A3 e-tron hatchback impresses—quietly

Behind the four-ring Audi logo on the grille is the socket that makes this A3 e-tron a plug-in hybrid. Bill Griffith

By Bill Griffith

February 20, 2016

4 minutes to read

Ssshhhh.

It’s so quiet inside today’s test car that all you can hear is some wind or road noise; that is, if the cabin actually lets any sound intrude on the passengers.

We’re driving in the Audi A3 e-tron plug-in hybrid, and it’s not costing us a penny. The emphasis is on “us.’’

No, we didn’t find a perpetual-energy machine, but we did purloin a few overnight charges from the communal electric outlet at our condo complex in Florida—normally a no-no. It’s not right to have your neighbors bankroll your fuel costs.

Now that’s a no-no according to a condo by-law enacted by a foresighted board of governors back when plug-in hybrids and EVs started to become fairly common. This issue could be the topic of a future piece, but not today.

Normally, we try to drive a test car as often as possible to experience a normal range of road experiences.

With the plug-in, the mindset is a bit different. Instead, we look at the advertised 22-mile all-electric range and plan trips accordingly.

There are a couple of immediate impressions with the A3, especially in EV operation: 1) the aforementioned absolute quiet in the cabin; 2) the surprising performance in all-electric operation; and 3) it’s hard to tell when the car is shut down.

For the first trip, Mrs. G was scheduled to meet some friends for dinner downtown. I volunteered to drive her because the A3 had a full charge.

Now start-stop engine controls are common, but when you come to a stop in EV (electric vehicle) mode, the car is eerily silent. But hit the accelerator (can you still call it a gas pedal when that infernal combustion engine is off?) and the response is quick and strong.

It was about 6.5 miles to the restaurant. So, when I got home from the 13-mile round trip, the meter on the driver-information display said I had 9 miles to empty.

Audi has done something special on the A3’s interior, making it a mix of luxury and (relative) simplicity.

When I made a second trip to pick her up, ostensibly the gas engine had to kick in, but I couldn’t feel or hear it.

It turns out that the 1.4-liter turbocharged gas engine is extremely quiet, too. Suffice it to say that it’s a highly muffled exhaust system; hardly the sport-tuned versions you’d expect on a hot hatch.

I spent so much time enjoying EV operation and avoiding gas-engine driving, that it was hard to figure true fuel economy. Audi and the EPA say electric operation achieves the equivalent of 83 miles per gallon, while operating in gas-electric hybrid mode returns 39 mpg. For a vehicle that is so economy-centric, it should be noted that it uses premium fuel.

The A3 hatchback has been one of our favorites to drive, so it’s a surprise that (so far) Audi only offers the hatch in the e-tron configuration.

That said, the next question is, “How does it handle?’’

The answer is terrific. I’m no engineer but having the battery pack’s weight beneath the rear seat helps balance the vehicle and keep the center of gravity low. That all enhances Audi’s already great drivability.

Inside, Audi has done a great job with quality interior materials.

You’ll find a power gauge on the instrument panel where the tachometer normally would reside. It shows how much drain is on the battery pack under acceleration and how much power is being sent back during regenerative braking. It also shows how much range is left from both battery and electric power as well as how efficiently you’re driving.

If you want a tach, it’s on the standard-issue Audi onboard computer menu, the one you operate by a scrolling dial on the steering wheel. All in all, Audi’s infotainment system keeps getting more user-friendly and the array of buttons and dials on the dash are minimal by German-vehicle standards.

One neat touch is the classy dial control ring around the air vents (shaped like Audi rings). Speaking of those rings, you turn a knob hidden in the rings on the grille and the four-ring logo swings aside for access to the charging plug. Charging takes about eight hours with a 110-volt outlet and about 2.5 hours with a 220 power supply.

Audi, which was a leader in pioneering the unique look in LED driving lights, has a wonderful set of LED headlights in the A3 e-tron. So, at least at night, if they can’t hear you coming, they’ll certainly see your lights.

On to the downsides; actually, they’re the trade-offs. Audi’s normal Quattro all-wheel-drive configuration isn’t available, the back seat is a bit snug (but not bad), and cargo space is somewhat limited.

The e-tron also is pricey. Our test vehicle—the top end Prestige version is fully optioned, including a full suite of safety features —has an MSRP of $47,725 (including destination). The only add-on was a $575 paint upgrade.

Because I’m one to listen to the end of a newscast or song before getting out of the car, it’s sometimes hard to tell if a vehicle really is off when I finally get out.

The A3 makes it easy. When the navigation screen (that MMI system) retracts into the dash, the party’s over and it’s safe to leave.

And to slip that plug in the outlet.

2016 Audi A3 e-tron Prestige

THE BASICS

Price, base/as tested (with destination): $47,725/$48,300. Fuel economy, EPA estimated: 86 combined. Fuel economy, Globe observed: n/a (see story). Drivetrain: 1.4-liter turbocharged 4-cylinder gas engine, 102-HP electric motor, 6-speed dual-clutch automatic transmission, front-wheel-drive. Body: 5-passenger, compact hatchback.

THE SPECIFICS

Horsepower: 204 combined. Torque: 258 lb.-ft. combined. Overall length: 169.8 in. Wheelbase: 103.5 in. Height: 56.1 in. Width: 77.4. in. Curb weight: 3,616 lbs. THE GOOD Styling, fun-to-drive handling, high-quality cabin.

THE BAD

Tight storage for a hatchback; short EV range.

THE BOTTOM LINE

A wonderful-but-expensive way to save money on gas and have fun driving at the same time. ALSO CONSIDER Chevrolet Volt, Lexus ct 200h, Ford C-Max Energi, Toyota Prius.