points.

In terms of space for adults, it’s considerably more roomy than the previous version, with decent knee and headroom for people my size (182cm), but fitting three adults across would be a tough ask. It’s a compact car, after all.

The new model sees the boot capacity increase notably: luggage space is now rated at 335 litres, some 65L more than its predecessor. That figure increases to 1090L with the rear seats folded down. All Audi A1 models sold in Australia will come with a space-saver spare wheel under the boot floor, too.


Price and features

Audi A17/10

Aussie buyers can expect a few different versions of the new A1, all with five doors, all with 'S tronic' dual-clutch automatic transmissions, and all front-wheel drive.

Expect the entry point to the range to be close to $30,000 (up from the auto base model of the current generation, which lists at $28,990 plus on-road costs, although the new model will be more comprehensively kitted out than before), while the highest grade version at launch will likely cost more than $40,000.

Customers can expect a fairly strong standard equipment offer, but there’s nothing confirmed as yet.

What we can tell you is that the brand will follow the new naming strategy for the model range, meaning we could see the base model demarcated as the 30 TFSI, a mid-grade 35 TFSI and a high-spec 40 TFSI, the latter of which is expected to brandish the S line styling package as standard.

An educated guess would suggest push-button start and keyless entry across the lineup, alloy wheels on all grades (17-inch expected on low grades, 18s on the range-topping model), and an array of paint colours and interior trim packs.

Stay tuned for a full, detailed pricing and spec breakdown closer to the car’s launch in around April 2019.


Audi S17/10

Starting at $49,900, Audi S1 is by far the priciest of the small-hatch based hotties, at least until Mini's madcap JCW arrives. This price is just almost double that of VW stablemate's forthcoming 2015 Polo GTI.

Standard on the manual-and-five-door-only S1 is a ten speaker stereo, climate control, ambient lighting, remote central locking, cruise control, satnav, headlight washers, auto headlights with xenon low beams, partial leather seats, leather-bound steering wheel, auto wipers and rear parking sensors.

Our Misano Red ($990 option) came with two extra packs. The Quattro Exterior Package ($3990) adds bi-xenon headlights with red trim, red brake calipers, spoiler, quattro logos on rear doors (ahem!) and five-spoke 18-inch alloys that are part matt black, part polished.

The Quattro Interior Package ($2490) adds S Sport front seats with Nappa leather and red backrest capping with quattro logo (ugh), more nappa around the cabin with contrast stitching, flat bottom steering wheel and red rings on the air vents.

There's an S Performance Package that brings the best of these two packs together for $4990, saving about $1500 and the embarrassment of the quattro logos.

Our test car also had aluminium air vents ($220), black contrasting boot lid ($300) and black roof ($720).

The grand total is a sobering $58,610. There's a couple more options that'll easily pop you over $60,000.

Audi's MMI is dash-mounted in the A1 as there's no room on the narrow centre console. As ever, it works well and doesn't take much getting used to. The satnav is a bit grainy on the smaller screen but is otherwise a competent unit.

Sound is from a ten-speaker stereo and you can stream across Bluetooth or plug in a memory card. The sound was good but the system did take a while to find the phone whenever we came back to the car.

Engine & trans

Audi A18/10

It’s difficult to say what we’ll get in Australia, because the engines fitted to the European versions we tested in Spain mightn’t be wholly representative of our offer.

That’s because all models sold in Europe fall under the strictest emissions legislation, meaning each is fitted with a petrol particulate filter. Australian cars won’t get those powertrains, because our fuel has too much sulphur in it, and the petrol particulate filters aren’t able to digest it. So, we could get older, lower-tech engines, and can theoretically expect higher-than-European-models fuel consumption.

All that said, the way the range is structured in Europe suggests we will see a line-up along these lines:

It’s expected the base model version in the A1 line-up (30 TFSI) will be sold with a 1.0-litre three-cylinder turbo-petrol engine producing 85kW/200Nm. It will have a seven-speed dual-clutch auto transmission. We drove this engine at launch, but it was paired to a six-speed manual, and we won’t be getting that.

Next up the range is the 35 TFSI 1.5-litre turbo four-cylinder with 110kW/250Nm, which is said to offer decent performance - both in terms of acceleration speed (0-100km/h will take less than 8.0 seconds) and fuel use, because it can shut down two cylinders under light loads. Again, it’ll come with a seven-speed dual-clutch auto.

There’ll also be a turbo four-cylinder engine that’ll live up to the angry look of the new A1, with 147kW/320Nm (the 40 TFSI). This is essentially the Audi version of the Polo GTI, and it will have a standard-fit six-speed dual-clutch auto, with a claimed 0-100km/h time of just 6.5sec.

Will there be a second-generation S1? I wouldn’t bet my house on it. All indications we’ve had from Audi suggest there will be no second-generation hot-hatch version, as the first one was expensive to develop and didn’t sell well. That means there’s very slim chance of any model in the A1 line being sold with the brand’s hallowed quattro (all-wheel drive) system.


Audi S18/10

This is where the action is. The S1's tiny body packs a 2.0-litre turbocharged four-cylinder producing 170kW and 370Nm of torque. The S1 will streak to 100km/h in 5.9 seconds thank to the traction aid of quattro all-wheel drive.

Despite a pretty solid hammering during its week with us, including more time than we'd have liked in Sydney traffic, the stop-start function helped deliver a pretty reasonable 10.2L/100km, however that's a long way over claimed 7.1L/100km.

All Audi S1s come with a six-speed manual, so dual-clutch haters can save the whining. The only downside from not having a self-shifter is the ECU can't deliver the boy racer farts, parps and crackles of the other S cars.

Fuel consumption

Audi A17/10

Fuel consumption is said to be as low as 4.8 litres per 100 kilometres for the 1.0-litre three-cylinder 30 TFSI model, but there are no details on the fuel consumption of the 35 TFSI and 40 TFSI versions as yet.


Driving

Audi A18/10

If you’re thinking that you’ll be getting a sportier drive by choosing an Audi A1 over, say, a Mini Cooper, then you’d be wrong.

The A1 comes across as a more convincing attempt at a compact luxury car than an outright fun car, and that’s not necessarily a bad thing.

Over our time in the A1 in Spain, we drove the (predicted) 30 TFSI base model, with its charming and characterful three-cylinder engine, which seemed to fit the bill of being a bit more entertaining to drive than the model above it, the 35 TFSI.

The 1.0-litre had the typical rumble and vibration at lower speeds, and fell victim to turbo lag more than the bigger-capacity four-cylinder engine. But in some ways, that made it feel a little more engaging to drive.

The 1.5-litre was perfectly refined and nice to drive, with enough punch for the vast majority of people’s needs. Its steering was light and a bit lifeless, but the ride comfort (on 17s) was good.

The sportiest version of the mix was easily the 40 TFSI, with its punchy 2.0-litre engine offering zesty acceleration and decent refinement. The shifts were quick and crisp, though it wasn’t quite at the level of a ‘proper’ hot hatch in terms of dynamics. It was fitted with the performance package with bigger brake discs, adjustable dampers, a sound actuator and Audi’s ‘drive select' system (with auto, dynamic, efficiency and individual modes).

There was some torque-steer noticeable under hard acceleration, and because the platform isn’t set up for a more agile chassis (there’s MacPherson front suspension but all models come with a torsion beam rear suspension set-up), it wasn’t a point-to-point weapon. But it’s not really designed for that.

Even so, the steering of the 40 TFSI model was better when dynamic mode was selected, and in general it felt more involving than the rather remote, light tiller action in the other models. The dynamic mode in this car also adjusted the adaptive dampers to feel more tied-down, but - unlike some of my Australian colleagues - I didn’t find the ride to be too hard or harsh.

The sound actuator mightn’t be to all tastes, but I appreciated the wailing warble pumped through the speakers under hard throttle. Oh, and the Bang & Olufsen sound system is really good, too.

The biggest complaint I had with the drive was the amount of noise in the cabin, which pulls the A1 back from pint-sized luxury car into the realm of regular city hatches. On coarse-chip road surfaces the tyre roar was annoyingly loud, and there was some wind noise at 110km/h from around the A-pillar area, too.


Audi S18/10

If you're buying the S1 as a comfortable urban runabout with a cool badge, you're half right. While the seating for front passengers is certainly supportive, the hard suspension tune will ensure you're well aware of road surface imperfections.

Thankfully, what it missed out on in the ride department it makes up for in every other way - the S1 is a rocket. The 2.0-litre turbo jammed under the bonnet has almost no lag and is paired with a slick six-speed manual that is terrific fun to manhandle through the gears.

The way the S1 picks up speed when it's on boost is addictive and licence-endangering. A flattened accelerator in second or third will obliterate just about anything this side of $100,000 and you'll be having more fun in this than big brother S3 because the chassis is more adjustable and there's a bit more life.

You can hear the turbo sing to accompany the bassy exhaust growl. Hit the massive brakes hard and the car remains stable even over rutted roads. Turning the wheel brings almost-instant turn-in, mashing the throttle again a fun little wriggle. It's superb.

You'll have to be a bit patient with the throttle to get the wriggle, though - give it too much too early and it will want to push wide, the quattro system shuffling power around to try and quell understeer while the electronic diff fiddles with the braking system to do the same thing. It gets there in the end, but you're better off meting out the power with your right foot for maximum rewards.

It's tremendous fun point-to-point on a twisty road - despite being a bit heavy for its size (1415kg), it's as chuckable as the next best thing, the Fiesta ST.

Safety

Audi A18/10

There’s a very strong chance the Audi A1 will achieve the maximum five-star crash test safety rating from Euro NCAP and ANCAP. It hasn’t been tested yet, but it has all the right gear to manage the feat.

Standard equipment includes ‘Audi pre sense front’, a radar-based auto-emergency-braking system with pedestrian and cyclist detection, which can also pre-tension the front seatbelts, wind up the windows and flash the hazard lights if it thinks impact is unavoidable.

There’s a standard lane-keep-assistance system (above 65km/h) and a speed limiter for the cruise control.

Other tech available includes adaptive cruise control (0-200km/h for auto models), and finally - after nearly nine years of not having one - all models will be sold with a standard-fit reverse camera in addition to parking sensors.

Some models will be offered with front parking sensors and side sensors, along with a semi-autonomous parking system that can perform parallel and perpendicular parking moves. Not a confident parker at all? Worried about nudging bumpers? The system can even exit a parallel spot for you.

It doesn’t appear that Audi will offer blind-spot monitoring, nor is there a rear cross-traffic alert system - but models fitted with radar cruise control will get front cross-traffic alert, which is super handy in tight city streets.


Audi S17/10

Six airbags, stability and traction control, ABS, brake assist and distribution all add up to a five star ANCAP rating.

Ownership

Audi A17/10

If nothing changes between the international launch drive and the local launch of the new Audi A1 in the second quarter of 2019, it will be covered by a three-year/unlimited kilometre warranty, which is okay, but mainstream brands could offer more appeal to city-car customers - some offer up to seven years warranty...

Audi will offer a reasonably priced service pack that can be bundled into your finance. It will include required maintenance every 12 months/15,000km, and you can bank on it adding about $1500 to the purchase price for a three-year/45,000km plan.