Audi A3 VS Hyundai Ioniq
- Sedan styling looks superb
- Quattro all-wheel drive on highest grade
- AEB on all grades
- Plain standard interior
- Limited rear legroom
- Low on standard features
- Zero tailpipe emissions
- Tight rear headroom
- Vanilla drive
Audi’s A3 is one of the most affordable ways into this prestige German brand. But like some amusement park mirror maze you’ll find with so many A3 variations there are numerous, seemingly identical ways into the model.
Which one do you choose? There’s a sedan, a hatch, and a convertible with four different engines, not to mention front- or all-wheel drive.
That’s why this range review is here – to guide you through the A3 hall of mirrors, and identify the right model for you.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Hats off to Hyundai Australia for offering a mainstream model covering the gamete of petrol-electric hybrid and full zero (tailpipe) emissions powertrain options. Power walking the walk while other new car brands are still just talking the EV talk.
Then, because Australia was late to the Ioniq party, what felt like five minutes later (actually 12 months) a new and improved version took its place.
With revised design inside and out, upgraded tech, and a bigger battery, this Electric model is pricier, but even at around $50K remains at the affordable end of the expanding EV market.
So, still not cheap, but within the bounds of possibility for a family willing and able to pay extra to reduce its carbon footprint and leave fossil fuels behind.
We spent a week in the top-spec Premium model to experience electric mobility Hyundai Ioniq style.
The Audi A3 is now five years into this current generation and it’s beginning to show its age in terms of tech and styling in the cabin, despite updates adding new equipment. It’s expensive compared to most small cars but is spot-on for a prestige vehicle.
The Sedan is, in my view, the best looking small sedan on the planet and offers the biggest boot space in the A3 range. The Sportback, however, is arguably more practical, with better legroom, headroom and cargo carrying ability (with the rear seats down). The Cabriolet has the same perfect proportions as the sedan, but like all good convertibles doesn’t make practicality a priority.
The sweet spot of the range would have to be the Sportback 2.0 TFSI quattro S Line with its $50,000 list price making it the most affordable but most 'specced up' A3 in the entire range.
You have $50,000. Do you buy an entry-grade Audi A3 Cabriolet, a 2.0 TFSI Sport Sedan or a Volkswagen Golf R? Tell us what you think in the comments below.
In the Ioniq Electric Premium, Hyundai has put together an impressive small hatch EV. Expensive by conventional standards, it’s one of the more affordable electric vehicles on the market. Comfortable, quick, well equipped, and practical it’s bringing zero tailpipe emissions closer to the masses.
The A3 comes in three body styles: a five-door hatch, which Audi calls the Sportback; the four-door Sedan, and a two-door convertible which it refers to as the Cabriolet. It may not surprise you to learn they're all different sizes, too.
The Sportback doesn’t look like the shortest of the three but at 4313mm end-to-end it’s 145mm shy of the Sedan and 110mm shorter than the Cabriolet. But those exterior dimensions don’t tell the whole story on interior space. So, which one is more practical? We’ll get to that.
But first, the looks. The Sportback has a wagon-like appearance with its large (for a hatch) rear quarter windows. If you think it looks longer than a regular hatchback, you’re right: a Volkswagen Golf is 50mm shorter even though it shares the same platform as the A3.
However, unlike the Golf, there’s something about the Sportback’s proportions which doesn’t seem balanced.
Then there’s the A3 sedan. Now this is a perfectly proportioned car. Looking like a miniature version of the A8 limo, the A3 is one of the only tiny sedans on the planet that looks fantastic.
The Cabriolet is based on the Sedan, and it too looks beautifully proportioned. Soft tops, when they’re up, never do much for a car’s profile. Be it a Bentley or an A3, they always look better down. When the roof is down the A3 appears lower, sleeker, and tougher.
While all A3’s have the same grille and headlight design the rear treatment of the Sedan and Cabriolet is more refined with their blade-like tail-lights and boot lid lip, than the Sportback, even if it does have a roof-top spoiler.
Interiors are identical across each A3 grade, the cabin benefiting from excellent fit and finish and the use of high-quality materials. But if you like bling-tastic cockpits, maybe you should be looking at a Benz A-Class because even the fanciest A3 money can buy, the RS3, comes with a small display screen and a rather low-key interior design.
As for rivals, the new A-Class (which I’ve just reviewed) is a glitzy competitor in hatch form, with a soon-to-arrive sedan going head-to-head with the little Audi as well.
The updated Ioniq has been given a visual tszuj, but key external dimensions are unchanged. The sloping, fastback profile is the same, the nose now sporting a satin grey grille insert with active shutters either side of the centre logo. The aim is to provide extra cooling to the motor when required, maintaining the best possible aero profile at other times.
LED daytime running lights are integrated into angular nose vents designed to create a wind-cheating ‘air curtain’ around the front wheels, and the 16-inch alloy rims have been “aerodynamically sculpted” to further optimise the car’s aerodynamics.
Combination LED tail-lights add some extra drama at the rear, with the bumper now featuring a matt grey insert to match the nose treatment.
Inside, the dashboard is all new with a 10.25-inch tablet-style media screen taking centre stage. The climate control set-up has also been refreshed (with capacitive touch controls replacing buttons), sleek piano black finishes neatly integrating the two areas, and the Premium grade’s ‘leather-appointed’ seats look quality and feel good.
In terms of other materials used, there are sugar-cane bi-products (25 per cent of the raw materials used in the soft-touch door trim panels), and recycled plastic, powdered wood and volcanic stone (10 per cent of plastics on other interior surfaces). Bio-fabrics (20 per cent sugar-cane bi-products) are used in the headliner and carpet.
An interesting design tweak under the hood is the styling effort applied to the electric motor to make it look more like a conventional engine. The motor’s relatively small size is neatly camouflaged by a carefully chiselled and profiled plastic shroud placed over the top of it to cover the empty spaces below and give the impression of a longitudinally installed engine.
The Sportback and Sedan have five seats, while the Cabriolet has four. Leg and headroom in the back row for all body styles is limited. The Sportback will give you the most rear legroom, while the sedan has a few millimetres more space for your knees than the Cabriolet.
At 191cm tall I can sit behind my driving position in the Sportback with a pinkie finger’s space, while my knees brush the seatback in the Sedan, and the Cabriolet won’t accommodate my long legs back there at all.
Rear headroom in the Sportback isn’t bad with enough room for my big head to clear the ceiling thanks to that tall(-ish) flat roofline while the sedan is a tighter fit but I just make it under. The Cabriolet’s low fabric roof means only small adults or kids will be able to sit up straight back there – unless the top is down and then you have literally unlimited headroom.
Boot space varies obviously depending on the body style. The Sedan has biggest cargo capacity with 425 litres, the Sportback offers up 340 litres, but fold those rear seats down and you have 1180 litres at your disposal, plus a bigger aperture to fit stuff in. The Cabriolet’s folding roof eats into the boot space, but you’re still left with 320 litres even when it’s down.
The folding roof is automatic and can be raised or lowered at up to 50km/h, but it’s slow - I’ve timed it and it takes about 20 seconds to open or shut.
Storage throughout the cabin is limited, too. There are two cupholders up front in all cars, while the Cabriolet is the only A3 to have two cupholders in the back (they’re between the rear seats). If you want cupholders in the rear of the Sedan and Sportback you’ll have to option the $450 fold-down armrest which houses them.
All grades above the 1.0 TFSI come with storage nets in the seatback and front passenger footwell, 12-volt sockets in the rear centre console and boot, plus cargo nets back there, too. There’s a USB jack in the centre console of all A3s.
There’s plenty of room up front with storage options including a surprisingly generous glove box, and a decent centre armrest/storage box with a USB-A power outlet lurking inside. Lengthy pockets in the doors incorporate a large recessed bottle section.
Dual cupholders sit next to the gearshift with a Qi wireless charging bay ahead of them, while a loose items tray in front of that features two 12-volt sockets and a USB-A connection/charging port to access standard Apple CarPlay and Android Auto connectivity. There’s also a retractable sunglass compartment in the overhead console.
Those in the back aren’t forgotten with a fold-down centre armrest incorporating a pair of cupholders, a map pocket on the back of the front passenger seat (only), and smaller door pockets will accommodate smaller bottles.
Adjustable air vents at the back of the front centre console are always welcome, but not so thrilling is the swoopy turret’s impact on rear headroom.
Sitting behind the driver’s seat set for my 183cm height I enjoyed adequate legroom, but in a normal position my noggin was in solid contact with the headliner; an issue exacerbated by the standard tilt and slide glass sunroof’s 25mm downward intrusion.
With the 60/40 split-folding rear seat upright cargo volume is 357 litres (VDA) to the top of the seats, and 462 litres to the roof. Although that’s around 20 per cent less than the Ioniq Hybrid, it’s still not too shabby, and enough to swallow our three-piece hard suitcase set (35, 68 and 105 litres), or the jumbo size CarsGuide pram. Once you’ve dropped the back seat, space opens up to a substantial 1417 litres.
Four tie-down hooks and a luggage net are included, and there’s a handy recess behind the driver’s side wheel tub.
Don’t bother looking for a spare of any description, a repair and inflate ‘tyre mobility kit’ is your only option, and forget about hooking up the boat or van, the Ioniq is a no-tow zone.
Price and features
The A3 isn’t great value for a small car, generally speaking, because while you are getting a high-quality prestige vehicle, it doesn’t come with a mountain of equipment that you might find on a more affordable little hatch or sedan.
Look at it this way: take $40 into a fish and chip shop and you’ll walk out with your arms full of food, take the same amount into a Michelin-starred restaurant and you’ll be lucky to get an entrée. Same with buying a prestige car – and the A3 really is a starter on the Audi menu.
Coming standard on the entry-grade $36,200 1.0 TFSI Sportback are xenon headlights with LED running lights, cloth upholstery, dual-zone climate control, a 7.0-inch touchscreen with sat nav, reversing camera, multimedia system with voice control, eight-speaker stereo, Bluetooth connectivity, CD player, front and rear parking sensors, rear view camera and 16-inch alloy wheels.
Only the Sportback comes in this 1.0 TFSI grade. The rest of the body styles start with the 1.4 TFSI ($40,300 for the Sportback; $41,900 for Sedan; $49,400 for Cabriolet) which comes with the 1.0 TFSI’s equipment but swaps the cloth seats for leather upholstery and adds paddles shifters, aluminium-look interior elements and 17-inch alloy wheels.
Stepping up to the 2.0 TFSI Sport ($46,400 for Sportback; $48,000 for Sedan; $55,500 for the Cabriolet) adds leather sports front seats, aluminium door sills, Apple CarPlay and Android Auto, and 17-inch alloys with a different design.
The 2.0 TFSI quattro S line ($50,000 for the Sportback; $51,600 for Sedan and $59,100 for the Cabriolet) brings in lowered sports suspension, 18-inch alloys and LED headlights.
Each grade also attains more safety equipment, which we’ll cover further on.
I’ve also reviewed Mercedes-Benz’s new A200, which is a good model comparison for the A3. At a list price of $48,200 the 1.3-litre four-cylinder A200 is pricier than the 1.4 TFSI, but offers better value than the A3 2.0TFSI with more equipment, including two 10.25-inch display screens.
As for paint colours, only 'Brilliant Black' and 'Ibis White' won't cost you a cent more. Optional colours include 'Cosmos Blue', 'Tango Red' and 'Monsoon Grey'.
A recommended retail price of $52,490 is lots for a small hatchback in this market. To put that number in perspective a top-spec Mazda3 G25 GT Astina auto hatch is $38,040, and the flagship Toyota Corolla ZR Hybrid, complete with two-tone paint option is $34,085.
That said, Nissan’s zero emissions Leaf hatch sits at $49,990, the diminutive Renault Zoe hatch is $49,490, and the Tesla Model 3 starts at $67,000, running all the way up to $85,900. Even Hyundai’s own Kona Electric compact SUV lists at $59,990 for the Elite, and no less than $64,490 for the top-shelf Highlander.
So, the ‘normal’ take on value-for-money doesn’t sit at the core of the Ioniq Electric proposition, unless the value you’re looking for is environmental superpowers.
But the Ioniq Electric Premium grade doesn’t skimp on standard features, the equipment list including, alloy wheels, smart cruise control (with stop/go), rain-sensing wipers, keyless entry and start, the 10.25-inch media touchscreen managing an eight-speaker Infinity audio system (with external amplifier, digital radio, Apple CarPlay and Android Auto, Bluetooth device connectivity, and sat nav with live traffic updates), climate control, heated and ventilated front seats, leather-appointed steering wheel (heated) and seats (driver’s 10-way power-adjustable with memory), a tilt and slide glass sunroof, 7.0-inch digital colour instrument display, alloy pedal covers, LED headlights (auto), DRLs and tail-lights, dashboard ambient lighting, and reversing camera (with parking guidance).
Add in the substantial suite of standard active and passive safety tech (covered in the Safety section), and the big price gap to similarly sized, conventionally-powered hatches may just be one you’re willing to stretch across.
Engine & trans
Now on to the engines. Yes, I’m doing this in what may seem a strange order, but trust me, it’s to guide you safely through the A3 range without anybody getting lost. We don’t leave anybody behind here, not on my watch.
The grades indicate the engines in the A3 line-up – the higher the grade, the more powerful the engine. So, the range starts with the 1.0 TFSI which has a 85kW/200Nm 1.0-litre three-cylinder engine, and steps up to the 1.4 TFSI which has a 110kW/250Nm 1.4-litre four-cylinder with cylinder on demand (COD) letting it run on two cylinders when not under load). Both are front-wheel drive (FWD) cars.
Next rung up is the 2.0 TFSI Sport and that has a 2.0-litre four making 140kW/320Nm with drive going to the front wheels. The top of the range is the 2.0 TFSI quattro S line which has the same engine but is all-wheel drive (AWD).
Those are all turbo-petrol engines – yes, no diesels and no manual gearbox option either. All have a seven-speed dual-clutch automatics shifting the gears.
If you’re after something more hardcore in the same package, there are two halo ‘models’ that sit above the A3 range: the S3 with a 213kW/380Nm 2.0-litre turbo-petrol four and the RS3 with its 2.5-litre five-cylinder turbo-petrol making 294kW/480Nm.
This Ioniq gives the internal combustion engine the flick, with a 100kW/295Nm permanent-magnet AC synchronous electric motor residing under its bonnet.
An AC synchronous motor features a rotor producing a constant magnetic field, with a stator outside it generating a revolving magnetic field. The stator is ‘excited’ by an AC current supply, which produces a revolving magnetic field rotating at synchronous speed. Got it?
Management of the frequency of the electrical current means the speed of the motor can be accurately controlled, with the parallel benefit of synchronous motors producing constant speed irrespective of load.
Drive goes to the front wheels via a single-speed reduction gear auto transmission.
Fuel usage depends on the engine and body style, with weights varying across the range. The most fuel-efficient engine is the 1.0-litre which is only offered on the Sportback, and Audi says over a combination of urban and open roads you should see it use 4.8L/100km.
The 1.4 TFSI Sportback uses 5.0L/100km, while the Sedan uses 4.9L/100km, but the heavier Cabriolet drinks more at 5.1L/100km.
My most recent A3 test car was a 1.4 TFSI Sportback and the trip computer reported 7.6L/100km over a mix of city and country kays - not bad.
The 2.0 TFSI Sport Sportback uses 5.9L/100km, the Sedan needs 5.8L/100km, the Cabriolet a bit more at 6.0L/100km.
The 2.0 TFSI quattro S Line Sportback uses 6.2L/100km, while the Sedan will go through 6.1L/100km and the Cabriolet again is highest with 6.4L/100km.
That raises the question of how much more does the Cabriolet weigh? About 170kg more than the Sedan and Sportback thanks to the extra reinforcement needed to strengthen the body to compensate for the rigidity it loses by not having a fixed metal roof.
Rather than litres per 100km (L/100km) it’s likely we’ll all become increasingly familiar with alternate measures of a vehicle’s energy efficiency, and it feels like it’s taking a while for the world to agree on a standard measure.
According to the Australian standard combined (ADR 81/02 - urban, extra-urban) cycle, the Ioniq Electric uses 117 watt hours per kilometre (Wh/km).
Which you’ll also see expressed as 15.7 kilowatt hours per 100km (kWh/100km) and 6.4 km per kilowatt hour (km/kWh). Get it together, people!
Anyway, over around 200km of city, suburban, and highway running we saw a dash-indicated average of 8.0km/kWh. Go crazy if you’d like to convert it to another format.
Quoted range is 373km according to the Australian standard, and 311km in line with the European WLTP (Worldwide Harmonised Light Vehicle Test Procedure) protocol, the latter widely regarded as more ‘real world’ accurate.
The battery is a 38.3kW Lithium-ion Polymer unit with a charging capacity of 100kW when using a DC fast charger. Enough to deliver an 80 percent charge in 57 minutes using a 50kW charger, and 54 minutes when connected to a full-fat 100kW charger.
Plug into a 240-volt AC socket and you’re looking at around six hours for a full charge. A perfect opportunity to use overnight, off-peak energy.
I’ve driven all A3 variants from the 1.0 TFSI to the 2.0 TFSI quattro S Line, plus the S3 and RS3, but most recently I tested the 1.4 TFSI Sportback, which I’ll focus on here.
Our car was fitted with two optional packages – the 'Style Package' which adds LED headlights, 18-inch alloys and sports suspension, and the 'Technik Package' which brings a virtual instrument cluster, an 8.3-inch display and sports steering wheel.
Those larger 18-inch alloys wearing low profile 225/40 Hankook Ventus S1 Evo2 tyres look great, but like thin-soled shoes you’ll feel every imperfection on the road giving a harsher texture to the ride, plus they can be noisy on course-chip bitumen.
I’d stick to the standard 16-inch wheels. Sure, they don’t look as racy, but the ride from those, on 55 profile tyres, is a lot more cushioned.
Despite that grittier feel from the tyres the sports suspension is excellent and manages to soften bigger bumps well. Handling is good too, thanks to that suspension keeping the body well controlled.
Good visibility, steering that’s light but offers decent feel, and a comfortable seating position make the A4 pleasant to pilot, but not hugely engaging. If you're after more of a driver’s car, the S3 and RS3 will deliver – trust me.
Acceleration isn’t bad from the 1.4-litre, with 0-100km/h claimed to be 8.2 seconds. That dual-clutch transmission is a quick shifter and smooth even in bumper-to-bumper traffic, but only if you turn off the stop-start engine system (jerky and hard to tolerate).
I’m also not a fan of the way the stop-start system switches the engine off as you coast to a stop at traffic lights and intersections. For me, that borders on a safety issue, particularly when needing to turn on an amber only to find you momentarily lack steering or power.
As mentioned in the engine/transmission section, the 1.4 TFSI Sportback is a FWD car. Put it on a steep hill, as I did on our test incline, and even in dry conditions it’ll lose traction under hard acceleration. Traction control reins the slippage in, but AWD 'quattro' cars won’t struggle for traction in the same circumstances.
Like all Hyundai’s sold in Australia, the Ioniq’s suspension (MacPherson strut front / torsion beam rear) has been tuned for local conditions, and the Electric Premium rides beautifully. The seats are comfy and the car is quiet… not just because an electric motor provides the propulsion.
Despite this small car’s chunky 1575kg kerb weight it feels well buttoned down, soaking up small bumps and even bigger surface imperfections with ease.
The electrically-assisted steering points nicely with reasonable road feel, but we are not in sports car territory here. The overall driving experience is vanilla, with the only hint of exotic flavour following a press of the ‘Sport’ button.
Four drive modes - Normal, Eco, Eco+, Sport – are offered. Normal is just that, Eco is less than that, and emotionally, you’ve really got to be in full planet-saving mode to put up with the new Eco+ setting.
It optimises range by setting a 90km/h speed limit, switching off the air con, heating and fans, dialing the regenerative braking up to maximum, and sucking out your will to live.
The paddle shifters are entertaining, though. In everything but Sport mode they progressively increase (left paddle) or release (right paddle) the level of regen braking applied.
Challenge yourself to a game of ‘How little can I use the brake pedal’ for hours of fun. Pull and hold the left paddle to stop altogether without touching the brake pedal.
Switch to Sport and the same paddles control the transmission, using pre-set steps to mimic individual gear ratios.
All 295Nm of torque is available from step-off and if you experience a rush of blood and pin the throttle expect 0-100km/h to come up in around 10.0sec. The most urgent thrust is up to around 50km/h, acceleration softening off a bit from there.
If the regen braking game becomes tedious, the conventional stoppers are vented 280mm disc at the front and solid 284mm discs on the rear, which is the same as the Hybrid and Plug-in hybrid variants.
The A3 has a maximum five-star ANCAP rating from its 2013 crash test, which applies to the Sportback, Sedan and Cabriolet.
While the Sedan and Sportback have seven airbags, the Cabriolet has just five, missing out on the head-level curtain bags.
The amount of advanced safety equipment increases as you step up through the grades, but AEB is standard across the range. Lane keeping assistance, blind spot warning and rear cross traffic alert becomes standard from the 2.0 TFSI Sport upwards, while the lower grades can attain these with the optional $1500 'Assistance Package'.
For child seats there are two ISOFIX mounts and two top tether anchor points across the back seats in the Sedan, Sportback and Cabriolet.
The Hyundai Ioniq picked up a maximum five-star ANCAP rating when it was assessed in October, 2018, and the Electric Premium is equipped with an impressive array of active and passive safety tech, with ‘expected’ crash prevention features such as ABS, brake assist, EBD, as well as traction and stability controls present and accounted for.
On top of that, this top-spec model is fitted with ‘Hill-start Assist Control’, ‘Blind-Spot Collision Warning’, ‘Driver Attention Warning’, ‘Forward Collision-Avoidance Assist’ (city/urban/interurban/pedestrian) which is Hyundai-speak for AEB, ‘High Beam Assist’, ‘Lane Following Assist’, ‘Lane Keeping Assist – Line’, ‘Rear Cross-Traffic Collision Warning’ and ‘Smart Cruise Control with Stop & Go.’
But wait, there’s more, including ‘Emergency Stop Signal’, ‘Parking Distance Warning’ (front and rear with four sensors at each end and a guidance display), ‘Rear View Monitor with Parking Guidance’, and a tyre pressure monitoring system.’
If, despite all of the above, a crash is unavoidable the passive safety roster includes seven airbags (driver and front passenger head and thorax bags, driver’s knee, and side curtain airbags covering both rows of seats).
There are three top tether points for securing baby capsules/child restraints across the rear seat, with ISOFIX anchors on the two rear outboard positions.
Hyundai’s ‘iCare’ ownership program kicks off with a five-year/unlimited km warranty, with 12 months roadside assist and a (complimentary) 1500km first service included.
The Ioniq battery warranty extends for eight years/160,000km. There’s also a dedicated Hyundai Customer Care Centre, and the 'myHyundai' owner website.
A ‘Lifetime Service Plan’ is available with recommended service intervals set at 12 months/15,000km. Service cost for the first five years for the Electric is $160 each and every year.
Continue to service the car with an authorised Hyundai dealer and you’ll receive a 10-year sat nav update plan and a roadside support plan for up to 10 years.