Audi S3 VS Volkswagen ARTEON
Audi S3
Likes
- Crisp interior and clever dash display
- Sharp, fizzy driving experience
- Sedan version looks superb
Dislikes
- Sedan’s price premium over hatch
- RS3 will technically trump it when it arrives
- Looks alarmingly similar to old model
Volkswagen ARTEON
Likes
- Polished performance in the R-Line
- Oodles of space in the back
- Tech offering is on point
Dislikes
- Ride might be deemed too firm
- Premium fuel ain't cheap these days
Summary
Audi S3
The moment Audi slaps an 'S' badge on any of its cars, you know you could well be looking at something a bit special. That single S has usually inferred a big jump in performance and an overall much sportier flavour than the Audi 'A' car on it's based on.
And now there’s an all-new Audi A3 coming to showrooms about now, the chance to take a deep dive into the equally new S3 was a no-brainer.
Describing the S3 as an A3 with more of everything sounds a bit trite, but it’s also accurate. And this is not new; Audi is as good as any other carmaker (and better than most) at taking a volume seller, piling on the good gear and letting it loose to appeal to a cashed-up buyer profile.
Available in both Audi’s usual Sedan and Sportback (that’s Audi-speak for a five-door hatch) the new S3 boasts more of everything from engine output, to handling, to luxury and connectivity. No surprises there, it’s pretty rare to hear of a car going backwards in any of those departments. But compared with the A3 – and this is the important bit – the S3 offers more of the attributes that appeal to buyers with more cash to splash.
While much of the car might be new, Audi fans will recognise the 2.0-litre turbocharged engine. It’s been tweaked this time around for more power and, significantly, Australia gets the full-fat, Euro-spec engine, rather than the slightly detuned 'hot-weather' specification we’ve seen in this model in the past.
Other changes over the new A3 include the usual S touches including lower, firmer suspension, bigger wheels and tyres and a more industrial braking package.
Inside, there’s more connectivity and multimedia potential than ever before, and safety has been given a leg-up with the latest driver aids.
The other significant thing about the S3, of course, is that until the even hotter RS3 turns up in showrooms sometime later this year, this car will represent peak A3-platform performance.
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| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.3L/100km |
| Seating | 5 seats |
Volkswagen ARTEON
Some VW models, like the Golf, are household names. No doubt about it. But this? Well, it's probably not one of them. Or not yet.
This is the Arteon, the German's brand's flagship passenger vehicle. Put it this way, if VW's tag line is premium for the people, then this is the most premium. And the people? Well, they're the ones who might normally be shopping for a BMW, Mercedes or Audi.
The name, by the way, comes from the the Latin word for art, and it's a nod to the design focus that's been employed here. It comes in a shooting brake, or wagon, body shape, as well as this, the Liftback. And a quick spoiler alert, it looks pretty good, right?
But we'll get to all that. As well as the big question - can it mix it with the premium-brand big boys?
Read more about
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | — |
| Fuel Efficiency | 7.7L/100km |
| Seating | 5 seats |
Verdict
Audi S38/10
There are plenty of historical instances where a particular model within a broader range manages to hit the absolute sweet spot even though it’s not the fastest or most expensive variant. Porsche’s GTS specification across various models is a great example of this.
And at the risk of being proven wrong when the all-new RS3 comes along later this year, this car, the S3, might just pull off that feat.
Yes, the new RS3 will be more powerful and will offer even more grip and sporty flavour, but it will also be more expensive. And we defy anybody to drive the S3 and say that it lacks dynamism in any single area.
It’s also a magnificently balanced car with the right amount of attention paid to every aspect of its trim and performance. That, in essence, is where that `balanced’ label originates and even though it’s felt most in the actual driving experience, it permeates throughout the entire vehicle.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Volkswagen ARTEON7.9/10
The value, driving dynamics and appearance are on point for a premium play here. If you can forgo the badge snobbery attached to the German big three, then you'll find lots to like about Volkswagen's Arteon.
Design
Audi S39/10
Perhaps the most striking thing about the styling of the new Audi is just how similar it looks to the old model. Okay, this is not a new thing with Audi which has made a point of not throwing a handsome design into the dumpster in pursuit of new for new’s sake.
As such, the exterior lines are taut and typically Audi clean and, with the latest LED headlights and a refinement of the Audi trapezoidal grille, the look is fresh and crisp without being a novelty act.
Inside, the virtual dash display and large, relatively flat centre console almost amount to anti-styling. Or it would if the rest of the deal wasn’t so sharply angled towards a philosophy of less is more.
Again, this is classic modern-era Audi where the game is to make a complex layout look as simple as possible. The face-level air vents also seem to have borrowed a little Lamborghini (part of the Audi family) DNA.
I particularly like the new shift-by-wire gear selector which is a nifty looking switch but works just as intuitively as a conventional shift lever. New tech meets old muscle memory, I’m calling it.
It's worth mentioning (again) just how good Audi’s customisable dashboard display is. With sharp, clear graphics and the ability for the driver to prioritise the information on display at the time, the S3’s display is still about the best in the business.
Overall, ergonomics have always been a long-suit of this brand and there’s been a clear intention to follow that tradition this time around.
Volkswagen ARTEON8/10
It's really all about the looks here, and while the Shooting Brake is particularly handsome, the regular Arteon looks premium and polished, too.
VW tells us injecting a bit of sportiness was a key aim here, both inside and outside, and that's particularly true of the R-Line model, which rides on bigger 20-inch alloys, compared to the 19s on the Elegance, with their own bespoke design.
The body styling is more aggressive, too, but both trims get lashings of chrome along the body work, and a sleek, swept-back style that looks more premium than overtly sporty.
In the cabin, though, you can see that this is an important car to VW. The touchpoints are almost all soft to the touch, and it's both understated and tech-saturated at the same time, including the swipe-to-adjust function for the stereo and climate, with new touch-sensitive sections added to the centre console and steering wheel.
It feels, dare we say it, premium. Which is likely exactly what VW was going for...
Practicality
Audi S38/10
While SUV owners are often quick to tell you that they bought their car for its interior space, the truth is sometimes different. And without the huge wheel-wells and suspension towers of a high-riding SUV, the conventional hatch or sedan often has an advantage.
Certainly, there’s no lack of room in the S3 and the hatchback version has a wide hatch opening to make loading easier. The sedan, however, is a full 150mm longer than the hatch and that extra is all behind the rear seat.
So the boot is actually very useable with a capacity of 325 litres. Audi claims the same 325 litres for the Sportback, but that figure jumps to 1145 litres with the rear seat folded flat.
The rear seat in either variant is handily split 40/20/40 and there are storage nets on the back of each front seat, luggage nets in the cargo area and 12-volt outlets in both the centre-rear and luggage compartment. Even floor mats are standard.
Volkswagen ARTEON8/10
Interestingly, both body styles share near identical dimensions, with the Arteon stretching 4866mm in length, 1871 in width, and 1442mm in height (or 1447mm for the Shooting Brake).
Those numbers translate to a seriously spacious and practical cabin space, with an acreage of room for backseat riders. Sitting behind my own 175cm driving position, I had heaps of space between my knees and the seat in front, and even with the sloping roofline, plenty of headroom, too.
You'll find two cupholders in a pull-down divider that separates the back seat, and a bottle holder in each the four doors. Backseat riders also get their own air vents with temp controls, as well as USB connections, and phone or tablet pockets on the rear of each front seat.
Up front, the theme of space continues, with storage and cubbies sprinkled throughout the cabin, as well as USB-C connections for your phone or devices.
All that space means a sizeable boot area, too, with the Arteon serving up 563L with the rear seats in place, and 1557L with the back pews folded. The Shooting Brake ups those numbers - thought not any as much as you might think - to 565L and 1632L.
Price and features
Audi S37/10
There’s only one trim level across the S3 range, so it doesn’t matter whether you choose the sedan or hatch, the level of standard kit remains the same. And extensive.
As with many performance variants of a platform, what you’re paying for in the S3 is the hardware that allows it to be a more aggressive, more involving drive. So, compared with the A3, the S3 gets much more engine performance, bigger brakes and improved suspension.
Inside, the S3 runs to S-specific trim and presentation (instrument display, steering wheel) standard heated, powered, four-way lumbar-adjustable sports seats, a black headliner and the 15-speaker Bang & Olufsen stereo that’s a $1500 option on some variants of the A3.
The interior is also home to a 10.1-inch info screen, dual-zone climate-control, an auto-dimming mirror, keyless entry and push-button start, wireless phone charging, rain-sensing wipers, park-assistance and acts as a Wi-Fi hotspot. Connectivity runs to Android Auto, Apple CarPlay and sat-nav.
Helping the image match the performance, the S3 also gets dark aluminium accents, alloy pedals, ambient lighting and gloss-red brake calipers to give it the visual punch the price-tag suggests.
Speaking of price, the new S3 represents a fair hike over the outgoing S3, and a sticker of $70,700 for the Sportback and $73,200 for the sedan means the new model will be tickling the $80,000-mark as a drive-away proposition.
Compared with the old model, those prices represent a leap of around $6000, not to mention a spike of around $23,000 or $24,000 over the entry-level versions of the new A3 on which it’s based.
But perhaps a more meaningful comparison is with the 40 TFSI variants of the new A3 which also feature Audi’s famous Quattro all-wheel drive system.
In that case, the price difference between the A3 and S3 is closer to $17,000; closer, but still a big tweak to the monthly lease repayment.
Given you’re starting with a premium-priced product to begin with in the A3, the extra performance and dynamics offered up by the S3 seems to be reasonably priced given the scope of their influence.
Again, you need to see it through the prism of high-end motoring, but when you do, you can see where the money has gone.
And if you have even more to outlay, there’s always the 'Premium Plus' package for the S3. That gets you a panoramic glass sunroof, head-up instrument display, 360-degree cameras, a memory function for the driver’s seat (which should be standard at this end of the market) and a memory function for the exterior mirrors. Yours for an extra $3990, which, given some makers charge that just for the sunroof, seems a pretty reasonably proposition.
Volkswagen ARTEON8/10
The Arteon carries an unsurprisingly premium price tag in the VW family, but it can still be cheaper than an entry-level equivalent from some of the German premium brands.
Or, in the words of VW, the Arteon "challenges the luxury car makers without becoming one ourselves."
And you do get a lot of stuff. In fact, a panoramic sunroof, and some metallic paints, are the only cost options here.
The range is offered in 140TSI Elegance ($61,740 Liftback, $63,740 Shooting Brake) and 206TSI R-Line trims ($68,740/$70,740), and the former is offered with VW's Virtual Cockpit digital instrument cluster, along with a head-up display and a central 9.2-inch touchscreen that pairs wirelessly with your mobile phone.
Outside, you get 19-inch alloy wheels and full LED headlights and tail-lights. Inside, you'll find ambient interior lighting, multi-zone climate control, keyless entry and push-start ignition, as well as full leather interior trim with heated and ventilated front seats.
Also worth calling our here are the digital buttons on the dash or steering that control everything from the stereo to the climate, and work a bit like a mobile might, you can swipe left or right to control the volume or switch tracks, or change the temperature.
The R-Line model is the sportier-feeling option, and adds 'carbon' leather interior trim with bespoke bucket-style sports seats, 20-inch alloy wheels, and a more aggressive set of R-Line bodywork.
Under the bonnet
Audi S39/10
Here’s where a lot of the extra currency demanded for the S3 goes. Forget the 1.5-litre engine in the base-model A3, and instead move to the two-litre four-cylinder as seen in the A4 40 TFSI. Then, add extra turbo-boost (up to 1.8 bar thanks to an efficient intercooler) different variable valve timing protocols, and a direct fuel-injection system with a specific calibration and the potential to create injector pressures of up to 350 bar, and you have the S3’s powerplant.
Maximum power is 228kW at anywhere from 5450 to 6500rpm, and maximum torque of 400Nm produced in a broad range between 2000 and 5450rpm.
Transmission is a seven-speed dual-clutch unit driving through all four wheels as per Audi’s Quattro mantra, although it’s important to note this version of Quattro is the simpler, arguably less pure, on-demand system where the car behaves as a front-drive platform until the all-wheel-drive system is required to step in.
That said, with 228kW under its wheels, that’s a fair bit of the time. And compared with previous systems, this one takes more notice of driver inputs and wheel-speed to be less reactive and more active.
Volkswagen ARTEON8/10
There are two drivetrains on offer here — the 140TSI with front-wheel drive in the Elegance, or the 206TSI with all-wheel drive in the R-Line.
The former's 2.0-litre turbo-petrol produces 140kW and 320Nm, which is enough for a sprint to 100km/h in around 7.9 seconds.
But the lust-worthy engine tune is definitely the R-Line, in which the 2.0-litre turbo-petrol ups the grunt to 206kW and 400Nm, and drops the sprint time to a brisk 5.5 seconds.
Both pair with VW's seven-speed DSG automatic.
Efficiency
Audi S36/10
Audi quotes an official combined cycle fuel consumption figure of 7.4L/100km for the A3 Sportback and 7.3 litres for the sedan.
That difference is a bit of a mystery given the sedan is heavier (by just five kilograms) until you consider that the combined figure includes freeway running, at which point the sedan’s extra 150mm of length and different rear diffuser may be the aerodynamic deal-breaker.
The Sportback emits 170 grams of CO2 per kilometre (166 for the sedan) and with the 55-litre tank fitted, both variants should have a range of around 750km between fill-ups.
Volkswagen ARTEON8/10
Volkswagen says the Arteon Elegance will need 6.2L per hundred kilometres on the combined cycle, and will emit 142g/km of C02. The R-Line needs 7.7L/100km on the same cycle, with emissions pegged at 177g/km.
The Arteon is fitted with a 66-litre tank, and a PPF or petrol particulate filter, which strips some of the nasties out of the vehicle's emissions. But, VW says, it's “very important" that you only fill your Arteon with premium feel (95RON for the Elegance, 98RON for the R-Line) or you risk shortening the life of the PPF.
Driving
Audi S39/10
Some cars take a few minutes at the wheel before they start to get chatty. Not so the S3. From the moment you grab the lovely leather tiller, haul it into gear and give the perky little turbo-motor a squeeze on the throttle, the Audi is making all the right noises and giving clear, precise feedback on its every move.
Sometimes, cars with lots of tyre, lots of all-wheel drive grip and the sort of sharp steering fitted here, can start to feed back so many responses that it becomes difficult to know which one to respond to.
Not the S3, which seems tuned to a keener driver’s priorities (as it should be, of course). As a result, the steering feedback is distinct from what the rest of the front end is doing and everything else going on is clear, quantifiable and designed to improve the experience.
That even extends to the soundtrack which, Audi told us does not use any electronics to improve it beyond amplifying the engine-bay harmonics which use the windscreen and scuttle as their 'speaker.'
Combined with the active exhaust system, this car honestly sounds like a five-cylinder engine (I opened the bonnet to count the spark plugs to make sure it wasn’t. It isn’t.)
If you’ve ever driven a five-cylinder Audi or a V10-powered R8 (two in-line fives, really) the tune will be a familiar one. Lovely, and – again - such amazing attention to detail.
The 2.0-litre engine runs fairly high boost levels, but that doesn’t seem to have affected the way it storms off the mark. Neither does the dual-clutch transmission contribute any delay, provided you haven’t managed to stand on the brake and throttle at the same time (as many left-foot brakers might).
At that point, the driveline goes into sulk mode and will force you to wait a heartbeat or two before full power is restored. This can be an issue when trying to dart across a busy intersection or merge into a traffic flow.
It’s not a new thing to Audis, but remains an annoyance to those of us who equate having two pedals with having two feet.
The driver-selectable drive modes fitted to the S3 are interesting inasmuch as they actually make a meaningful difference to the way the car operates. They alter the transmission shift points, the throttle sensitivity, steering weight and damper settings.
'Comfort' mode will be the default for most owners, and while 'Dynamic' does sharpen up the dampers ever-so-slightly beyond an acceptable day-to-day level of firmness, it also adds weight to the steering feedback.
Frankly, I don’t think it needs it and simply adding resistance feels like a token gesture. And since the steering has a (non-negotiable) variable rate in the first place, bigger inputs equal a bigger proportionate change of direction anyway.
The damping control is now the more sophisticated magnetic-hydraulic type where hydraulic pressure varies the valving rather than the simpler, previous system of energising an electro-magnet to alter the viscosity of the damping fluid.
This more finite control system has allowed more 'bandwidth' as Audi puts it, between Comfort and Dynamic damper settings.
While the auto mode is almost prescient, it’s not actually pre-emptive but rather takes into account suspension deflection, wheel-speed and driver inputs to come up with a combination of settings to make the most of the situation.
And if you really want to fiddle, you can choose 'Individual' and create an overall setting that combines bits of Comfort and Dynamic with a smattering of 'Efficiency' thrown in.
Toggle down to Dynamic and throw the S3 at some bends and it soon emerges as a pretty gripped-up piece of equipment. The front-drive bias is not really noticeable, but then neither is the transition where the computer begins to engage the rear multi-plate clutch to turn the rear axle into an active participant.
There’s certainly no lack of grip at any stage of a typical corner, and even the odd unexpected damp patch poses no awkward questions. Perhaps the biggest grumble would be the tyre roar at highway speeds, but that’s often the price of performance rubber.
Volkswagen ARTEON8/10
Full disclosure: we only spent time behind the wheel off the R-Line variant for this test, but even still, I feel pretty comfortable suggesting that it's the punchy powertrain you want.
Surely the very first hurdle any company hoping to play with the premium-brand big boys must clear is that of easy, effortless momentum? It's difficult to feel like you've made the premium choice when you're engine is straining and striving under acceleration, right?
And on this, the Arteon R-Line shines, with plenty of power underfoot whenever you need it, and a delivery style which means you rarely, if ever, fall into a hole waiting for the power to arrive.
For mine, the suspension might be a touch too firm for those seeking a truly wafting drive experience. For the record, it doesn't bother me — I always prefer to know what's happening underneath the tyres than be entirely removed from the experience — but a result of this sporty-feeling ride is the occasional registering of bigger bumps and road imperfections in the cabin.
The flip side of the firm(ish) ride is the ability for the Arteon - in R-Line guise - to swap personalities when you engage its sportier settings. Suddenly there's a snarl to the exhaust that's absent in its comfortable drive modes, and you're left with a vehicle that tempts you to head for a twisting back road to see what it's about.
But in the interests of science we instead headed for the freeway to put the Arteon's autonomous systems through their paces, with the brand promising Level 2 Autonomy on the highway.
While the technology still isn't perfect — some braking can occur when the vehicle's not entirely sure what's happening ahead of it — it's also pretty impressive, taking care of the steering, accelerating and braking for you, at least until you're reminded its time to put your hands back on the wheel.
It's also bloody big, the Arteon, with more space in the cabin - and especially the backseat - than you might be thinking. If you have kids, they'll be positively lost back there. But if you cart adults on the regular, then you'll hear no complaints.
Safety
Audi S39/10
No surprises for guessing that Audi has this angle absolutely covered.
Some driver-assistance technologies have now filtered down from larger more expensive Audi models, and are standard fitment on the S3. Those include collision-avoidance assistance, lane-departure warning, rear cross-traffic assistance and parking assistance programs.
There’s also adaptive cruise-control, hands-on detection, traffic-jam assist, exit warning, a rear-view camera and a tyre-pressure monitoring system.
You also get the usual six air-bags including side-front bags and curtain air-bags at head height for rear-seat passengers. The S3 also gets a centre-front air-bag; a move that is likely to become a lot more widespread in the not-too-distant future and is designed to avoid head clashes between the front-seat passengers in a side impact.
Autonomous emergency braking is fitted and can also detect pedestrians and cyclists; a first for the S3.
The S3 scored a maximum five stars for safety in ANCAP testing.
Volkswagen ARTEON8/10
Essentially, if VW makes it, the Arteon gets it. Think front, side, full-length curtain and driver's knee airbags, as well as VW's complete IQ.Drive safety suite, which includes a Fatigue Detection system, AEB with pedestrian detection, Park Assist, parking sensors, rear traffic assist, lane change assist, adaptive cruise control with lane guidance - which is essentially a level 2 autonomous system for highways - and an around view monitor.
The new model is yet to be crash-tested, but the last model scored a five-star rating in 2017.
Ownership
Audi S37/10
Audi has finally had to cave in and extend its warranty to match its competition. So, any new Audi sold after January 1 this year moves up to a five-year/unlimited kilometre factory warranty; a big step up from the previous three years of cover.
S3 buyers can also opt for Audi’s five-year service plan which costs $2580. Servicing is set down for every 15,000km or 12 months.
Volkswagen ARTEON7/10
The Arteon is covered by VW's five-year, unlimited-kilometre warranty, and will require servicing every 12 months or 15,000kms. It will also get VW's capped price servicing offer.