Audi A1 vs Tesla Model Y

What's the difference?

If you’re eager for a sporty compact hatchback with premium design and luxury car badges, the Audi A1 40 TFSI is a very, very strong contender. It’s fast, fun, and functional for a little hatchback. It’s just very expensive, and for most people the $10K cheaper 35 TFSI model will tick most of the boxes. I’d recommend you drive it before signing on for the top-spec model.

Tesla promised wholesale improvements to the Model Y, and this Juniper update delivers where it counts. But with increased, and sometimes cheaper, competition arriving every day, the pressure remains on Tesla to keep the Model Y ahead of the pack.

I don’t think I’ve seen a better transformation between generations than the current A1. In its previous guise it was bubbly and cute, but now it’s an angular brute.

This version’s S line sports body kit and funky 18-inch alloy wheels certainly help in that regard, but even the standard lighting signatures - LEDs front and rear - make it stand out as anything but a cutie pie city car.

The good news is that it hasn’t grown too much, either. Sure, it is a bit bigger, measuring 4029mm (on a 2563mm wheelbase), 1740mm wide and 1409mm tall. The last one was smaller (3973mm long on a 2469mm wheelbase, 1746mm wide and 1422mm tall), but this one isn’t elephantine in its proportions and so remains simple to park and squeezy enough to be considered a Light Car by industry standards.

And there are some really, really playful colours available. Like this Turbo Blue (which is only for this spec), and Python Yellow. There’s also black, green, red, three different greys, and two whites. The only issue is that flat white (Cortina White) is the only no-cost paint option. The rest will set out back $490 (for Tioman Green or the blue you see here) or $990 (for the rest). 

And then you can option the paint with a black roof, for $1380 combined with blue or green, or $1880 in all the other colours. The black exterior styling pack adds black highlights around the grille and on the front and rear bumpers. Those little Audi four-ring stickers on the rear doors are standard on this spec.

But to be honest, it stands out no matter what colour you choose, and that’s enough to get people’s heads turning on the street. And the interior design? Well, it has some good and bad points. See the interior pictures below to make up your own mind. 

We’re not talking massive changes here – more a modernising of the Model Y offering that doesn’t really change the shape or dimensions. 

The most noticeable changes outside are the front and rear light bars, spanning the width of both the bonnet and the boot. They’re a nice touch, and seriously soften what many (including me) consider the worst angles of the Model Y. There are also new headlights, a refreshed front bumper and a new look for the alloy wheels.

Inside, it is the absolute definition of pared-back minimalism. In fact, some could argue it’s gone a little bit too far.

There are no physical buttons anywhere but on the steering wheel, and there's just the one stalk, which has the sole function of operating the indicators. Everything else - mirrors, windscreen wipers, headlights etc - are accessed either through the steering wheel, or through the central screen.

And that includes the gear selector, which is now a swipe-down-for-reverse, swipe-up-for-drive function on the central screen. You might love that, but I don't. I'm sure I'd get more used to it, but initially it did nothing but slow down how quickly I could get the car moving.

Helpfully, the central screen is big and very easy use, and logging into Spotify and Apple CarPlay does largely negate the missing phone mirroring – though if the function exists, I couldn't get it to read my incoming texts to me.

Our test car's cabin was black but highlighted with quality-feeling fabric panels in the doors and on the dash, which are then framed by a metallic-feeling mesh, helping the Model Y's cabin feel definitely elevated from the vehicles that came before it.

There are elements of the A1’s cabin design that are tremendous. And other bits that are not so tremendous. 

The bad bits include the fact you’re paying about $50,000 on the road for a car that has hard plastic just about everywhere the eye can see.

The good bits are that the textured plastics on the dash are beautiful, and so are the designed elements on the doors. I love the door handles, I love the metallic finish, I love the layout and I love the way it makes you forget that you’re in a luxury-branded car with hard plastic all around you.

The media screen and digital dashboard help, too - it feels technical and premium in the driver’s seat as a result. The graphics are crisp and clear, the menus are mostly easy to navigate, but I had some issues getting Apple CarPlay to work. It has wireless CarPlay, and I had it plugged in, so perhaps that was confusing things.

But the Audi media system also includes Audi Connect in this spec, meaning there are realtime map, traffic and hazard updates, plus a Wi-Fi hotspot, fuel prices, parking, weather and Google maps and services. It’s high-tech, and if that’s what you like, this is definitely going to please you more than a Mini Cooper.

Practicality is good, with bottle holders in all four doors, cup holders between the front seats and a covered centre console and wireless charging bay in front of the shifter. In the back, storage is sparse: aside from the door pockets, there’s nothing - no cup holders, no map pockets. 

There is enough space for four adults in the A1, so if you plan to take your mates to brunch or if you’ve got young kids, you should be comfortable enough in here.

I had the driver’s seat set for my own height (182cm) and I was able to slide in to the rear seat without much fuss at all, with adequate knee and toe room, and decent headroom too. Try and fit three across the back and it’ll be uncomfortable, unless those three are very slim. 

There are dual ISOFIX child-seat anchor points and three top-tether points, and the seat structure is pretty flat, making fitment of these types of seats simple enough.

The boot capacity is good for a car of this size at 335 litres, which is a solid 20 per cent bigger than before. You won’t find a spare under the boot floor, though, as all A1s have an inflator kit. The back seats fold down to allow 1090L of cargo capacity, but there’s a ledge you have to contend with if you’re trying to load larger items in. Maybe skip the IKEA trips in this one, then. 

The new Model Y stretches 4792mm long, 1982mm wide and 1624mm tall, and the practicality perks of the outgoing model still shine strongly in this new version.

Climb into the backseat and you’ll find a seriously spacious area, and one that feels even bigger and lighter thanks to the completely flat floor and the glass roof.

Even sitting behind my own 175cm driving position, there was ample knee and headroom, and the addition of the 8.0-inch rear screen, which supports two headphone connections, is a clever touch. Gone are the mind-numbing days of staring out the window on long family road trips. Now, kids get access to YouTube, Netflix and a heap of games.

There are also two USB charge points, and a pull-down divider that separates the comfortable rear seats. The door pockets front and rear are sizeable, and cabin storage abounds, including a hugely deep storage bin that separates the front seats.

Open the boot, and remove the shade, and you'll find another fairly massive storage area, including a deep hidden area under the boot floor. But you won't find a spare tyre – instead Tesla offers a 24-hour call-out service for the life of the warranty, where someone will come and repair or replace your tyre, should you have an issue.

Tesla isn't good at detailing specifics about its vehicles, but says you can expect a total 2138 litres of storage space in the Model Y, presumably with the rear seats folded flat and measured to the ceiling.

So yes, this Model Y RWD is the cheapest way into the Model Y family, listing at $58,900 before on-road costs – exactly $10k cheaper than the Long Range All-Wheel Drive.

That’s a little more than some of its core Chinese rivals, like the XPeng G6 which kicks off at $54,800, and a lot more than vehicles like the Leapmotor C10 and Geely EX5. But you could argue that Tesla has more brand standing than them in Australia, given it has been around for so much longer. 

Tesla has also jacked up the included features for this update, with heating and cooling for the front seats, new 19-inch alloy wheel designs, adaptive LED headlights, and a very cool 8.0-inch rear screen that gives backseat riders access to games, YouTube and Netflix.

Tech up front is handled by a 15.4-inch central screen on which you can connect your Spotify or Apple accounts, but there’s no Apple CarPlay and Android Auto. The system pairs with a nine-speaker stereo, and there’s still the best wireless charging pad in the business below the screen.

This 40 TFSI model is the big humdinger in the range. It has the donk, right?

Yeah, it’s a 2.0-litre four-cylinder turbo-petrol engine, which is a full litre bigger in capacity than the base model car. And it’s the same engine fitted to the Polo GTI - a proper hot hatch!

It doesn’t quite have double the power and torque of the entry-level 30 TFSI model, but it does have solid outputs of 147kW (at 4400-6000rpm) and 320Nm (from 1500-4400rpm). That’s enough to slingshot this A1 from 0-100km/h in a hot-hatch-rivalling 6.5 seconds, according to Audi.

Unlike the lower grades, it runs a six-speed dual-clutch automatic, which it needs because it has so much torque. The 30 and 35 TFSI variants have a seven-speeder. All of them, including this one, are front-wheel drive.

There is no quattro/all-wheel drive A1 this time around, and there won’t be an S1, either. So this is it if you want your kicks in a compact car from the Ingolstadt-based brand.  

Again, Tesla keeps its cards close to its chest on specific outputs, but data we've seen points to this Tesla's rear-mounted electric motor producing 255kW, a smallish increase from the 220kW of the outgoing model.

Tesla says that's enough to produce a sprint to 100km/h time of 5.9 seconds.

Claimed fuel consumption is rated at 6.4 litres per 100 kilometres. You might see close to that on a highway drive, but if you’re primarily city-dwelling like me, then expect higher.

I saw an average of 10.1L/100km during my urban review of the A1 40 TFSI. That was with stop-start engaged the whole time, and the occasional squeeze of the accelerator to test out the claimed acceleration.

Fuel tank size for the A1 is just 40 litres, so if you’re doing what I did with this grade of A1, you can expect to visit the servo every 400km or so.

Again, more cloak and dagger from Tesla here, but most reporting suggests a 75kWh battery is housed beneath the new Model Y.

We do know that our rear-drive Model Y will deliver a claimed 466km driving range on the WLTP cycle.

Charging is capped at a reported 220kW, with the brand suggesting 238km in driving range can be added in 15 minutes when using a 175kW Supercharger. Home AC charging is capped at 11kW.

You shouldn’t be surprised to know that the A1 40 TFSI feels a lot like a Polo GTI to drive. It’s quick, it’s entertaining, it’s refined… it’s just about 50 per cent more expensive.

That mightn’t matter to you or factor into your considerations. I just want to point out that you can get a car that’s just as good to drive as this one, and still with a premium German brand attached to it, for a lot less.

The A1 does have it’s own spunk, though. It has a more masculine character, more aggressive styling, and more delightful interior design.

But it also has steering that is predictable and easy to judge, helping it feel nimble and grippy. From tight twisty roads to roundabouts, you’re going to be having fun in the A1 if you’re tooling around town. 

It feels planted and grippy - aside from some front-wheel spin during take-offs if the tyres are cold - and you might notice the suspension can be a touch noisy as it pitter-patters over inconsistencies in the road surface, but the ride is firm yet controlled, offering enough comfort over potholed city roads and speed humps for this tester. And there are several of each of those obstacles on my daily drive to work.

The engine is a sweetheart, offering brilliant linearity to its power delivery. It pulls hard from low in the rev range, meaning you’ll be able to zip through traffic without much hassle at all. The powertrain is super responsive to inputs at speed, especially if you put it in Dynamic mode, which also allows you to hear some pops and crackles from the exhaust system. 

That said, there is some vibration, shuddering and hesitation at low speeds, which is a combination of the stop-start system kicking in and out, a small amount of turbo-lag from the engine and some shuffling behind the scenes from the dual-clutch transmission. You might find the lurchy nature of the first-gear take-offs to be a bit hard to get used to, especially if you spend a lot of time in bumper-to-bumper traffic. 

While this is an Urban Guide review focused on city driving, I thoroughly recommend you find a quiet stretch of twisty road outside the city limits. You won't be disappointed.

Reviewing a Tesla Model Y at the moment is no mean feat. The company's very public figurehead is fighting for a front-row grid position in the battle for world's most unlikeable human at the moment.

But anyway, journalist hat on, personal views aside, Tesla has done a good job with the new Model Y. I actually didn't much like the outgoing model – the ride was too harsh, the steering too darty and the cabin too austere – but Tesla has comprehensively overhauled each of those drawbacks to create a car that is genuinely much better than it has ever been before.

Let's start with the cabin. It's still austere, but the quality feels higher and more premium, and while I'll die on a hill of the screen-controlled drive selector being a bad idea, it is otherwise now a nice place to spend time. The screen and the software powering it largely replace the perks of Apple CarPlay, and the addition of the rear screen is a very good one, too.

But the biggest improvements are in the way the Model Y drives. It's far more compliant on Sydney roads, while the steering sensitivity has been dialled back so it doesn't feel as though you're constantly making corrections.

I also like the power delivery in the RWD. It's not lightning fast, but the grunt is constant and feels really instantaneous and usable.

It's no sports car, though. Our test car took in some of the windiest roads in greater Sydney and beyond, and while the body roll and composure feels on point, the Model Y does struggle with really sharp cornering. The aggressive traction control was a constant passenger on the really challenging stuff.

Overall, the improvements are good, and very noticeable.

This Tesla Model Y wears the same five-star ANCAP safety rating as its predecessor, awarded back in 2022.

Everything you expect is present and accounted for, including seven airbags, auto emergency braking (AEB), lane departure warning and assist (the latter being a little too panicky for my tastes) and cameras front and rear.

Special mention for the brand's semi-autonomous functionality, which – while not perfect – is among the best I've experienced. On the highway, it will stay in the centre of its lane, rather than the bumper-bowling-style swaying that some systems serve up, and change lanes for you when you indicate.

While the VW Polo GTI that this spec of A1 shares plenty with is backed by a five-year/unlimited kilometre warranty plan, the Audi-badged compact hatch still has a lesser three-year/unlimited kay cover. 

The A1 requires servicing every 12 months or 15,000km (just like a Polo), and there’s a pre-pay service pack you can roll into your finance if you so choose.

That service plan covers either three years/45,000km of driving ($1480) or five years/75,000km ($1990). In the case of the five-year plan, Audi is actually better value than the Polo GTI (which costs $2200 for pre-pay). 

Where is the Audi A1 built? You might be surprised to learn the answer is Spain.

Concerned about reliability? Got questions over resale, problems, issues, faults, recalls or something else? Check out our Audi A1 problems page. 

Underwhelming, I'm afraid. A four-year/80,000km warranty might be the worst offered by any mainstream brand in the country. For the record, five-year/unlimited km is now the minimum standard, with many brands far exceeding that.

Servicing intervals are a bit scattered, with the brand instead listing when things need to be done, rather than a traditional schedule.