New six-speed tiptronic Going one step further: Six-speed automatic transmission is new in the premium compact segment, giving the driver a significant advantage over five-speed transmission since the greater overall spread of gear ratios - 6:1 instead of 5.5:1 in the past - benefits not only the car's fuel economy. Apart from lower engine speeds in sixth gear helping to reduce fuel consumption and engine noise at high speeds, the shorter transmission in first gear provides even more spontaneous "bite" and agile dynamics when accelerating. Combined with the DSP Dynamic Shift Program, the new six-speed tiptronic is a genuine all-rounder not only in subjective terms and in the motoring pleasure it offers the driver. For after making its debut in 2002 in the Audi TT, this automatic transmission also stands out through its compact dimensions and low weight: Although it has one more gear than its predecessor, the new tiptronic, benefiting from a smaller number of components and optimised weight of the components used, is almost 20 kilos lighter than before. This improves not only the power-to-weight ratio of the A3 models equipped with this tiptronic transmission, but also their weight distribution and, as a result, their dynamic performance on the road. Tiptronic is masterminded by an electrohydraulic control unit with an electronic "brain". Both the gearshift strategy and the torque converter are specifically designed for this combination with the 2.0 FSI power unit teaming up with the new six-speed tiptronic making its debut in the A3, so that in terms of both economy and dynamic performance this engine can now offer its full potential also in conjunction with automatic transmission. To increase the car's spontaneity, for example, the new tiptronic allows the driver to shift back several gears at a time, for example directly from sixth to second gear. And to improve the car's agility, transmission control, when shifting down in the overrun mode, even gives active throttle blips automatically in order to shorten the gearshift process. Apart from the standard driving program D focusing more on fuel economy, six-speed tiptronic also comes with a very sporting S program not only revving up gears to an even higher speed but also shifting back at an earlier point and with slighter movements of the accelerator pedal in the interest of even more spontaneous acceleration. The S program serves furthermore to avoid any unwanted process of shifting up, thus providing even smoother and more harmonious driving conditions in fast bends. The shift lane for the automatic mode has been enlarged by the addition of the S stage in the interest of particularly convenient control, thus allowing the driver to use the gearshift lever when changing from D to S and vice versa. At the same time tiptronic comes with a second shift lane, enabling the driver to choose the gear required manually. And if the car is fitted with a multifunction steering wheel, the driver can also change from one driving mode to another simply by pressing the tiptronic buttons. The DSP Dynamic Shift Program offers a further improvement of driving dynamics and motoring comfort in one, recognising different styles of motoring and determining the optimum gearshift point for every driver and driving situation. Six-speed tiptronic is available as of mid-2003 on the A3 2.0 FSI and, at a later point in time, on the A3 1.6. quattro permanent four-wheel drive Like its predecessor and the Audi TT quattro, the Audi A3 quattro features a hydraulic multi-plate clutch varying the distribution of power at the front and rear. This technical solution is indeed particularly suitable for cars with the engine fitted transversely, offering all the well-known advantages of an Audi quattro. Offering permanent, situation-specific distribution of drive forces on all four wheels, quattro drive guarantees maximum traction and, as a result, optimum acceleration at all times. At the same time it offers ample reserves for transmitting side forces in the interest of superior directional stability and safe handling in bends. The "heart" of this sophisticated drive system is the multi-plate clutch fitted between the driveshaft and the rear differential. A package of plates running in an oil bath within the clutch housing can be pressed together by controlled hydraulic power, thus providing a variable lock between the front and rear axle. The more pressure is able to build up on the multi-plate clutch, the more drive power can be conveyed to the rear axle. Electronically controlled, the system responds instantaneously to any change in traction. And with its own oil supply featuring two axial-piston pumps quickly building up pressure, the clutch is able to intervene as required with a difference in rotating angles of only 450 between the front and rear axle. Power is distributed not according to a predetermined control line, but rather individually as a function of mechanical conditions, using both hydraulic and electronic signals. A data link provided by a CAN-bus, that is an electronic data line, serves to register and evaluate a wide range of data fed in by other sensors and control units. The electronic "brain" controls clutch pressure and, accordingly, the power transmitted additionally as a function of the respective driving situation, using an adjuster valve for this purpose. To provide this efficiency in power management, the control unit uses all kinds and sources of information such as wheel and engine speed, road speed and engine torque. At the same time the system "learns" all about the driving situation and the driver's current wish for more or less performance on the road. With the engine at the front and the four-wheel-drive multiple-plate clutch at the rear, axle load distribution benefits accordingly. Indeed, this weight distribution is crucial to the excellent driving stability and good handling of the Audi A3 quattro. quattro permanent four-wheel drive comes with the top versions of the A3, featured as standard on the 3.2 and coming as an option on the 2.0 TDI. Chassis and suspension A highly sophisticated chassis and suspension provides the second foundation for the excellent driving dynamics of the new Audi A3: the further improved McPherson front axle and new four-arm independent suspension at the rear. The chassis and suspension is designed for sporting and agile handling in conjunction with a high level of all-round stability, giving the car excellent road-holding in bends with both front-wheel and quattro drive. An additional forte is the high standard of comfort meeting the substantial demands made of cars in higher segments of the market. 16- or 17-inch wheels (17-inch wheels are standard on the Ambition models) improve performance on the road to an even higher level and add a sporting touch at very first sight. The brakes with larger brake discs, in turn, reflect the greater power and performance of the engines also in the interest of superior safety. A new feature of the Audi A3 is electromechanical steering with speed-related power assistance, Audi servotronic. This combines an optimum feel for the steering with almost total immunity to excitation from the road and operates much more efficiently on far less energy. Driving dynamics and superior comfort all in one Enjoying the new Audi A3, you will appreciate the higher standard of driving dynamics right from the start even in comparison with the first generation still widely lauded by motoring journalists for its outstanding chassis and suspension. This improvement is to be felt not only on the car's exact directional stability benefiting from the longer wheelbase. Rather, the new A3 also offers an even better steering response, your first subjective impression being confirmed immediately by the exemplary precision of the A3 in following every movement of the steering wheel, every bend in the road. Despite its longer wheelbase, the new A3 offers even better handling, agility, and quick response in bends. Throughout all of these manoeuvring processes, the body of the car remains cool, calm and collected, body sway or other motions remaining within strict limits even in bumpy bends and thus not influencing the car's driving characteristics. Steering behaviour remains neutral up to the extreme limit making itself felt to the driver only through slight understeer when appropriate. Even a provoked load change response remains very moderate, allowing the driver to keep his car under control without any problems. This superior dynamic performance is accompanied by a high standard of comfort and running smoothness in every respect: The new Audi A3 offers smooth and sensitive suspension response, absorbing hard bumps on the road at every speed. The steering also remains unerringly calm even on bumpy surfaces, consistently providing a good feeling for and contact with the road. This high standard of suspension control and handling is provided by the relatively firm spring setting combined with efficient shock absorption and moderate tuning of the roll bars - precisely the right characteristics which, together with the axle geometry and kinematics, provide the foundation for the driving pleasure so typical of the Audi A3. And you will experience this driving pleasure in all versions of the new Audi, regardless of the engine chosen, since the damping effect is geared in each case to the different weight of the car and its axle loads. Rear axle With the rear axle being crucial to the dynamic driving behaviour and stability of a car, the engineers developing the A3 opted in favour of a new axle design tailored even more closely to the sporting character of the "small" Audi: They decided in favour of the four-arm principle combining compact dimensions with low weight and, in particular, dynamic driving qualities. The particular fortes of the four-arm axle are based on a functional separation of longitudinal and side forces. This provides a high standard of lateral rigidity in the interest of optimum dynamics and driving safety and, at the same time, makes the suspension relatively soft lengthwise in order to improve the standard of roll comfort. On each side the axle incorporates a wheel subframe with a wheel bearing, two track control arms at the bottom, one track control arm at the top and a longitudinal control arm. The three track control arms are connected to the body of the car by the axle subframe. This structure on the front-wheel drive A3 is made of extra-strong steel tubes and plates and is bolted firmly to the body, forming a complete unit helping to save weight and reinforcing the rear end of the car at the same time. The rear axle subframe on quattro models serves additionally to accommodate the final drive and is made of aluminium to reduce weight to an even lower level. Separate springs and dampers provide the necessary vertical support. The twin-sleeve gas pressure dampers are fitted directly next to the wheels, providing extra-large space for loading the luggage compartment. The anti-roll bar at the rear is mounted on extra-firm rubber/metal bearings fitted to the axle subframe, efficiently reducing body sway and helping to improve the transmission of lateral forces and, accordingly, the handling of the car. Front axle The front suspension incorporates a design principle which has already proven its qualities with the predecessor to the new Audi A3: the McPherson front axle with wishbones below. The front axle subframe on the new Audi A3 is bolted directly on to the chassis of the car, with the crossbars and track control arm mounts being made of aluminium and thus reducing the weight of this structure alone versus the first generation of the A3 by 1.5 kilos. Again as a new feature, the anti-roll bar is mounted directly on the spring strut. This direct connection helps to improve the response of the anti-roll bar, allowing the engineers to make the whole unit smaller and more compact than before, again saving 1.6 kilos on the front axle. The kinematic configuration of the front axle, in conjunction with the design and configuration of the rubber mounts, helps to give the new A3 its neutral handling and driving behaviour, with slight understeer easy to anticipate not arising until the car reaches its extreme limit. The front track control arm mount is extra-stiff and firm to provide good and stable side support. The rear track control arm mount, in turn, has a non-linear response curve ensuring good ride comfort under minor loads and controlled self-steering behaviour as forces increase. Steering The electromechanical steering of the Audi A3 is an all-new development in every respect. The crucial advantage of this technology is that, contrary to conventional power steering, it consumes energy only when the driver actually turns the steering. On average, this means a fuel saving of 0.2 litres per 100 kilometres, depending on driving conditions. Sensors in the steering monitor steering forces and the speed at which the driver is turning the steering wheel, applying this data to calculate the power assistance required, which is then built up by an electric motor and transmitted via a worm gearing to the pinion in the steering system. Another crucial factor is the speed at which the car is travelling. In practice this means maximum ease of steering when parking the car, with the driver then registering a more sensitive response and active steering feel as road speed increases. The system also makes it possible to effectively dampen bumps on the road. Another innovation is the active return travel of the steering with intuitive zero point. The lateral incline of road surfaces and constant side wind thus no longer impair the vehicle's directional stability. Electromechanical power steering is also a step into the future in terms of complexity, doing without a servo pump, hoses, coolers and equalisation reservoirs in the interest of simpler production and easier maintenance all in one. Pages: [1] [2] [3] [4] [5] [6] [7] [8]

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