Audi A3 Cabriolet

Some facts worth knowing about the new Audi A3 Cabriolet... Firstly, it’s claimed to be only one decibel louder than the hatch on the motorway. And it also has a longer roof than the larger A4 Cabriolet.

Impressive, certainly, but apart from the folding top, fundamentally not much has changed over the three-door. The cabrio is fractionally longer, yet the width and wheelbase are unaltered, and the bodywork clearly displays this car’s relatively humble origins – although it’s not quite as glamorous as the BMW.

Audi has sharpened things up with new lamp clusters – the LED running lights will only be available on S line models in the UK – but the two parts of the A3 that really stand out are the rear deck and the fabric hood. The former is tiny, the latter absolutely huge. Indeed, the roof seems to have been designed for a much larger car. This makes the A3 look top-heavy with the lid up, and it highlights the abrupt tail.

The narrow boot opening is awkward to use, but the load area itself is generous. What’s more, Audi has fitted split-fold rear seats. These boost the 260-litre capacity to 674 litres, and give the A3 the ability to carry 1.5-metre long loads.

This is possible because the soft-top folds neatly on to the rear deck. Lift the button on the centre console, and the whisper-quiet electric motors go to work. Less than 10 seconds later, the whole operation is complete. Open gaps around the side of the stowed hood mean it’s not as neat and tidy as the BMW’s folded lid, but the speed and silence of the operation, plus the fact that it can be carried out while driving at up to 19mph, impressed us.

Top down, the white paint and red leather of our test car heightened the A3’s visual appeal, but be warned that in more sober shades with a darker hood, it looks rather anonymous. The cabin upholds Audi’s standards for solid build quality. It’s ergonomically flawless, and a genuinely spacious four-seater. Larger side windows mean more light and better visibility, although the twin roll hoops badly restrict the view out of the glass rear window.

The modifications to the sills and bulkhead to increase stiffness have added 100kg, but the A3 lacks structural rigidity compared to the 1-Series. BMW has almost totally banished scuttle shake, yet the Audi is prone to tremors on rough surfaces, which rattle the A-pillars and steering wheel.

This harms the car’s overall comfort – the suspension is more absorbent than its rival’s, but the chassis shakes upset refinement and mean the A3 isn’t as relaxing as it should be. Cruise on a smooth surface and it’s quiet, although body control and composure suffer elsewhere.

That’s a shame, because comfort should be the Audi’s trump card, since dynamically it’s not a match for the 125i. The handling is nose-heavy, the steering isn’t as sharp and the brakes are soft. Generally it’s a much less sporty car.

But this is not a major failing, as few people buy convertibles for the driving experience. Owners will be happy to note that the combination of the 2.0T FSI engine and S tronic gearbox is as excellent as ever. The front wheel-drive layout meant the A3 couldn’t match the BMW from 0-60mph, but in every other assessment the Audi was faster, while its engine was more economical, flexible and punchier in day-to-day driving.

Is this enough to overcome its humble hatch origins and give it an advantage over the BMW?