Audi A3 VS Toyota Prius
- 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
- Amazing fuel economy
- Roomy interior
- Very, very quiet
- Awkward looks
- Ride/handling compromise
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|
Tree-huggers get a bad rap, especially when they're accused of driving Priuses, a particularly targeted form of abuse inspired by the Malibu movie set. Hollywood types who stepped out of gas-guzzling private jets to tool around humbly in Toyota's trailblazing hybrid used to include dapper chaps like Clooney, Damon and di Caprio.
They must have been pleased when Tesla arrived with bigger, faster, fully electric cars. Sometimes you really need to get to your private jet in a hurry.
And I say they were pleased because driving a Prius forced these folks to consider what life would have been like had they not played that dead body on CSI, before rising through the ranks to owning chunks of a coffee-pod company and marrying lawyers who make speeches at the UN.
The Prius was a run-of-the-mill car that appealed to them only via its new hybrid technology, whicht helped assuage their guilt at burning several tonnes of avgas instead of mixing it with the general public on commercial airlines.
In 2019, Toyota has four hybrids (including a RAV4) with which to attract your attention, and one of those is the 20-year-old Prius. Still odd-looking, still a hybrid, still pretty much the same proposition as that first, nose-diving sedan all those years ago. Its own bretheren are out to consign it to irrelevance. Or is it still worth another look?
|Fuel Type||Hybrid with Premium Unleaded|
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.
Toyota Prius 7.1/10
In 2019, the Prius is a head scratcher. Toyota has the hybrid Corolla on the same TNGA platform but it's a better overall proposition, cheaper and vastly better looking. If you can find one, you can have a hybrid Camry for a similar money.
Committed EV buyers can now buy a fully electric Hyundai Ioniq for a few bucks more. It almost feels like the Prius is hanging on for the fans so it rather has the feeling of an Eagles concert... without the hits.
It's difficult to see why you wouldn't save a significant amount of money and go for a Corolla Hybrid. The ZR I drove last year was $13,000 cheaper than the Prius, and a far more satisfying drive.
With cheaper Korean options hoving into view - and Toyota's own Corolla - is the Prius' day done?
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.
Toyota Prius 6/10
My goodness this is an awkward-looking car. The Prius set the template almost two decades ago and it seemed like any hybrid, no matter where it was from, looked like Toyota's pioneer for a while.
Part of the awkwardness is a result of wind-tunnel styling to maximise the benefit of the hybrid power unit - that high, boxed-off tail makes the Prius slippery, but weird looking. The adventurous shapes of the lights front and rear really don't work (for me, anyway). The tiddly wheels amplify the slabbiness of the sides.
I say tiddly because, as you know, they're just 17-inchers. The base model Prius has a laughable set of 15s bolted on.
You know, just by looking, that this is a Prius and, by extension, a hybrid.
The interior is a bit more contemporary, but littered with cheap Toyota staples like that dodgy LCD clock that used to be in my Mum's Echo. Speaking of the Echo, Toyota has recycled and expanded on the idea of a centrally placed dashboard, all of which is digital but without the inventiveness of a German, or even a Korean car. It works really well, to be fair, but there's not much in it to amuse or delight.
The central touchscreen is nice and close and shows additional information about the hybrid-drive system. The profusion of piano black is a bit passe, though, and picks up dust and fingerprints.
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.
Toyota Prius 8/10
Passenger space in the Prius is excellent for its footprint. Slightly roomier than the Corolla, front and rear passengers have generous head and legroom, although the narrowing hips pinch the shoulders a bit with five aboard. The roofline also abbreviates headroom for anyone over about six feet. The seats are comfortable, though.
Front and rear rows are each treated to two cupholders and bottle holders, for a total of four of each. The front centre console also has a Qi wireless charging pad, as well as a deep bin under the armrest.
Boot space starts at a modest 343 litres to the parcel shelf but if you drop the rear seats, you've got a very generous 1633 litres. The lower-spec Prius has a much smaller boot (297 litres) but does have a spare tyre.
Toyota hasn't certified the Prius with a towing figure.
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'.
Toyota Prius 6/10
The 2019 Prius update is available in two specs - entry level for $36,590 and this i-Tech for a stout $44,050. For that outlay you score 17-inch alloys, a 10-speaker JBL-branded stereo, keyless entry and start, Qi wireless charging pad, auto LED headlights, auto wipers, reversing camera, electric everything (except the tailgate), fake leather trim, climate control, head-up display, sat nav and a tyre-repair kit.
Toyota's worse-than-the-final-season-of-Game-of-Thrones multimedia system soliders on. It's hard to use, terrible to look at and, even with the Kluger-style shortcut buttons, leaves me screaming, alternately, for a hug and for Apple CarPlay/Android Auto.
There's just no excuse for a system this bad in the modern world. Toyota Australia's stubborness is admirable, in a way. The sound is really good, though, and it comes with DAB, which is fine if you can work out how to find the station you want in the confusing user interface.
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.
Toyota Prius 7/10
The 1.8-litre four-cylinder engine produces 72kW and 142Nm. Due to the vagaries of hybrid-power calculations, the combined power output is 90kW, but there is no combined torque figure. It's unlikely - given the 1400kg kerb weight - that it's only 142Nm.
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.
Toyota Prius 9/10
Official figures are always worth a chuckle, but the combined-cycle figure for a hybrid is always an interesting pointer. In the Prius, the ADR figure is 3.4L/100km. My week with the Prius in almost exclusively city driving - its natural habitat - yielded an impressive 4.3L/100km.
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.
Toyota Prius 7/10
Despite rolling on Toyota's TNGA platform, it's not a particularly interesting car to drive. As with the old Prius, there's a fair bit of body roll and not a small amount of dive under heavier braking.
Neither of these are likely to trouble you, as the underpowered nature of the Prius enforces a relaxed pace, much like the hybrid Corolla I drove last year.
The uninspiring combination of modest power outputs and a CVT transmission is a Toyota staple and never fails to set my teeth on edge.
Having said that, the Prius is very quiet and an easy place to spend the commute. Again, the target buyer isn't looking for an excitement machine - fast hybrids are vastly more expensive - this car smashes its KPIs.
Toyota's early progress has been engulfed by its competitors, however. The Prius has all the clicks and whirrs but it's still essentially the same car it always has been - press the accelerator a bit, you get a few metres of near-silent progress, then the engine kicks into life and off you go.
The whacky joystick gear selector features D position and B. Other hybrids and BEVs have what I thought was a similar feature, a separate mode to increase the aggression of the energy harvesting from braking. Not the Prius - B means braking, which you can use on a long downhill run to reduce the strain on the tiny brakes. Switching to B mode induces engine braking by lowering the gear ratio in the CVT.
And, on that point, the Prius pretty much drives like a normal car. Some hybrids use the drag of the generator to assist with braking and therefore charge the battery, but the Toyota is almost entirely conventional-feeling.
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.
Toyota Prius 7/10
The Prius i-Tech ships with seven airbags (including driver's knee bag), ABS, stability and traction controls, reversing camera, blind-spot monitor, rear cross traffic alert, lane-departure warning, forward-collision warning and forward AEB.
For the kiddies, there are three top-tether anchor points and two ISOFIX points.
The current Prius scored five ANCAP stars in October 2016.
Toyota Prius 7/10
Toyota has joined its rivals in the long-warranty camp, now offering five years/unlimited kilometres on its whole range. Roadside assist is an extra cost, though.
Your Prius' service costs are capped for the first three years/60,000km and you have to take it back to Toyota every six months/10,000km. Thankfully, the services only cost $140 a pop.