Audi A3 VS Hyundai Veloster
- 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
- Unique looks
- Grunty 1.6-turbo engine
- Great dynamics
- Small boot
- Only three doors
- 2.0-litre engine lacks grunt
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|
Promise me something. Don’t judge a Hyundai Veloster just by its looks, especially this new generation which has just arrived.
So, what is it, then? If anything it could be the perfect compromise car: a coupe with easier access to the back seats than a two-door, a choice of engines, an affordable entry-point, plus good dynamics and a comfortable ride.
I went to the Australian launch of the new Veloster and here’s what I found out about this much improved second-generation model.
|Engine Type||1.6L turbo|
|Fuel Type||Regular Unleaded Petrol|
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.
The Veloster might not be the perfect family car with its small boot and three doors, but if you are looking for something different and sporty then the Veloster with its great driving dynamics could be the funnest reason not to buy an SUV like everybody else.
The Turbo is the sweet spot in the Veloster range for value - the most bang for you buck, plus plenty of great features.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
Nobody had seen anything quite like the Veloster before the first one arrived in 2012. This ugly-pretty hatch with cranky frog looks made Australia rubber neck.
It arrived just after Hyundai had finished winning over Aussies with small affordable cars with outstanding five-star ANCAP safety scores and it was a case of 'now for something completely different.'
I’m going to put it out there and say the styling was about half-a-decade ahead of the trend because by the time 2017 rolled around brands like Toyota were coming up with pretty similar designs in the form of its C-HR and even more recently Lamborghini’s Urus bears more than a passing resemblance to the Hyundai. Where have you ever seen that written before?
This second-generation Veloster has arrived looking a bit more grown up and serious than the pioneering first-gen, with its longer nose and sleeker head and tail-lights, the latter of which now extend through into the tailgate.
And while it’s not quite as toy-like in its design as the original it’s still fun looking and different with the pumped up wheelarches, central exhaust, a roofline which slopes dramatically down to the oversized rear spoiler and the three-door design – one for the driver, the front passenger and a single entrance to the second row.
Yep, if you didn’t realise it then you should know that from the right-hand side the Veloster looks like a two-door coupe, but from the left it appears to be a four-door. Not even Hyundai can give me a reason why, other than it offers the practicality that a two-door coupe can’t.
All Velosters come with 18-inch alloy wheels but each grade’s rims come in a different design, while the Turbo and Turbo Premium have blacked-out side skirts and a sporty grille with a red-painted lower air-intake.
Each grade of Veloster comes with a different interior package with a black and blue colour scheme with cloth material in the entry-level car; while the Turbo’s cabin is black with red highlights using cloth and leather; and the Turbo premium is similar but with leather upholstery.
That said, there’s way too much hard plastic used on all grades, from the dash to the door sills and that brings the feeling of quality down even if the fit and finish of the cabin is excellent.
At 4240mm long, 1800mm across, and 1399mm tall the Veloster is about 100mm shorter in length than an i30, a little bit wider and not quite as tall, giving it a low and planted stance.
Colours include 'Red Ignite', 'Yellow Thunder Bolt', 'Chalk White', 'Dark Knight', 'Tangerine Comet', 'Phantom Black' and 'Lake Silver'. Frankly a frog-looking car should come in green, but that isn’t offered, neither is blue, grey or purple.
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.
It’s not. Well not very practical anyway, not in the same way a Hyundai i30 is or even a Kona SUV is.
Let’s go straight to the obvious one – the three doors. A door for the driver, one for the front passenger and another on the kerb-side of the car for entry into the two seats in the second row.
Yes, it’s quirky and different, but it’s frustrating for the those who need to climb in from the left-hand side and scoot across a hard plastic tray and cupholders in the centre to sit behind the driver.
To be fair, the aperture of the entry has been widened by 58mm, improving entry and egress and headroom in the second row has been increased, too.
At 191cm tall I can just sit behind my driving position while my hair is brushing the ceiling. Not a place I’d like to be a on a long trip, that’s for sure.
Hyundai argues that the third door provides practicality that a two door doesn’t have, which is true, but that’s like making a T-shirt with one long sleeve and a short one just in case it’s colder than you thought outside. No, it isn’t… but I can’t think of a better analogy right now.
Did you notice that the front doors are different lengths? The driver’s door is long because the B-Pillar on that side is positioned further rearwards than the other side while the passenger door is short. This causes a few issues – the driver’s door is heavy and if you park next to somebody you might have trouble opening it far enough for you to clamber out.
But if you don’t have kids and will only occasionally ferry people around in the back, then the Veloster is far more suitable.
Cabin storage is good with two cupholders in the back, and two up front, along with slim door pockets up front, a large centre console storage bin under the centre armrest and a big hidey hole in front of the shifter.
As for power outlets you’ll find a 12-volt along with two USB ports up front – a media connection and charging-only one.
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'.
There are three grades in the Veloster range with the entry-point simply called Veloster, which lists for $29,490 with a manual gearbox and $31,790 for the automatic transmission.
Above this is the Turbo, which lists for $35,490 for the manual (add $3K for a dual-clutch auto) and at the top of the range is the Turbo Premium for $38,990 in manual guise and, that’s right, three grand extra for the dual-clutch.
The standard equipment list is impressive. Well, it is for the Turbo and Premium, but the entry-grade Veloster still comes with a good safety suite (read about that below) and features such as LED daytime running lights, a 7.0-inch screen with Apple CarPlay and Android Auto, single-zone climate control, sports front seats, leather-clad steering wheel, 18-inch alloy wheels with Michelin Pilot Sport 3 tyres and switchable drive modes if you go for the auto transmission.
The Turbo is the sweet spot in the Veloster range for value coming standard with an 8.0-inch screen with Apple CarPlay and Android Auto, eight-speaker Infinity sound system, proximity unlocking, LED headlights, sat nav, digital performance gauges, digital radio and Michelin Pilot Sport 4 tyres.
The Turbo Premium has all of the Turbo’s features but adds leather upholstery, heated and ventilated seats, power adjustable driver’s seat, head-up display, heated steering wheel, sunroof, and wireless charging for your smartphone. Plus, this grade gives you the option of the two-tone effect with the black roof for $1000. Premium paint on all grades costs $595.
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.
There are two engines in the Veloster range: a 110kW/180Nm 2.0-litre naturally aspirated petrol four cylinder in the entry-grade car; and the 150kW/265Nm 1.6-litre turbo-petrol four in the Turbo and Turbo Premium.
Both engines can be had with a six-speed manual, while the 2.0-litre is also available with a six-speed automatic and the 1.6-litre is offered with a seven-speed dual-clutch auto.
For me, the best combination is the turbo engine with the manual gearbox. For more on what the Veloster is like to drive, skip on down to that section below.
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.
Hyundai says that after a combination of open and urban road driving the 2.0-litre petrol engine with the six-speed manual will use 7.0L/100km, while the six-speed auto will need 7.1L/100km.
In my test drive of the automatic the trip computer was telling me it was using an average of 7.1L/100km but that was mainly country roads.
As for the turbo engine Hyundai says consumption will be 7.3L/100km with the manual gearbox and 6.9L/100km with the dual-clutch. My testing of the DCT car saw the trip computer report 6.8L/100km after motorways and then getting lost in Brisbane’s CBD during peak hour. Not bad at all.
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.
I kicked things off in the base grade Veloster with its 2.0-litre four-cylinder engine and six-speed automatic, then upgraded to the Turbo Premium with the 1.6-turbo and dual-clutch auto, before piloting the mid-range Turbo with the six-speed manual gearbox. It was enough for me to see straight away which I’d want in my driveway.
And ‘yeah-nah’, it wasn’t the base grade Veloster. Not for me, anyway. The frankly superb (for the money) suspension is let down by an engine which can’t offer the performance a car this well set-up deserves.
Still, you get the look, great handling, outstanding steering and a comfortable and composed ride for less money than the rest. So, if ‘extra sporty’ driving doesn’t matter to you, then you will still love the way the entry Veloster feels to pilot.
If you have a little more to spend my recommendation is the middle-of-the-range Turbo with the six-speed manual. This is the bang for your buck winner with that 1.6-litre turbo making 150kW/265Nm at a pretty darn good price.
You’ll find the same engine in the Hyundai i30 N-Line, but the Veloster Turbo with a manual gearbox is 1270kg - 45kg lighter than the i30, giving it a better power-to-weight ratio.
The lightness and all that torque rushing in from 1500rpm, combined with quick and natural steering makes the Veloster Turbo feel so pointable, changing direction almost as quickly as you can think it.
The manual gearbox just ups the engagement factor, with a light clutch pedal and easy ‘flick of the wrist’ shifts.
If you’re going to be commuting in traffic daily then you’d probably be happier with the dual-clutch auto, which reduces the driver-car connection but has its own benefits over the manual.
First, the DCT can shift faster than any human, and second when it moves to a higher gear the burbling exhaust note lets out satisfying deep burps.
The official 0-100km/h acceleration time for the Turbo cars is 7.1sec for the DCT auto, and 7.7sec for the manual.
All Velosters have the same suspension tune and it’s much improved over the previous model. MacPherson struts underpin the front while suspension in the back has been swapped from a torsion beam to multi-link set-up which has improved high-speed and cornering stability, while giving the Veloster a comfortable and composed ride.
Hyundai has done a top job in designing the driving position, too, with a low hip point, supportive seats and plenty of elbow room.
You might be wondering what visibility is like in a car with a mini-tank turret and it’s nowhere near as bad as you might think.
Hyundai has moved the A-pillars back to improve the view, but they are still a bit in the way while looking rearward, your sight obstructed by the chunky C-Pillar and small windows. But use your mirrors and the reversing camera when parking and you’ll be fine.
That brings us to looking at how practical something like the Veloster is…
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.
This new-gen Hyundai Veloster hasn’t been given an ANCAP assessment yet, but it’s likely the rating could be split between a four-star score for the entry grade and a five-star for the Turbo and Turbo premium.
This is because the entry car has AEB but it’s not the pedestrian detecting type which is found on the top two grades and is necessary for a five-star score.
All Velosters have rear parking sensors, but none have front ones.
The LED headlights on the Turbo and Turbo premium are excellent. Keep this in mind if you’re thinking of the base grade and you live in a country area – its full beam headlights are nowhere near as good.
For child seats you’ll find two ISOFIX mounts and two top tether anchor points in the second row.
The new Veloster is covered by Hyundai’s five-year/unlimited kilometre warranty. Servicing is recommended every 15,000km or 12 months for the base grade Veloster and costs $279 for the first two visits followed by $365 for the next then $459 and $279 for the fifth.
The Turbo and Turbo Premium need servicing every 10,000km or 12 months and you’ll pay $299 for the first three visits then $375 and then $299 for the fifth.