Top Speed

New Audi A3 exclusive ride
We get an exclusive ride in the next-generation Audi A3 – it's lighter, more efficient and even more fun than before



Text: Stefan Voswinkel / Photos: Auto Bild
21st March 2012
The latest A3 is crucial not only for Audi, but for the entire VW Group. Its all-new platform will underpin a host of models – including the next Golf – that will make or break VW’s bid to become the world’s top car company.

Auto Express got the chance to experience the new A3 as a passenger in a lightly disguised pre-production prototype with Audi board member for technical development, Michael Dick, behind the wheel.

On paper, the A3’s numbers look good. It weighs up to 80kg less than before, thanks to the lighter platform and aluminium bonnet and wings, and this cuts fuel consumption by an average of 12 per cent. This also means lower CO2 and running costs, plus more performance for the hot S and RS models when they arrive.

Sitting in the supportive front passenger seat, it’s immediately obvious that the longer wheelbase means more legroom. There’s a lot of space, even for passengers over six feet tall, while there’s slightly more room in the rear as well. Visibility is good, even though the waistline tapers up to create a smaller back screen.

The cabin has a less cluttered dash housing a new, thinner centre screen and A8-inspired touchwheel with handwriting recognition. There’s a familiar steering wheel – this is part of Audi’s branding philosophy that applies the same rim to all models, from the A1 to the R8. Plus, high-end driver assistance systems include adaptive cruise control.

The design inside and out is more smart than revolutionary, yet the A3 has clearly matured on the road. That longer wheelbase not only increases interior space, it gives the car a more comfortable ride. The smallest 16-inch wheels absorb bumps more effectively, but even on the larger alloys the A3 will offer a less jarring ride.

This means improved cornering stability and more predictability when changing direction quickly. From where we’re sitting the car definitely feels as though it handles better, and thanks to the lower ride height it’s more stable on the motorway, too.

For those who want the best of both worlds, the new A3 will be offered for the first time with magnetic adaptive suspension, complete with comfort and sport settings. While our car didn’t have this, the system should allow performance models like the RS3 to be just as responsive in corners but more usable everyday, too.

Yet what struck us most was the A3’s refinement and comfort. It feels bigger and more grown-up, but more agile. It’s a step forward, and should help Audi continue its golden run

Vauxhall Ampera
We try the innovative range-extender electric car on British roads for the first time



Text: Owen Mildenhall / Photos: Nathan Morgan
March 2012
Rating:

The Vauxhall Ampera is the most important new Vauxhall in a generation and could lay the blueprint for how all future cars are powered.

This long-awaited family car is neither a hybrid, like the Toyota Prius, nor a pure electric vehicle, like the Nissan Leaf. In many ways it’s a combination of both.

Under the bonnet is a 148bhp electric motor and a 1.4-litre petrol engine. The Ampera is powered by electricity and the engine only starts up to maintain the minimum charge in the battery and extend the car’s range, or at over 75mph when it assists the electric motor. A lithium-ion battery pack is positioned in a T-shape in the centre of the car and behind the rear seats. When the battery runs down, the petrol engine becomes a generator, providing energy for the electric drivetrain.

With a full charge, we covered nearly 35 miles in electric-only mode before the engine fired up. Yet even with the engine running, the Vauxhall is efficient. Over our 300-mile, four-day test, it returned more than 70mpg.

Obviously that is a lot lower than the 235mpg claimed, but our drive did include acceleration at a test track. We reckon you could match Vauxhall’s claim in regular driving, providing you charge the car once a day.

When in use, the engine runs at its most efficient speed, which means it hums away regardless of how hard you’re pressing the accelerator. With maximum torque of 340Nm, acceleration is punchy and as smooth and seamless as in any full-electric car. On the downside, the brakes are a bit jerky. That’s because they are regenerative – when slowing, the motor sends charge back to the batteries, but the set-up isn’t very progressive. The ride is firm, too.

The weight of the batteries does affect handling, although they are mounted low down, which helps keep body roll in check.

On the plus side, refinement is excellent and the Ampera is more relaxing to drive than hybrids with noisy CVT gearboxes like the Prius. It has a comfortable driving position, while futuristic display screens and touchpad controls take the place of traditional dials and buttons. The main one ahead of the driver displays the drive modes, plus the remaining range.

A second screen is for the sat-nav, stereo and climate control. It also displays more complex trip information, plus it allows you to manage your recharging settings.

The Ampera will initially be available in Positiv and Electron trims, and it qualifies for the Government’s £5,000 EV grant. Road tax is free, too. Crucially, with a range of over 300 miles, it’s the first electric car not to rely on charging infrastructure.

Long-Term Road Test Intro
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2012 Chrysler 300C
We've spent three months and 10,000 miles in our 300C. So far, it has us loving America.
March 2012 BY ANDREW WENDLER PHOTOGRAPHY BY PATRICK M. HOEY

Months in Fleet: 3 months
Current Mileage: 10,786 miles
Average Fuel Economy: 19 mpg
Range: 361 miles
Service: $32.59
Normal Wear: $0
Repair: $0
Damage and Destruction: $0

Our 2012 Chrysler 300C carries on the tradition of the large, rear-wheel-drive, American sedan, but adds ride and handling characteristics vastly improved over the Jell-O-shot and bungee-cord-sprung domestic land barges of yore. And technically, that’d be North American sedan, as the engine originates from Mexico and the vehicle’s final assembly takes place in Chrysler’s Brampton, Ontario, facility. (Well, the transmission comes from Germany.) That aside, one early logbook entry may have set the tone for this car’s 40,000-mile stay when it asked, “Is this the last great, large, rear-drive, V-8–powered American car?”

Even with all the performance-focused hub and bubbery around here, the simple fact remains: Sometimes you just need a comfortable place to sit while en route to your destination. For that reason alone, the 300C has become the go-to vehicle for workday lunch sorties and weekend family excursions. But our 300C’s forte is not one entirely of mild-mannered transport; underneath its Tungsten Metallic exterior lies a 5.7-liter Hemi V-8 packing 363 hp and 394 lb-ft of torque, enough grunt to finesse a 5.4-second 0-to-60-mph time from this 4340-pound leviathan. So far, we’ve seen an average of 19 mpg, which is in the middle of the EPA’s 16-mpg city and 25-mpg highway ratings. Some of the credit goes to Chrysler’s Multi-Displacement System, which can deactivate four of the eight cylinders under light- or closed-throttle situations.

A transmission with a wider gear spread and some additional cogs likely would improve the fuel-use numbers—the eight-speed auto, which already is available in V-6 300s, should reach the Hemi cars soon. For now, the five-speed automatic does a reasonably competent job of selecting gears, but some of us wish it would carry out its duties in a more refined manner. Of course, with this much torque on hand, shifting is less of a necessity, and the engine pulls hard once the transmission finds a gear it likes.

Up Around the Bend

Our 300C has won many fans for its highway cruising abilities, but all roads eventually arrive at some twisty bits. In order to make these encounters more agreeable we opted for the $995 touring suspension package, which is the lone option fitted to the car. Included is a set of polished and painted 20-inch aluminum wheels shod with 245/45 all-season tires (replacing the stock 18-inchers), slightly firmer shocks, and beefier anti-roll bars front and rear. All welcome improvements to be sure, but it’s damn near impossible to make a barrel racer out of a Clydesdale. One logbook commenter summed it up, saying, “No one is likely to think of this as a sports sedan, but it makes a reasonably elegant long-haul cruiser.”


Despite the single, solitary option pack on our 300C, we’re not roughing it by any measure; the fact that we didn’t feel the need to go checkbox crazy underscores just how well 300s with the “C” designation come equipped as standard. Heated and ventilated, leather-trimmed power front seats (plus heated rears); satellite radio; navigation; a heated wood-and-leather power-adjustable steering wheel; power-adjustable pedals; and remote keyless entry and start are but a few of the amenities.

Virtually everyone is in agreement that the second-gen car fixes a number of the ills present in the original 300C’s interior, both in design and the quality and feel of the materials used. But even the most thorough makeover can leave behind traces of a subject’s true character, in this case some squeaky plastic bits around the shifter and console, and a trim piece on the driver-side rear doorsill that appears somewhat askew. We do note that it’s a quieter experience inside than before.

Unfortunately, the exterior suffers from some disappointing fit and finish issues. None of the panel gaps are particularly precise, and the line between the hood and front fenders bobs and weaves like Dicky “The Pride of Lowell” Eklund after nine rounds with an unsecured Guinness tap.


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