Subaru Liberty VS Audi A3
- Great value across the range
- Safety isn't an optional extra
- Not as good to drive as rivals
- No sat nav in base model
- Ride is questionable
- 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
Trust me, this is the updated 2018 Subaru Liberty. I know, it looks really similar, doesn't it?
But this is the facelifted version that has just launched in Australia with a range of changes which, despite appearances, are more substantial than you might think.
There are still three variants available, and there are still four-cylinder and six-cylinder models to choose from.
How about I stop blabbering and give you the detailed rundown on what makes the 2018 Subaru Liberty better than its predecessor... and in some ways, not quite as good.
|Fuel Type||Premium Unleaded Petrol|
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|
The Subaru Liberty 2018 model is improved in plenty of ways, but the drive experience mightn't excite everyone out there. If you care more about what you're getting for your money than you do about how a car drives, it's hard to argue against a car like this. It comes well equipped across all three grades, but the smart money would probably be on the 2.5i Premium as the pick of the range.
Let us know what you think. Is the Liberty a car you'd consider? Tell us in the comments section below.
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.
Not a massive change, is it?
At a glance, there isn't much difference between this updated Liberty and the predecessor version which went on sale here in late 2014.
But in fact there have been plenty of subtle adjustments to the styling, including a new, wider grille with different styling elements, new bumpers front and rear (including a rear diffuser), new headlights including adaptive LEDs and auto high-beam on high-spec models like this one, and there are redesigned wing mirrors.
There's no sporty model bearing STI badges with a body kit, rear spoiler and side skirts - but you can get a genuine mesh front grille, some stylish 18-inch rims, and a few STI bits from the Subaru Accessories catalogue.
That last change might sound like a minor one, but the wing mirrors now sit a little closer to help cut wind noise, and there's a new LED indicator on the outer shell.
Overall, the Liberty is entirely inoffensive to look at, though some might find the current generation version's styling to be a little too focused on American buyer tastes - it is conservative and conforms to mid-size sedan norms in terms of its dimensions, without pushing the boundaries.
But this update - particularly those new headlights - adds a little breath freshener midway through the date that is a life-cycle of a car.
However, there are more important changes to talk about inside the cabin - you can check them out in our interior photos... or read about them below.
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 Liberty is already known as one of the roomier mid-size models in the class, with better backseat space than a Mazda6, for example.
And that hasn't changed this time around, as there's easily enough legroom and headroom for 183cm (six-foot) adults like me (behind my own driving position I had about five centimetres between my knees and the seat ahead, and the same between my head and the ceiling).
And if you have small children, the dual ISOFIX points and three top tether anchors will be handy.
Plus the essentials are all covered - there are cup and bottle holders where there should be (a flip-down armrest with cupholders in the back seat, a pair of cupholders between the front seats, plus bottle holders in all four doors), and loose item storage is well sorted, too.
Those spending time in the back seat will appreciate the newly-added pair of USB ports, which will make long-distance drives go by a lot easier (for parents, in particular).
Up front it all looks a big more flash, because there are some material tweaks, including piano black finishes here and there, and extra stitching as well. I particularly like the new climate control knobs, which have little digital displays in them - a bit like an Audi.
There's a new, brighter and more impressive looking media system, which measures 8.0 inches in the top two variants, and those models get built in sat nav, too. The base car has a 6.5-inch screen without nav.
All models now have Apple CarPlay and Android Auto, and the media system is largely very good to use and simple, too... though the old one wasn't all that bad to begin with.
The boot space is a family-friendly 493 litres in capacity, which is a bit more than you get in some mid-size SUVs - yes, sedans can still be family friendly. Being a sedan there is no option for a cargo barrier, but you can get things like roof rails/roof racks with ski holders, bike holders and surfboard carriers. A boot liner and floor mats would be money well spent.
And there are some other elements that make this updated Liberty model a great choice for mums and dads, because it's packed with safety equipment. Read about that below.
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.
Price and features
The price list for the 2018 Subaru Liberty hasn't moved very much. There are still three variants available, and below is a comparison of the models in the range - our version of a price guide as to how much you should expect to pay (prices before on-road costs).
Opening the range is the entry-level model, the 2.5i. It lists at an identical point to its predecessor, at $30,240.
The 2.5i has a 6.5-inch touchscreen without satellite navigation, but it has Bluetooth phone and audio streaming, Apple CarPlay and Android Auto (so you can use your phone as your navigation system), CD player, a sound system with six speakers, dual front USB ports and a pair of rear USBs for backseat passengers - ultra handy for keeping devices charged up on long roadtrips.
Other specification highlights include dual-zone climate control, a leather steering wheel with paddle-shifters, auto headlights and auto wipers, front fog-lights, seven airbags (dual front, front side, curtain and driver's knee) and rear tinted windows. The wheels are 18-inch alloys on this spec, and every one in the range, and the Liberty 2.5i has two drive modes - 'Sport' and 'Intelligent'.
The next step up is the 2.5i Premium, a fairly sizeable jump up the money ladder at $36,640. But you get quite a bit more stuff for the extra expenditure.
The 2.5i Premium adds LED headlights with steering responsiveness and adaptive high-beam lights, as well as LED daytime running lights (DRLs). Those LED DRLs are on the entry-grade models too, but the main headlights are halogen units.
In the 2.5i Premium you get an 8.0-inch screen with integrated GPS/navigation (and still with Apple CarPlay and Android Auto), plus leather seats, heated front seats, electric front seat adjustment (driver's seat with adjustable lumbar), an electric sunroof, powered and heated folding side mirrors, front wipers with de-icing function, keyless entry with push-button start, electric boot opening and closing and piano black interior trim highlights.
The flagship model is the 3.6R, which is listed at $43,140. As well as getting a bigger six-cylinder engine, the 3.6R has a few unique items when compared to the 2.5i Premium.
The 3.6R model includes a three-mode drive select system (Sport# - sport sharp – mode added), and it also gets chrome side sill garnishes and a 12-speaker haman/kardon sound system (with subwoofer).
There is no digital radio on any Liberty model.
I've already covered a few of the options you can choose from the accessories list - it's pretty extensive, but you won't find a bull bar or nudge bar on there.
As for colours? There is one new hue to choose compared to the pre-facelift model - 'Crimson Red Pearl' - and you'll still have the choice of black, blue (x2), white, silver, grey (x2), brown (x2), and Subaru doesn't ask buyers to splurge any more cash for the colour they choose.
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'.
Engine & trans
Outputs of the two petrol engines remain the same as they were before.
The entry-level 2.5-litre four-cylinder 'boxer' horizontally-opposed engine produces 129kW of power and 235Nm of torque. It can only be had with a continuously variable transmission (CVT) auto, which has a seven-speed manual mode. Those engine specs are unchanged.
The 2.5-litre drivetrain have been tweaked for better response, and the CVT auto has seen some changes, too.
At the top of the range is the single 3.6R model, for those who like their engine size in XL.
It isn't on its own in that regard - Toyota reintroduced a six-pot to its Camry model for 2018 because the Aurion was axed - but the specifications haven't changed for the 3.6-litre horizontally-opposed six-cylinder in the Liberty, which still has 191kW of power and 350Nm of torque. It also has a CVT.
Both the 2.5 and 3.6 models come with a timing chain, not a timing belt.
Every Liberty remains all-wheel-drive (AWD, as opposed to 4x4 or 4WD), which gives it a unique selling proposition in the segment. But if you prefer a manual gearbox and a clutch, you're out of luck - every Liberty has a CVT automatic transmission. Likewise a diesel - no dice.
Towing capacity is rated at 750kg for a trailer without brakes, and 1500kg for a braked trailer for the 2.5i. The 3.6R can deal with 1800kg of weight for a braked trailer.
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.
The 2.5i model still uses 7.3 litres per 100 kilometres, so the changes made to the engine and transmission haven't affected its claimed fuel consumption - we can't vouch for what it'll use in the real world, as our time was spent in the 3.6R.
That six-cylinder version has a claimed consumption figure of 9.9L/100km, and - pleasingly - I saw a 9.8L/100km economy rating displayed on the trip computer during my time in the car, which consisted of highway commuting, urban to-and-fro and some country sprints, too.
The fuel tank capacity is 60 litres.
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.
I'm not saying it's not good to drive - in some situations it's entirely fine - but the Japanese brand says it tweaked the suspension so it doesn't rebound as abruptly after a bump, which will in turn improve the way it handles. To me it felt a lot clumsier than before.
Ride comfort on the highway is fine, if a little boaty, but it's when you hit a section of potholes, or roll over a sharper-edged speed-hump that you notice the suspension attempting to move the 18-inch wheels over the surface, but failing to do so without feeling utterly flummoxed.
There is longitudinal and lateral wobble, the front-end will crash and send a harrowing thump sound into the cabin, and the worst bit is that it still feels fidgety at times.
Let me just say this: it isn't unbearable, but I sure didn't find it pleasantly comfortable or particularly controlled.
In contrast to the suspension, the steering - which has been tweaked for more linear response, particularly at higher speeds - is good, assuring the driver most situations. There is some kickback over mid-corner bumpy sections, but it's never violent.
The brakes have been improved with better pedal feel, which further adds to the peace of mind offered from the Liberty.
As for the powertrain, the 3.6-litre engine is a delightfully refined and reasonably punchy thing. You won't break any land-speed records with its acceleration, but with a 0-100 time of about 7.2 seconds, its performance is brisk enough.
It can be caught out a little when you stand on the throttle from a stop and that has more to do with the transmission than the engine itself, but it is manageable, and once you hit about 2000rpm it starts to sing. In the most aggressive drive mode, S# (Sport Sharp, which is reserved for the six-cylinder in the Liberty range), it is properly fast, yet remains quiet.
The vast majority of buyers choose the more affordable 2.5i models, which makes a lot of sense. And while we haven't tested the updated 2.5i drivetrain in the Liberty, it is vastly improved in the Outback.
While the Liberty has AWD, it doesn't have terrific ground clearance (150mm), and while you could fit it with air suspension and head off road if you wanted, it wouldn't be advised.
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.
The Subaru Liberty retains the same five-star ANCAP score it managed back in 2015, with a reverse camera as standard in all models, plus the fitment of seven airbags (dual front, front side, curtain and driver's knee). There are no parking sensors on any model, though.
Plus the entire range has Subaru's 'EyeSight' safety kit, which uses a pair of cameras mounted on the windscreen and can warn the driver of pedestrians or cars, braking the car if it needs to - now up to 50km/h, where it used to be 30km/h.
There is also lane-keeping assist (which will warn the driver if they are straying from their lane), adaptive cruise control with brake light recognition and forward vehicle move-off alert (handy if you take your eyes away from the road), and the 2.5i Premium and 3.6R models get a forward-view camera and side-view camera, which help when parking.
Blind-spot monitoring and rear cross-traffic alert is fitted to the top two models, along with adaptive LED headlights with auto high-beam.
Despite the extensive equipment list, there are a couple of notable omissions - no model comes with parking sensors or automated parking assistance, and while the smaller Impreza and XV models have been updated with a reverse auto-braking system with obstacle detection, the Liberty hasn't got that.
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.
Service costs for the Liberty is dependent on the model you choose. The 3.6R model requires a check-up at 5000km that will cost you just over $250, where the 2.5i doesn't need that.
After that, servicing is due every six months or 12,500km, which is quite frequent by modern-day standards - especially for cars that don't have turbochargers. And the service costs aren't that good, either, with the brand's capped-price coverage - three years/75,000km - costing you $2281.66 if you buy the 2.5i and $2711.42 for the 3.6R.
That's more than a lot of luxury European cars. But it may be best to get those stamps in your owners manual from a Subaru specialist if you're worried about resale value.
The Subaru warranty program doesn't set any benchmarks, either, spanning three years/unlimited kilometres.
Check out our Subaru Liberty problems page for issues relating to faults and reliability concerns.