2015 Audi A3
Entry-level German sports luxury cars are a tricky proposition here. Most Americans still tend to look at the big-3 German cars as premium items, and then they’re disappointed when they sample the more meat and potatoes compacts and subcompacts from the brand. Well that could be why the Audi A3 has never been a huge seller here. Or, it’s more likely that up to this point the A3 has only been available as a 5-door hatchback. Either way, there’s an all-new A3 sedan in town, and it’s arrives with the U.S.A. as its bull’s-eye.
The 2015 Audi A3 marks an important step for Audi. Proof that they are now taking the American and, perhaps more importantly, the world’s upscale small car market more seriously, spurred along by the recent success of the Mercedes-Benz CLA250.
After all, nothing says conventional like a subcompact sedan, but the A3 4-door is far from mainstream. And while making premium attainable is not a simple undertaking, it’s one that must be completed effectively in order for the A3 to be a success here. And it should be doable as Americans have long embraced the A4 sedan.
Let’s get things started in the powertrain department, with a choice of 2 corporate Turbo I4s. A 1.8-liter with 170-horsepower and 200 lb-ft. of torque is found in front wheel drive models; and a 2.0-liter with 220-horsepower and 258 lb-ft. provides motivation to all 4 wheels in quattro models. Both come with a 6-speed S tronic dual-clutch automatic; no manual is available.
Our sample sports the 2.0, which performed admirably at our test track. Quattro makes for a grippy, if a little sluggish, launch off the line; but adequately quick, as we hit 60 in 6.0– seconds flat. We very much welcomed the true dual-clutch transmission over a CVT; still shifts weren’t as quick as expected helping us complete the ¼-mile in 14.6–seconds at 96 miles-per-hour.
While Audi’s sporty DNA shines through, this is clearly not an S model as steering is stone dead. Still there’s a solid and stable feel with just enough of an enjoyable, light weight presence that encourages pushing hard; and the A3 behaves itself well.
An all-aluminum sub-frame with MacPherson struts handles suspension duties up front, with a 4-link setup in the rear with a steel cross member. Brakes are the same for either front or all-wheel-drive A3, with our quattro stopping in a good 124–feet from 60.
This all-new sedan body is built on Volkswagen’s fledgling MQB architecture. Just about every exterior dimension is increased over the previous hatchback. Wheelbase is up more than 2-inches to 103.8. Length and width also see meaningful gains.
There’s nothing ground breaking with exterior design elements, however, as all recent Audi trademarks are in place, including the large Singleframe grille and LED daytime running lights. Both A3s ride on nice looking 17-inch 5-spoke alloy wheels.
Inside, is a whole new look for the brand. There’s still a premium feel with leather seating and panoramic sunroof standard; but it’s a clear step down from the lavish landscapes of A6 and A8. The wide and flat, simplistic dash design features large circular air vents giving it a sporting, if retro, feel; until you see the very thin navigation screen rise out of the dash. In front of the driver is a 3-spoke steering wheel and plenty of info on the gauge screens.
All controls are driver oriented, and there’s an updated version of Audi’s MMI central control, which we like even more thanks to the new toggle switches and write on feature. Front seats are roomy and comfortable, and while the stretch in wheelbase does allow for more rear seat room, it’s still barely adequate. Trunk space is more than adequate, however, at 10.0 cubic-ft. Convenience features include available Audi connect with 4G LTE connectivity and navigation. But, you’ll have to add the $1,400 Driver Assist Package if you want a back-up camera.
Government Fuel Economy Ratings for our quattro tester are 23-City, 33-Highway, and 27-Combined, and our average of 29.2 miles-per-gallon of Premium was a good one. The Energy Impact Score comes in good also, at 12.2-barrels of annual oil use with 5.4-tons of CO2 emitted.
Base pricing at $30,795 for the 1.8 and $33,795 for the 2.0 quattro seems right on the money. Though throwing in a back-up camera for that price would really make us happy.
The Mercedes-Benz CLA250 has proven that an entry-level German sports luxury sedan can indeed have big success in the U.S. if tailored properly. The 2015 Audi A3, with its premium but attainable feel, clearly delivers just as well. So, if you like your steak well-done, but not overdone, order up!
Specifications
- Engine: 2.0-liter
- Horsepower: 220
- Torque: 258 lb-ft.
- 0-60 mph: 6.0 seconds
- 1/4 mile: 14.6 seconds @ 96 mph
- EPA: 23 mpg city/ 33 mpg highway
- CO2 Emissions: 5.4 tons/yr
- Energy Impact: 12.2 barrels of oil/yr
2025 Porsche Taycan Turbo GT
It’s A Turbo GT With No Turbos Or Even An Engine
In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.
When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.
For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.
Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.
Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.
You get the full capable and confident Porsche experience.
All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.
The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.
Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.
Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.
The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 105 kWh
- EPA Range: up to 276 miles
- Horsepower: 1,019
- Torque: 914 lb-ft
- 0-60 mph (est.): 2.2 seconds