2022 Audi A3 vs Volkswagen Golf

What's the difference?

Producing a car that takes the end result beyond appliance status is no given in a world car-park dominated by SUVs. But Audi has, over the last few decades, shown it is very good at doing just that and the latest incarnation of its A3 stalwart backs that up.

While it might take a bit of mental gymnastics to understand why the base model gets the hybrid driveline, or why the more expensive variant costs more to option with adaptive cruise-control, the fact remains these are driver’s cars from a company that understands that concept.

Yes, the A3 is a relatively expensive way to arrive at a compact hatch or sedan, but if you value the journey as much as the destination, it will all make sense.

While the technical aspects of the 35 TFSI are interesting, the extra power and all-weather grip of the AWD 40 TFSI seem to be worth the additional dollars to us. The A3 has always been a sporty alternative, meaning the sportiest version is the one for us.

CarsGuide attended this event as a guest of the manufacturer, with meals provided.

There’s plenty to be impressed by when it comes to the Mk8 Golf R Wagon. It is faster, more focused, and more practical than ever. But it’s also somewhat compromised in terms of its liveability, and it’s considerably more expensive, too.

There is no other wagon on the market for the money that can do all the things the new VW Golf R Wagon does… that much is clear. 

But then again, you could also consider a pre-owned example of the last-gen model, which will set you back about half the price. Now, you’ll have to excuse me while I go check the listings on CarsGuide, Autotrader and Gumtree for Mk7.5 Golf R Wagons.

It’s actually refreshing in 2022 to see a carmaker putting such an effort into something that isn’t an SUV.

That Audi has bothered with two distinct bodies and two equally distinct drivelines is also one for the books, really.

Technically, the mild-hybrid driveline as seen in larger Audis in recent years is probably the highlight of the new A3, and even though it doesn’t compare with a conventional petrol-electric hybrid, it demonstrates Audi’s attention to detail.

The same goes for the digital instruments which allows the driver to tailor the information displayed at any given time. Need a city map more than you need a tachometer at a particular point in you journey? That’s where this technology comes into its own.

I love a wagon. If you don’t, you need help.

I’ve always loved the Golf R wagon’s understated sporty elegance. And this new generation model has a bit more of a lary, curvaceous take on the theme - with smoother edges, a more pronounced, almost moustache-like look to its front bumper, and Tiguan-ish rear lights and telltale quad exhaust pipes.

It looks fast, plush, and pretty good if you ask me. But I’d have it in white, not blue. And, if I’m honest, I liked the more understated exterior of the last-gen version more than this one. Do you agree? Hit the comments section with your thoughts.

As for the interior? Well, this generation of Golf has been criticised widely for its mix of cheap plastics and difficult media screen controls, and nothing has changed in the top-spec wagon there. 

There are still some trims and materials that don’t align with the price tag, and while I’m sure you get used to the controls for the screen, they’re nowhere near as good as the last Golf R, which had simpler buttons, knobs and dials, and didn’t require you to crash through multiple menus to make minor adjustments. More on that in the next section.

Although it’s a compact car externally, clever packaging means there’s ample space inside. Even a tall-ish rear-seat passenger can sit behind a tall-ish driver, and the sculpted rear seat-backs help make that possible.

The only complaint would be that the dark headlining material makes the interior a bit of a cave at times.

Paying more for the 40 TFSI gets you extra cargo nets on the front seat backrests and luggage area, 12-volt sockets in the rear seat and boot. Both versions get floor mats and a centre arm-rest front and rear.

The rear seat in either is split 40/20/40 for a range of possibilities, with the Sportback offering 325 litres (VDA) for the Sportback quattro models, and 380L (VDA) for the 2WD models and its boot capacity is increased to 1145L (VDA) with the rear seat folded flat. The luggage space in the sedan is 390L (VDA) for the quattro AWD version, and a more capacious 425L (VDA) for the FWD model.

Thinking the new VW Golf Wagon looks a fair bit bigger than the humble five-door hatch model? You’re bang on. It’s a lot larger than any Golf that has come before it, measuring 4644mm (up 354mm on the hatch) and rides on a longer wheelbase than the hatch too (2681mm - up 50mm). Measuring up your garage to see if it’ll fit? The width is 1789mm and it is 1466mm tall (which is 8mm taller than the hatch).

As a result, the practicality on offer in this Golf far exceeds all other Golfs that have come before it. It’s big inside. Like, it has a boot capacity of 611 litres (VDA) - meaning it has 237L more than the hatch. That’s a whopping 64 per cent more boot capacity.

Take note, that while that is a lot of boot space (check out our boot capacity images with and without our CarsGuide hard luggage set for reference), and while there are storage areas either side of the boot for additional loose item stuff, and while there is a retractable cargo blind cover, there is no spare wheel. Not even a space saver.

Back seat accommodation? Also pretty good. With the driver’s seat set for my 182cm/6’0” frame, I had enough space behind, with good knee room, ample headroom and decent shoulder space. 

Kids are sorted with ISOFIX child-seat anchor points in the window seats, and three top-tether anchorages as well. I set up my rearward facing 0-4 baby seat and had ample space in the passenger seat ahead of it.

There are good amenities in the back, too, with directional air-vents, 2x USB-C charge ports, map pockets in the seats, a fold-down armrest with cup holders, and lined/flocked door pockets, which I love because it means loose items don’t rattle around in there.

Up front the storage situation is also pretty good. There are lined door pockets (they’re bigger in the front doors) big enough for bottles, a pair of central cup holders, a small (actually quite tiny) centre console box, a reasonable glovebox, and a clever tray ahead of the shifter to store your phone - it’s a clamshell shelf, where you can stow your phone while it’s wireless charging, and store stuff on top of it on the second shelf. Neat.

The sports bucket R seats are lovely, offering plenty of support, comfort and adjustability. The driver’s seat base is a little higher than some people might like (I would have appreciated being sat an extra centimetre or two lower) but I got used to it. 

What I couldn’t get used to was the media system interface. It’s different to the Skoda Octavia RS long-termer I had last year, and not in a good way.

The system seemingly has screens upon screens of menus, with only a few hard buttons to help you get around. That means a few presses of the touchscreen will be required to turn on the recirculation air-con, for instance, or to adjust the seat heating. That’s a bit silly, as buttons would do a better job of it.

Then there’s the design of the temperature controls - a haptic-style slider bar that sits below the screen and, extremely shortsightedly, isn’t backlit. So, if you’re driving at night, you’ll be left to guess what you’re doing on that bottom slider. Further, the middle part of that bar is also where you’ll find the volume controls - which is silly. A knob would be so much better for it.

It looks and feels like a means of cost-cutting compared to the last-gen model’s media system. Sure, that version was lower-res, didn’t have as much connectivity, and didn’t have the “sleek” plasticky surround that this one has… but it had better usability, buttons and dials to make sure you’re not bumping things you don’t want to when you’re driving, and frankly, I think it looked more premium. 

Another thing that I couldn’t come to terms with was the steering wheel controls. There are too many things to press. I don’t need cruise control, volume, lane keeping tech, R drive mode, menu selectors, info screen view controllers, heated steering wheel, voice control and track-change buttons all to be within one press on the steering wheel. In fact, I accidentally hit the next track button several times, which when you’re 20 mins into an hour-long podcast, can be super frustrating.

This maximalist approach to the steering wheel buttons is seriously at odds with the minimalist screen controls, and I can’t understate just how much better the MK7.5 Golf was from a user-interface perspective.

You’re getting a lot of car if you buy a Volkswagen Golf R Wagon, but you’re also paying a lot of money for it. More than ever before, in fact.

The new-generation Mk 8 Golf R wagon has a list price of $68,990 (MSRP - before on-road costs). That’s some $11,000 more (or 19 per cent!) more expensive than the outgoing Mk 7.5 model.

And you don’t even get a sunroof as standard! You need to pay an extra $2000 for that. And if you want the premium sound system - a Harman Kardon stereo with nine speakers and a subwoofer - that’ll add a further $1000 to the price.

Some reprieve when it comes to colour choices, though. There are only three - Lapiz Blue, Pure White or Deep Black - and all come at no additional cost.

So what else are you getting for your money? The standard equipment list is long, comprising: the VW R Performance package with Drift and Special driving modes, 19-inch alloy wheels, adaptive suspension, Matrix LED headlights with auto high-beam and cornering beams, LED DRLs with grille strip, LED tail-lights with dynamic blinkers, keyless entry with push-button start, auto electric boot opening/closing, tinted rear and side windows, and chrome roof rails.

Inside you score three-zone air-conditioning, Nappa leather interior trim, heated and cooled front seats, electric driver’s seat adjustment (manual for front passenger!), auto lights, auto wipers, auto-dimming rear-view mirror, ambient lighting in the cabin, and a heated sports steering wheel with paddle shifters, and there’s adaptive cruise control.

Multimedia is by way of a 10.0-inch touchscreen with sat nav, a reversing camera, DAB+ digital radio, wireless smartphone mirroring (Apple CarPlay and Android Auto), 4x USB-C ports, and there’s voice control, too. The driver has a head-up display for critical info, and there’s a fully digital instrument display for the driver, too.

More details on the safety gear can be found below, but highlights include high speed front AEB, rear parking speed AEB, and surround parking sensors.

While both versions of the A3 use a seven-speed dual-clutch transmission (no manual gearbox will be offered) there’s not a lot of commonality beyond that.

So let’s start with the 35 TFSI’s mild-hybrid running gear. To begin with, mild-hybrid in this sense refers to a starter motor/alternator unit that is linked to a 48-volt battery (the car also has a conventional 12-volt electrical system).

When coasting, the engine can shut off and the starter switches to alternator mode and harvests the otherwise lost energy to charge the 48-volt battery. This 48-volt system also powers the car’s functions when the engine is switched off.

When the car needs to restart (when the traffic-light goes green) the starter kicks in, using that harvested voltage. There’s also a regenerative braking function, saving the car’s actual brakes for more severe stops.

Unlike a 'normal' hybrid system, there’s no electric motor to help drive the car, but Audi claims a potential fuel saving of 0.4 litres per 100km from the set-up. Any benefit will be most noticeable in urban running where the car is speeding up and slowing down regularly.

The rest of the 35 TFSI is technically interesting, too, with the 1.5-litre four-cylinder turbocharged engine featuring cylinder-on-demand where it can shut down individual cylinders during cruise conditions to save fuel.

When firing on all four, however, the engine is good for 110kW of power and 250Nm of torque, figures which have become almost an industry standard in this sized vehicle.

The 40 TFSI, meanwhile, ditches the hybrid gear for a conventional 2.0-litre powerplant with a turbocharger and 140kW of power. Torque is a handy 320Nm and is developed over a wide range of engine speeds (anywhere from 1500 to 4100rpm).

The other big difference is in the driveline. The 35 TFSI is a front-wheel drive platform while the 40 TFSI uses Audi’s Quattro AWD as it applies to Audis with an east-west engine layout.

That means the car behaves as a front-drive vehicle until the electronics decides more power should be sent to the rear wheels. At that point, anything up to 99 per cent of the available torque can be transferred rearwards via an electronically-controlled multi-plate clutch housed at the rear of the car, just in front of the rear axle.

This is quite the beating heart.

A 2.0-litre four-cylinder turbo-petrol engine producing 235kW of power (from 5200-6000rpm) and 420Nm of torque (from 2000-5500rpm) means there’s a huge lump of linear power available to the driver.

The petrol engine is teamed to a seven-speed dual-clutch automatic transmission (DSG in VW-speak), and of course, it has the brand’s 4Motion all-wheel drive system with R-Performance Torque Vectoring. It’s a new take on the brand’s AWD setup, using two multi-plate clutches at the rear axle and clever torque vectoring tech that can allow up to 100 per cent of torque to be fed rearwards. The new Drift Mode pushes extra torque to the outside rear wheel to make it easier to commence and continue a slide - it is designed for track situations (there’s even a “promise you’re not being silly in public” style disclaimer on the screen). Sad to say, I wasn’t driving this car on a track.

The claimed 0-100km/h sprint is just 4.9 seconds - 0.1 sec slower than the hatch, despite the wagon weighing in 82 kilograms heavier (1583kg).

With all its cylinder shut-off, hybrid tricks and small capacity, the 1.5-litre engine boasts a 5.0 litres per 100km combined cycle fuel economy figure.

Combined with its 50-litre tank, that’s a potential for 1000km between service-station visits. It’s also commendably close to the numbers you’d expect from a similarly sized vehicle with a turbo-diesel engine.

The more conventional 2.0-litre A3 variant, meanwhile, boasts a still-credible 6.7 litres per 100km for the same test. To counter its greater thirst, Audi has fitted a slightly bigger, 55-litre fuel tank.

The headline act, of course, is the base-model’s highway figure which, thanks to the small capacity engine and its reduced pumping losses at small throttle-openings, can get right down into the low-fives (5.0 litres per 100km) in the real world at real highway speeds.

With a tail-wind, you might even see a number starting with four. This is why you don’t need a diesel engine any longer.

Expect the 40 TFSI to use roughly a litre more across every 100km travelled. And in either case, you are stuck with paying for 95-RON premium unleaded.

A performance car needs the best fuel, so you best be sure your servo has the 98RON premium unleaded available. You need to use that because it’s the only fuel suitable for the car’s standard-fit, emissions-stifling petrol particulate filter. 

The official combined cycle fuel use figure of 7.4 litres per 100 kilometres is likely fanciful for most fans of this sort of car. Fun fact for the pub - the wagon has a lower claimed fuel use figure than the lighter hatch model (7.8L/100km).

On my test, which comprised lots of highway, urban and some spirited driving, I saw a real-world figure of 9.7L/100km. 

Let’s start with the less powerful 35 TFSI, if only because - even though we know better in 2022 - there’s a temptation to think a 1.5-litre engine will be underdone. The reality, however, is that you’re not going to drive this car and judge it as anything other than very resolved.

While it’s true the peak power of 110kW isn’t startling, it’s the way it’s delivered (along with the 250Nm of torque) that sets the mood here.

Like many late-model Audis, this one has an engine with a fizzy, zingy feel that makes you want to rev it just to hear and feel it. And when you do, it pays off with plenty of flexibility and a sophisticated, refined feel.

Whether the mild hybrid driveline is adding anything to the formula is debatable, because the technology is so seamless you won’t pick what it’s doing other than the engine stop-start function, which is one of the better ones we’ve sampled.

Move from the 35 into the 40 TFSI and you immediately notice the extra power and torque on tap. And although it’s still not a hot-hatch by modern standards, there’s always enough urge to make the 40 TFSI a convincing driver’s car.

Again, the power delivery is the key to it all, making more of what the engine has to offer by actively encouraging you to use it. The seven-speed dual-clutch transmission is your friend here.

The extra driveline functionality of the 40 (namely the AWD system) actually means less than you might imagine in day-to-day life. We didn’t get to drive the car in the wet, but it’s fair to say that those conditions (or a loose, gravel road) are really the only ones likely to make a difference to the way the basic platform feels.

That’s for two reasons; the first being the all-wheel-drive is fundamentally on demand anyway and, secondly, the basic platform is so composed and balanced in the first place, that the Quattro system will spend a lot of its time hiding in the background.

The 40 TFSI also get the selectable drive modes which break with tradition by actually making a difference to the way the car feels.

But the reality is that if you took the best bits of every other setting (Comfort, Dynamic and Efficiency) and loaded them into the Individual button, you’d probably wind up with something very close to what the non-adjustable 35 TFSI offers in the first place.

You have to admire the way Audi has made a front-drive car in the A3 steer, handle and talk to the driver in such a clear, precise way.

Yes, the 40’s selectable modes add another layer to that, but only if you can be bothered. Even more than that, the A3 in either form feels like its ultra-stable and safe, while the levels of feel and feedback give the impression they were decided upon by people who enjoy driving.

There aren’t many other wagons… actually there aren’t ANY other wagons that can do what the VW Golf R Wagon can for the money.

It’s not just composed and comfortable when you want it to be, it can also turn into a menacing machine -  a grippy, corner-carving powerhouse - at the press of a drive mode button (or several presses of the touchscreen or an accidental press of the steering wheel haptic control button… ahem!).

It’s that ability to essentially be all things to all people, that makes it one of the most compelling drive experiences for the money. Yes, it is a lot more money than it used to be, but it’s arguably stepped up its on-road driving game to match that price.

The 2.0-litre engine is a rich, nice-revving unit. It offers Excellent power delivery above 2000rpm, though there can be some lag below that point. Not that it really matters, unless you’re doing mainly urban grind commuting.

The dual-clutch auto is well sorted and nicely calibrated, and it’s not even too much of a pain in urban driving as some examples can be. It holds gears really nicely, and offers snappy shifts no matter the drive mode you’re in (the snappiest are in the most aggressive modes), however, I noticed that on cold starts the engine and transmission could be a little jerky.

On the topic of those drive modes, there are Comfort, Sport, Race and an Individual mode that allows you to select the parameters of your drive experience. I liked this setting for a slightly more comfort-oriented suspension damper setting, while keeping the engine at a tenser, more aggressive setting. 

As mentioned earlier, there are special drive modes as well - Nurburgring and Drift - though I followed the recommendations and didn’t engage them on my “real world” drive test.

Even so, in Sport and Race I found there was tenacious traction available, and the body control was terrific. The tyres - I was surprised to note - are Hankook Ventus S1 evo3 rubber in 235/35/19 size, and while they offered good enough grip on my testing loop, I would personally prefer something with just a bit more bite. They used to fit Continentals to the Golf R…

The steering is lovely, offering a nice mix of lightish feel and feedback, but also urban friendly in how light it can be in the most sedate drive modes. The more hardcore enthusiast might wish for just a tiny bit more pointedness at the nose and feel through the wheel, but for most people who buy the Golf R Wagon, they’ll realise it has more than just one job to do.

What I wish there was more of, this time around, is aural drama.

Under hard acceleration the 2.0L engine doesn’t offer exactly the most acoustically pleasing sound, and while the drive modes can “enhance” the sound in the cabin, and while there is some slight exhaust pop and crackle in the racier moods, it’s not quite as chest-beating and theatrical as the last model from my recollection, and nor is it the show-off that the current Hyundai i30 N is.

That may or may not matter to you, though, and surely there’ll be some special edition with an Akrapovic exhaust at some point… right, VW? 

Aside from that, there’s also some tyre noise to contend with, but it’s never to the point of frustration as can be the case in some other wagons with low-profile rubber (they can be like echo chambers).

You might have seen the VW Golf range has scored the maximum five-star ANCAP rating, and that was against 2019 criteria. Things have changed a bit since then, and the rules for achieving five-star scores are always getting stricter, but the Golf R Wagon seems to have plenty going for it.

Alongside front AEB with highway and city speed operation with pedestrian and cyclist detection, there’s lane-keeping assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control with “Traffic Jam Assist”, semi-autonomous self-parking tech, and driver fatigue monitoring. There’s also rear AEB to stop you colliding with obstacles when reversing.

Airbags consist of dual front, front side, rear side and full-length curtain coverage.

What’s missing, then? There’s no surround-view 360 degree camera, which is becoming more commonplace these days, and no front-centre airbag coverage which some newer-generation cars offer. 

Audi recently improved its factory warranty from three years to five years and unlimited kilometres. Any new Audi (including this one) sold after January 1 this year is the beneficiary of that change.

Audi specifies service intervals of 15,000km or 13 months.

There’s also the option of a fixed-price servicing program for the first five years of A3 ownership, and that will cost you $2250, for an annual average of $450.

The Volkswagen ownership experience comprises a five-year/unlimited kilometre warranty, which is the standard for most brands these days.

There’s capped-price servicing, which you can pay as you go, or buy a prepay plan. The plans can be had for three years ($1700 - correct when published) or five years ($3000, first service is free). If you prepay on the five-year plan, you’ll save $833 compared to the “Assured Service Price” pay as you go method.

You get a year of roadside assistance included when you buy new, and it renews up to nine years if you maintain your car with VW.