Which box is on q3. How to choose a used first generation Audi Q3. Audi Q3: technical data

Most Audi Q3s are all-wheel drive. Front-wheel drive options appeared after the 2014 restyling and have not yet become popular.

Scheme all-wheel drive Very typical for crossovers. On cars before restyling there is a Haldex coupling fourth generation, after restyling - fifth generation Haldex and a simple bevel gearbox at the gearbox. The scheme works quite reliably and even provides good maneuverability. The Torsen center differential, which is so familiar to quattro versions of Audi, is not here: the PQ35 platform simply does not have such units in its arsenal.

The mechanical part of the transmission is very reliable, and it is difficult to “break” the CV joint. To do this, you will have to, for example, twist the “nickels” in reverse, which is not necessary to do in normal operation. For those who like to “drive” with a stopwatch from 0 to 200 km/h, and even with a well-pumped engine, the transmission, of course, does not last long.

Audi Q3 2.0 TDI (8U) "2015–present"

For front-wheel drive vehicles, the service life of CV joints is usually at least 180-200 thousand kilometers, and for all-wheel drive vehicles it is even longer. There are no particular weak points in the transmission, and if you change the oil in the gearboxes and after 150-200 thousand miles monitor the supports and joints of the driveshaft, then there will be no unpleasant surprises.

The fourth Haldex on cars before restyling is reliable and fast. The latest generation of clutches with a hydraulic accumulator is distinguished by high speed and “quality of contact” - it holds the torque firmly, allowing you to move very confidently off-road. But you need to change the oil quite often, and this is more difficult to do than with the fifth generation, because you have to remove the driveshaft. If you don’t change the oil every 40-50 thousand, then by the 60-80 thousand mileage the pump may die the death of the brave, and the car will turn into a front-wheel drive one.

The fifth Haldex on cars after restyling is quite controversial. It is simpler in design, and the oil in it is easier to change, but the absence of a hydraulic accumulator and a normal filter leads to the fact that the performance of the clutch gradually decreases. Literally after 20-30 thousand kilometers, the clutch begins to operate more roughly and later than desired, the wheels slip too sharply, and maneuverability and controllability deteriorate. And the pump itself will not last long in this mode: after the same 60-80 thousand mileage, it will stop creating sufficient pressure, after which the clutches will burn out.

To extend the life of the coupling, you will have to change the oil and wash the filter mesh on the pump every 20-30 thousand kilometers. Yes, and you need to carefully monitor the cleanliness of the coupling body.

Our very rare versions with manual transmissions are distinguished by a relatively weak differential and a short service life of the dual-mass flywheel. For these boxes, tuning is possible in the form of installing flywheels under the VR6 clutch and reinforced differential locks, which can correct the above-mentioned shortcomings. And when purchasing, you should listen to the box carefully and find out whether it is original.

Audi Q3 2.0 TDI quattro (8U) "2011–15

When seriously tuning the engine, the flywheel is almost always changed. The original clutch does not hold torque well above 400 Nm, and it is much cheaper to replace the flywheel with a custom one than to buy very expensive tuning kits for the disc and basket.

In our area, American versions of Q3 with regular box Aisin TF60SC are very rare. The pursuit of such a rare beast does not make much sense, because the preselective DSG “robots” on the Audi Q3 are very reliable. With 1.4 liter engines, a six-speed DQ250 gearbox was installed, and all more powerful versions were equipped with a seven-speed DQ500. These boxes have a “wet” clutch, and on the Q3 they are presented only in later versions, with high-quality maintenance and normal operation they have practically no resource problems.

All transmissions can be easily diagnosed by a scanner, so before purchasing it would be a good idea to go to a good service center. You can view logs on load, temperatures, switching speed and other parameters. With proper interpretation, it will be clear how the car was used and what problems should be expected in the near future.

We won’t talk about the Aisin automatic transmission again. They are quite reliable, but the delicate hydraulic unit really does not like dirty oil and overheating. The regulations do not provide for oil changes, and the not very efficient heat exchanger quickly becomes dirty, causing overheating of the automatic transmission. Repair of the valve body during city use is usually required after 120-150 thousand mileage, but it can be avoided by frequently changing the oil and improving the cooling of the box.

Among the advantages of a hydromechanical automatic transmission, one can name only complete “fool-proofness”, convenience in dense traffic jams and traction capabilities off-road and when operating with a trailer. Disadvantages - quite expensive repairs in advanced cases and complete rejection of the driving style of the “racers”.

That's about DSG boxes this cannot be said. They seem to be specially created for those who want to get the most out of their car. Maximum efficiency, dynamics and resource. Of course, if you're lucky.

The DQ250 box is quite old and time-tested. In the later version it has an additional replaceable oil filter, and her only weak point is a heat exchanger that eventually ceases to perform its function. A circuit with an additional thermostat in the automatic transmission cooling line allows the oil temperature to exceed 120 degrees, which is also not very good.

There is no torque converter here, but instead there are two multi-disc clutches and a dual-mass flywheel. And instead of a planetary gear, there are two rows of gears of a conventional shaft box with automated switching. The circuit is quite reliable: “wet” clutches do not overheat when frequently closed and opened, and the mechanical oil pump has a simple pressure control circuit.

The global disadvantage of this design is that friction wear products get into the hydraulic circuit of the box. True, developed magnetic filters and an external box filter somewhat reduce the severity of the problem. But early versions of this box did not have an external filter, which significantly reduced the oil life. If you delight yourself with full-throttle acceleration from a standstill every day, then the oil will need to be changed every 40-50 thousand kilometers.

The service life of the clutches and dual-mass flywheel is about 120-200 thousand kilometers, but with gentle operation it can be noticeably longer.

There is a risk of having to repair the differential, bearings and gearbox clutches, but with a 1.4-liter engine it is minimal. We can say that this is a quite successful automatic transmission, and if the operating rules are followed, it will please you with both its service life and the low cost of maintenance and repairs.

“Robot” DQ500 is another “improved and expanded” version of the DQ250. Designed for powerful diesel engines on VW Transporter. The seventh gear of this box allows you to reduce the load on the odd clutch, and the more solid design easily handles the torque of even well-tuned engines. Even 550 Nm is an easy warm-up for it, and the most powerful version of the 2.5 liter Q3 engine develops “only” 450 Nm.

This gearbox is even faster, more resourceful and more economical than a six-speed one. The main thing is to change the oil on time (every 50 thousand kilometers) and not to overheat it, and during severe use, change the oil more often.

Like any other manual box, the DQ500 may have a bearing howl or “seize” the differential. Here you just need to not let the situation become critical and start repairing it on time.

The age of most Q3s is still too young for resource problems with the clutches and flywheel to appear.

Motors

The majority of cars are equipped with two-liter engines of the EA888 family. Before restyling - the Gen2 family, after - Gen3. There are quite a few cars with 1.4-liter EA211 series engines, and very few with EA288 diesel engines.

The most reliable engines are the 1.4-liter EA211. Diesel engines throw up surprises in terms of fuel equipment, although their mechanics are almost exemplary. But EA888 motors still retain quite a large number of hereditary problems.

Although the third generation of engines is very reliable, the piston group in it almost does not coke, and there are no problems with crankcase ventilation, troubles with balancer shafts, wear of the timing mechanism and support, as well as oil pressure leaks still occur. Moreover, bullies crankshaft these engines are much more common than the engines of the previous family: the introduction of an oil pump with adjustable performance did not help. The second generation of EA888 engines potentially causes more trouble, but for some engines the problems were resolved by replacing the piston group under warranty or as part of post-warranty repairs. But be that as it may, EA888 motors are valued not for their huge resource, but for their combination of traction, a huge boost reserve, good efficiency and maintainability.

Under the hood of the Audi Q3 2.0 TDI quattro (8U) "2015–present"

The EA211 engines were definitely a success: the 150-horsepower CHPB, CZDA and CZEA engines turned out to be very reliable. Until 2014, the Q3 was equipped with CHPB series engines, and since 2014 - CZDA engines without a system for shutting off two cylinders, with a simpler and more reliable timing belt. Newer CZEA engines have an ACT system that shuts off two cylinders at low loads, which improves efficiency slightly, especially when running at a stop with the air conditioning on.

Pump with thermostat 2.0

price for original

12,420 rubles

We have already talked about the features of this engine more than once: an aluminum block, cast iron liners, an exhaust manifold in the cylinder head, a double thermostat in a block with a pump and a timing belt drive. The main complaints about the previous generation of 1.4 TSI engines of the EA111 series have been eliminated, and the engines of the EA211 series warm up quickly, they do not have an unreliable timing chain, and the timing belt drive with a service life of 120 thousand kilometers and a cheap replacement turned out to be successful. There are practically no failures in fuel equipment up to 200-250 thousand kilometers. Unless, of course, you pour a completely mixture of gas condensate straight from the well and straight-run gasoline into the tank.

Since the design of the motor is quite complex (especially in the version with AST), failures are still possible. Usually they are caused by an electrician, but sometimes the thermostat pump, whose plastic casing warps and then leaks, also fails. But the price for such a large part is quite reasonable even in the original, and its average resource is 80-120 thousand kilometers.

Audi Q3 2.0 TDI quattro (8U) "2015–present"

Before mileage of 150 thousand, most often you only have to change the pump, which was often done under warranty. Sometimes, with low mileage, they encounter low oil consumption, which goes away by the mileage of 50 thousand. Moreover, if you change the oil once every 10 thousand kilometers, then it is completely invisible. Otherwise, this is a truly excellent engine with ample thrust and impressive efficiency.

We talked about the problems of the EA888 engines, and we talked separately about the problems with the piston group, and separately about the other “little things” that have annoyed the owners since the release of these cars with these engines. Ten years of work as “beta testers” for fans of the brand were not in vain: the engines became more reliable, and car owners became more savvy in matters of warranty and repairs.

The second generation of engines, which were installed on the Q3 before restyling, may still suffer from an increased oil appetite, but are quite strong and provide the owner with freedom in choosing tuning and possible modifications. In the “right” hands, the motor will most likely already be brought to a reasonable “ideal”. Such an engine will not eat oil, but the risk of running into “dead” balance shafts and timing belts remains in full. Especially when driving over one hundred thousand kilometers, which is quite normal for cars manufactured before 2014.

Even serious tuning does not significantly reduce the resource of this engine: the piston group while maintaining mobility piston rings and the absence of an oil appetite, more than 300-350 thousand can pass without much wear and tear. Earlier repairs are usually caused by damage due to detonation, burnt pistons and similar troubles. By the way, engine repair has been mastered well, for which we must say thanks to all the problems with the piston and timing belt.

The third generation has a significantly redesigned cylinder head design, modeled after the EA211 engines. The engines are distinguished by the presence of an AST system, a thinner and lighter cylinder block, a lighter crankshaft, an adjustable oil pump and a number of changes in the timing. The piston group here is successful, but the fact that the engine has become noticeably more economical can be considered almost a miracle, because the previous generation also showed excellent results.

Audi Q3 2.0 TDI quattro (8U) "2011–15

But from a resource point of view, there are certain difficulties. Lightening the piston group and crankshaft did not benefit reliability. The adjustable oil pump also makes its contribution. By the way, when tuning they try to turn it off. In the standard ECU firmware it can be turned off only for a break-in period of 1,000 km, but the tuning firmware allows you to turn it off completely. You can simply remove the “chip” from the pressure sensor on the pump, and the system will operate in an “emergency” high-pressure mode, which, in fact, is what is achieved in this way. This “hack” is especially recommended since engines after a hundred thousand miles often have liners worn out to copper, and scuffing and crankshaft sticking are all too common.

Timing chain 2.0 TSI

price for original

5,730 rubles

Changes in the timing mechanism made its resource more stable. There are cars with over 200 thousand miles traveled without replacing the chain.

There are practically no complaints about engine failure before one hundred thousand kilometers, but statistics are still not enough, and there is no need to relax. When buying a car, it is still worth checking the intake for oiling, and the timing belt for extraneous noise during a cold start. If there are signs of the use of tuning firmware or hardware, it is also worth checking the oil pressure, turbine play and carefully delving into the engine and gearbox operation logs.

Conclusions

For a modern premium car, the Audi Q3 looks very good in terms of operating costs. The crossover is almost at the level of its comrades on the PQ35 platform, but at the same time it is noticeably better equipped and pleases with high quality workmanship. If the regular Golf seems too weak and simple for you, then the Q3 is a good choice. Practical.

Audi Q3 2.0 TFSI quattro (8U) "2015–present"

And at the same time, don’t expect a magical combination of sportiness, comfort and special attention to the details. Premium cars of a higher class have all this, but the Q3, in addition to practicality, has only a brand. True, prestigious.

Would you buy a used Q3?

Since the start of sales of the Q7, Audi has already sold more than half a million SUVs. After the serial release of the Q5, which was distinguished by its medium size, there was another breakthrough in sales.

Everyone was wondering what would happen to its small and inexpensive brother – the Audi Q3. Will it seem too small compared to other cars?

The new model was very important for Audi. But the company's expectations were justified. Although this model costs almost twice as much as the company’s most sophisticated SUV, the sales volumes of the Q3 greatly surprised absolutely all marketers. This is perhaps the most profitable crossover concept yet.

The Audi Q3 is from the premium segment, so we decided to do a test drive in an unusual place - the richest quarter of Zurich. Except production cars, our small team of journalists also got access to prototypes that appeared on the market much later. But, first things first.

Audi Q3 design

And once again you can remember about the sizes. Sitting behind the wheel and looking at the car from the outside, you can’t even imagine how much space there is inside. Perhaps the most efficient distribution and arrangement of all the parts necessary for the machine.

It differs from its Q series brethren in its strongly sloping racks. It is because of the pillars that the crossover is so reminiscent of a hatchback. The first impression of the car does not change. This is another clone from the Q family. The Audi Q3, photos of which are publicly available, perfectly show off the appearance of the hatchback from the outside, but make one misunderstand the dimensions of the car from the inside.

The most famous designer in the modern automotive industry, De Silva, worked on the design of the car. But he wasn’t the only one who had a hand in the design, which is perhaps why the design came out somewhat unsaid. The same feelings arise in the car interior. Photos of the Audi Q3 convey this awkward feeling in full size. Of course, it is very difficult to find fault with the style and interior, but still there is no highlight. You expect more from a premium class, but with the Q3 your expectations are not always met. You can look at photos of the Audi Q3 as much as you like and not find something interesting and exciting. You can only fall in love with this car once you get into it. The experience of the trip will be unforgettable.

Audi Q3 interior

Everything about the new Q3 is thoughtful and practical. There is nothing superfluous, not even the brake lever - it has long been electromechanical and controlled using a key. A similar system has been implemented starting with the most basic versions of the crossover.

Getting into the car is comfortable, the front seats are hard and comfortable, securely fixing the body. If you want something new, you can order sports chairs. They have an adjustable pillow height thanks to a retractable cushion. All for your money: for an additional fee you can purchase a dark headliner, which will further add sportiness to the car.

The most recognizable element of the interior is steering wheel with two spokes located at the bottom. This steering wheel design is also present in other Q series cars.

Traditional round dials and a small monochrome display in place of information sensors. The display displays all the information the driver needs. A screen is hidden in the central panel, which opens by pressing the lid. It has a resolution of 7 inches, can display maps, weather, and control music. Maps of Russia are not very detailed, but the execution of maps of Europe is excellent.

The interior styling is quite simple, but the build quality is top notch. The high quality of materials immediately sets it apart from other crossovers. But there are still savings. Below the floor, everything is much worse: the door handles and console are not processed with the most expensive materials.

There is a lot of space in the rear seats, although the outside gives a completely different impression. The front seats are quite compact, and all three rear seats have headrests, but still only two passengers can fit comfortably. Not too much space. But there are full-fledged armrests, with a small drawer inside and retractable cup holders. But there is not much space under the head in the back - the sloping roof has an effect. The second row seats, if necessary, fold into a flat floor, creating simply enormous space for luggage.

The trunk of the Q3 has a volume of 460 liters. But upon inspection of the trunk, a flaw was discovered - a shelf. It cannot be removed anywhere, and if you are planning to transport bulky and high cargo, this will cause minor inconvenience. For the sake of transporting long loads, engineers made front seat folding. Although optional, a configuration without the folding front seat can be ordered.

Audi Q3: technical data

The basic version is available with three motors. All are two-liter, two petrol and one turbodiesel. The weakest of the gasoline ones is 170 hp. Only it is available with a manual transmission and front wheel drive. But you can also order a seven-speed gearbox and all-wheel drive. A more powerful version of the gasoline engine with 211 hp, as well as a turbodiesel, comes with an automatic transmission, in standard. The equipment can be changed depending on preferences, you can choose a car for yourself and your needs.

In addition, they recently began to release Q3 with the best gasoline engine 300 hp, as well as a model with a small but economical turbodiesel. You can buy an Audi Q3 with single-wheel drive mechanics for 1,300,000 rubles. Pretty good for a car like this.

The all-wheel drive uses a multi-plate clutch as a center differential. She has electronic control and in “standard” mode it sends all the power to the front pair. If the wheels begin to slip, the traction is instantly transferred to the wheel that has the best traction. In this case, the slipping wheel will even slow down, since torque is not transmitted to it.

The wheelbase is almost 10 cm shorter than that of the trio’s competitor, the BMW X1, which we mentioned in passing when we were looking at it. Externally, competitors also differ in size. But in the cabin, oddly enough, there is even a little more space! What's the secret?

And Audi's secret was hidden in the engine, or rather in its layout. It is located transversely and takes up much less volume. This also applies to the size of the base; the parts are fitted compactly and do not take up much space.

Audi Q3: test drive.

The version that was tested had an engine with 211 horses. The engine is quite powerful and quiet at the same time. Also included was a seven-speed automatic transmission with two clutches. The box turned out to be very small in size; it was placed next to the motor, which is located transversely. The car has an efficiency setting that automatically disengages the clutch. The effectiveness of this solution is debatable; not only is the closing speed very high, but also basic configuration there is a system of stabilization and stability.

The Q3 is equipped with all-wheel drive, but the car is hardly suitable for off-road use. There is only a hill assist system. You don’t need more - the Q3 was initially positioned as a crossover for the city, so the developers didn’t even have a goal to create something more for off-road use. This is also evidenced by the low ground clearance - 170 mm. But the car is still capable of driving over rough terrain at low overhang angles.

I was pleased with the suspension - there were no sudden swings or movements from side to side. Although all this is typical for good road surfaces on which the test drive took place. The video test drive filmed after testing the Audi Q3 demonstrates the amazing dynamics of the Q3 and the excellent handling of the model.

The performance of the engine and gearbox immediately distinguishes a quality car. The pedal is very sensitive and responds to any manipulation. This provokes active driving and excitement, which is not what you expect from a crossover. The fastest acceleration to hundreds is 6.5 seconds for the maximum configuration! But as always, not without its drawbacks. If you press kickdown, there is a slight pause. Quite often it is annoying, but you can get used to it. Audi demonstrates excellent road car qualities. The basic configuration includes a system that actively saves fuel in traffic jams. In the city you can achieve savings of up to 12 liters per hundred.

Conclusion

Audi Q3 price depends mainly on the engine configuration. They start at 1,240,000 rubles, and the most sophisticated model costs 1,700,000 rubles. For many potential buyers of the Audi Q3, its price will seem too high, but there is something to pay for. Heating rear seats, the best dynamics among classmates, excellent internal design. It is also worth noting the amazing reliability of the car. Due to this fact, a used Audi Q3 is much cheaper than its brand new counterparts, but it is the reliability of the car that compensates for all the shortcomings.

There are a lot of videos about the Audi Q3. Here is one of the best videos:

Buyers of the Audi Q3 are mainly switching to it from lower-class crossovers, expecting comfort and reliability. Years convince them of the correctness of the decision

At the height of the crossover boom in the luxury segment, designer Julian Hoenig presented to the public his vision of a sports crossover from the “fraternity of the rings” - the Audi Cross Coupe Quattro. In sketches this project still looks attractive. In its most modern forms, his style was subtly reminiscent of the time when Auto cars Union took top positions not only at Le Mans. In metal it turned out a little more boring, but the prototype allowed us to get an idea of ​​the future compact crossover that the Audi Q3 would become. The production model appeared in 2011 and was built on the same platform as the Golf 6, Audi A3, and most importantly, the VW Tiguan, which has very, very much in common with our hero. I would even say that if you want to know the merits and Audi disadvantages Q3, read the article about Tiguan. But this, of course, will not be the whole truth. By the way, it is interesting to note that the debut of the crossover took place at the auto show in Shanghai, and not in Europe or America, as one might assume.

Imbalance. The digitization of scales is so strikingly different,
which is annoying, but it doesn’t affect readability

Intelligence. The MMI system was once difficult to master,
but the firmware update was not in vain

MOTORS AND FIRE

During the entire production period, five engines were installed on the Q3. The base one was 1.4 TFSI, familiar to everyone from the mass of the group's cars from Skoda Fabia to, in fact, the Audi Q3. It was equipped with front-wheel drive and a 6-speed manual transmission for Europe and a 7-speed automatic transmission for the Russian market. The engine is fast, torquey, economical, but continues the sad history of 1.8T turbo engines, which required overhauls more often than we would like by the time they reached 150,000 kilometers. However, cars with a 1.4 engine appeared only a year ago and so far the owners are not particularly worried.

Since the beginning of release power units were 2.0 liter. Both petrol and diesel. All with a turbine. A pair for each type of fuel. They differed in settings of the intake system, power, traction and price. The base version was considered to be 2.0 TFSi with 170 hp. With. and maximum torque of 280 Nm. Its more powerful version was “supercharged” to 211 hp. With. and up to 300 Nm at higher, albeit higher, speeds. The engines turned out to be economical and environmentally friendly, but suffered from some inherent problems. The first and main thing is the glutton of oil. Oil consumption of up to 1.5 liters per 1000 km on a working engine is difficult to describe in any other way. Flat pistons and thin rings are part of the problem. It seems that VW saved on the material used to cover the cylinder walls. Those that have run over a hundred show obvious scuffs and scratches. Carbon deposits on pistons, valves, failures of knock sensors, catalyst and oxygen sensors - all these are eggs from the same basket. Repairs only seem expensive until the turbine fails. Then the owner will know what is truly expensive. This happens rarely, but if warranty period does not hit, it lightens the owner’s pocket by 80,000 rubles when purchasing spare parts secondhand. And this is the price without the cost of labor and warranty. Interestingly, tuning kits sometimes work more reliably than the original. If you rummage through the Borg-Warner catalogs, you can order exactly such a turbine, but without the VW emblem for 50,000 rubles. And so with everything. A bulb from Philips will cost half as much as one with a VAG sticker. Alas, these are the realities of the current automotive world.

Turbo. All engines installed on the Audi Q3 are turbocharged.
Diesels are especially good. They are not only more economical than gasoline ones, but also faster.
We won’t talk about ecology, it’s no longer interesting

Two diesel engines with the same volume of 1968 cm3 develop 140 and 177 horsepower, depending on the firmware. They are very economical and high-torque. The more powerful one demonstrates a maximum torque of 380 Nm and consumes about 6 liters of fuel outside the city. It must be said that this motor, which has the BKD index, is best choice for Audi Q3. At least better than gasoline. It is much more reliable, and its service is slightly more expensive. And even then, taking into account the presence of a turbine in the TFSi, this difference is leveled out to insignificant.

However, diesel engines also have characteristic disadvantages. First on the list are, of course, problems with injectors, which come from two manufacturers - Bosch and Siemens. Prices for new ones are 180 and 300 € respectively. Yes, I almost forgot – these are pump injectors, that’s why they’re expensive. If the engine overheats, and this also happens, then the cylinder head cracks, which will cost 36,000 rubles without removal and installation and other work to replace it. Sudden headache DPF filters, popularly nicknamed “particulate filters,” can also be added. They clog quite quickly, and the engine works worse and worse, consuming more and more fuel. Then the engine goes into afterburning mode, which does not always end well. Then the filter needs to be replaced or cleaned at a service center. To thoroughly clean the filter yourself, the car must be thoroughly driven along the highway, but the city crowd will certainly ruin it. A less powerful version of the diesel engine - 2.0 TDI CR - allows for repairs of injectors, and in general gives the owner a minimum of problems.

Problems arose with the EGR system, which was completely replaced in 2014, when the restyling came out. Replacing the cooler, and it was he who was failing, costs at least 12,000 rubles. A sign of problems is floating idle speed.

Subwoofer. Decent sound insulation and good acoustics -
what else do you need for long roads?

BOX WITH SURPRISE

The Audi Q3 was equipped with the well-known automatic robotic gearbox DSG gears 7 with dual clutch. The one that doesn’t change gear for a long time in a traffic jam, and then it does! So many copies have already been broken around this box that I can only write one thing: there will be no problems, or they will appear much later, if you press the gas smoothly and change the oil at least once every 60,000 km. Better - once every 40,000. And always drive in sport mode. Yes, that’s right: sport mode and smooth throttle!

The Audi Q3's drive is mostly all-wheel drive, implemented quite cleverly. Basically, there is constant full throttle with a 40:60 traction distribution in favor of the rear axle. And as a differential lock there is a 5th generation Haldex clutch. The unit is extremely reliable and durable. If you skid and accelerate mercilessly, the oil channels may become clogged. So far this has not happened to the Audi Q3, and no one knows how much it will cost. Probably expensive...

Compromise. The rear seat is clearly divided into two places,
but there are three headrests installed

ICE CEILING

Those who wanted from Audi comfort will definitely receive it. Moreover, comfort, which is expressed not only in soft chairs, good sound insulation, but also in terms of equipment. The close Q3 brother Tiguan, even in the most expensive configuration, does not reach the level of the Audi, which has an MMI communication interface, rich finishing, and a lot of security systems and all kinds of assistants. Surprisingly, all this works reliably and efficiently. True, they say there was a batch assembled immediately after the New Year holidays, where everything failed, from the electric booster to the seat drive, but these were most likely bikes launched by competitors. What is true is that the interior may creak after a couple of years of use. Leather, plastic and something else in the depths. The creaks, however, are barely audible behind the curses of the driver, who is trying to figure out the MMI controls. Suddenly discovered scratches on the plastic are no less upsetting than confusing controls on-board computer. Fortunately, they appear only where the feet of passengers and the driver live, so few people pay attention to them.

Window. The trunk is neither big nor small. The seats can be folded down
and for narrow long-length people there is a hatch in the back of the rear sofa

Assistants. Driver assistants are designed to
mostly to help him cope with the road and parking

In general, anyone who buys an Audi needs to learn to rise above these worldly troubles. Just think, gas-discharge light bulbs that cost 200 Euros have burned out? Not at the same time! The lane keeping assistant gets confused in the markings, and in winter it doesn’t understand anything at all, but anyway, you’re driving, not him! You have to travel to sport mode boxes with a consumption twice as high as the factory data, but without jerks. In a word, Audi opens up to you a world that floats somewhere in the upper layers of the atmosphere. True, periodically applying the owner to the sinful earth, but only in order to collect the victim with rustling pieces of paper and ascend again.

Owner's opinion: Ilya, Audi Q3 2.0 TDi
After the Toyota Rav4 in the previous body, my Audi Q3 is like a royal throne against an IKEA chair. They look similar in appearance, but you open the door and everything is heaven and earth! The sky is Audi, if you still haven’t understood... I live right next to the Moscow Ring Road, I work almost in the very center. The only road covered with snow is five meters in the yard and a roller before leaving. I don’t expect more from a car, but seeing how my neighbor grabs a shovel every morning, I get behind the wheel with the feeling that I chose the right car. Injectors? What injectors?

Good afternoon, dear car shepherds!

I noticed that on this resource there was nothing really written about the Audi Q3 car from the Anytime company. I prepared a short review after driving this crossover. Let's briefly go over the main points. I apologize in advance to the readers that the car is dirty. So, let's go!

Handling and suspension

The car stands very confidently and steadily on the road. Clear steering does not require steering at highway speeds even in the presence of a rut. Short steering rack contributes to comfortable handling at low speeds, no need to “wrap around” the steering wheel, as they say.

The suspension is quite comfortable and elastic, but the passage of speed bumps and transverse potholes is quite noticeable. There’s not much choice here: either good handling or a soft and comfortable suspension. But, in my opinion, VAG engineers have found the optimal balance of handling and comfort.

1.4 TFSI + DSG6

Oh... This couple received so much attention on auto forums. I’ll add a few words about this too. In my opinion, this combination is optimal for of this car. The only thing that may be missing is the brand's Quattro all-wheel drive. Yes, the Audi Q3 from Anytime is front-wheel drive.

The preselective robotic gearbox DSG (DQ250) works very clearly, without jerking. In sport mode it works at 120%. After reading the forums, I was afraid that there would be jerking and jerking when switching. But I really liked the DSG. Six speeds are enough at absolutely all speeds, fortunately this DSG version has clutches in an oil bath, which adds reliability, but you can still slip a little in the snow.

For comparison: robotic box with two clutches, which is installed on Smart Fortwo or Smart Forfour, from the famous Getrag company behaves much worse, sharper and less comfortable.

The engine also left a positive impression. This Q3 has a TFSI engine with a displacement of 1.4 liters per 150 horsepower and a torque of 250 N*m.

When driving quietly in the sport mode of the transmission, you can hear the whistling and rustling of the turbine, a very mesmerizing sound. It's as if there's a small Boeing flying under the hood. The engine is absolutely sufficient in urban operation and on the Moscow Ring Road. But at speeds above 120 you already need to calculate overtaking, the engine “deflates”. In my opinion, this car has enough engine; if the engine were more powerful, there would be more fines!

Equipment and interior

The equipment, as I understand it, is basic. Fabric interior with comfortable seats, leather steering wheel and manual transmission knob. Unfortunately, only air conditioning, not climate control. Heated front seats. The music, by the way, is so-so.

I liked the bi-xenon headlights and LED rear headlights. They shine great, and it’s not for nothing that many people are fans of the architecture of Audi headlights: they look gorgeous. There are also headlight washers - a very useful thing, especially in such dirty weather. But the washer fluid will most likely drain quickly.

The seating in the cabin is comfortable and spacious. This is especially noticeable to me, because my height is 195-196 centimeters. The back does not get tired or stiff from long-term driving, the seats are good.

The central dashboard has an MMI screen that can be closed and opened manually. For that kind of money they could make an electric drive.

There are also no complaints about ergonomics, everything is as usual with the Germans. I really didn’t like that to tilt the backrest you need to turn the handle on the side of the seat, like on old Volkswagens or like on the same Skoda Octavia.

The background of this test begins not, as usual, in the editorial office of the famous German automobile publication Auto Bild, but in the city of Baunatal. Right there, at the factory Volkswagen concern, “trained” the robot to assemble automatic boxes transmission The “machine” began to work like a young student - poorly and with mistakes. The robot's task is to insert a small metal spacer into a specified location. On the first day, the robot dropped the ring eight times: several times on the floor and several times in the box. Next to the “soulless assembler” was an experienced mechanic who had to correct errors manually. It seems that he did not notice the mistakes of the “iron mechanic”. This is exactly the box that was equipped with the Audi Q3 2.0 TDI Ouattro, which was tested by the editors of Auto Bild. As you may have guessed, the gasket was inside the box until it was “bitten” by the gear mechanism.

But first things first. The test Audi Q3 was painted in the new Samoa Orange color. The car was generously stuffed with options, including MMI with navigation, the Comfort package, and xenon. As a result, the cost of the crossover increased to 51,115 Euros. They ask for the same amount for the stately Audi A6 and Mercedes E-Class sedans.

The high cost created high expectations. But after getting behind the wheel, disappointment arose. It's very cramped inside, so much so that depression overcomes. The seating position is too high and the roof is low. You have to sit, bent over, like a question mark. The rear is also cramped, and the boot is just 460 liters (1,365 liters with the seats folded down). This car was invented by marketers. However, the Audi Q3 is in demand in Europe. In Germany alone, 75,000 crossovers have already been sold. Those who care about practicality rather than stylish things are better off spending money on a structurally identical Volkswagen Tiguan.

After 66,000 km, complaints appeared about the interior. The plastic began to make noise, especially the steering column trim. The plastic panels in the foot area are scratched and rubbed, and the cleaning process is no easier than the Japanese. The MMI rotary control is not located in the usual place on the center console, but on the front panel. The unusual control logic is also annoying: to go down through the menu, you need to turn the knob to the left. Parking beep reports the reduction in distance too hysterically. Lane Keeping Assist is polite and correct on the highway, but becomes overly jumpy when the road narrows in roadwork zones.

What really impresses is the combination of engine, gearbox and chassis. It's amazing how quickly and quickly compact crossover takes turns, encouraged by a 2-liter diesel engine. TDI with its 177 hp. accelerates faster than before and consumes an average of 8.2 l/100 km. Unlike many crossovers, the Audi Q3 is very stable at high speeds. The suspension maintains the perfect balance between elasticity and absorption capacity. It's no surprise that the Q3 completed 100,000 km in just 17 months.

On country highways, the S-Tronic gearbox operates softly and smoothly, but in city traffic it gets in the way, especially when maneuvering. When you press the gas a little at first, nothing happens, but add more and there is a jerk like a novice driver. The problem is known. One of the manufacturer’s recommendations is to change the oil every 60,000 km.

51,935 km - EGR system cooler malfunction. Since the fall of 2014, a modernized unit has been installed.

During the test, the Audi Q3 visited the workshop several times. At 27,000 km the lambda probe broke. A warranty case, as well as a defect in the exhaust gas recirculation system cooler. Since the fall of 2014, the unit has been modified by the manufacturer. Elegant xenon headlights also have disadvantages. The gas discharge lamps gave up the ghost in both units, which would have cost 256 euros without warranty.

The Audi Q3 uses xenon from three companies: Hella, Philips and Mitsubishi Electric. Audi mechanics know that Philips bulbs burn out very quickly.

Towards the end, the battery in the key died. But these are minor things compared to the annoying problem that happened with the gearbox. After 96,025 km, the clutch began to slip, and a metallic ringing sound was made during acceleration. The specialists from Baunatal carried out two oil changes, which alleviated the situation, but did not eliminate the problem. As a result, the decision was made to open the box. Result? Inside, the remains of a crumpled metal adjusting ring were found, the same one that the robot installs under the strict supervision of the master.

The reason for the failure of the S-Tronic is an extra part in the box. Audi assures that this problem cannot happen again.

Audi comment: “The slippage occurred due to the presence of a large amount of metal filings in the oil and their contamination of the friction linings on the clutch disc.

The investigation confirmed that a foreign metal body had entered the box during assembly on the assembly line. The incident is related to the recently implemented automation process. The metal ring must be picked up by one of the robots and inserted into the required location. The error log contains 8 records of failures on the day of production of this box.”

Friction discs are badly worn. The reason is metal shavings in the oil due to the destruction of a foreign body.

All malfunctions that occur will cost the owner of the already expensive Audi Q3 dearly. Audi should do some serious work on its mistakes and prepare more carefully for the production of new models in order to somehow justify the high prices.

Technical specifications Audi Q3 2.0 TDI

Type	turbodiesel R4/16
Working volume	1968 cm3
Bore x stroke	81.0 x 95.5 mm
Camshaft drive	belt
Maximum power	177 hp / 4200 rpm
Maximum torque	380 Nm / 1750 rpm
Maximum speed	212 km/h
Transmission	DSG 7
Drive
Length/Width/Height	4385/1831/1608 mm
Wheelbase	2603 mm
Track width (front/rear)	1571/1575 mm
Curb weight	1650 kg
535 kg
Brakes (front/rear)	Ventilated disc. / disk.
Permissible trailer weight with brakes	2000 kg
Permissible trailer weight without brakes	750 kg
Trunk volume	460-1365 l

Test measurements

Options	Start of the test	End of test
Acceleration 0-50 km/h	2.8 s	2.5 s
Acceleration 0-100 km/h	8.3 s	7.6 s
Acceleration 0-130 km/h	13.9 s	13.4 s
Elasticity 60-100 km/h	4.7 s	4.3 s
Elasticity 80-120 km/h	5.8 s	5.8 s
Braking distance from 100 km/h (cold brakes)	36.0 m	36.6 m
Braking distance from 100 km/h (hot brakes)	38.8 m	36.2 m
Noise in the cabin at 100 km/h	61 dB	60 dB
Noise in the cabin at 130 km/h	70 dB	70 dB

No corrosion was found in the body cavities.

Scratches are noticeable in the first cylinder - probably a consequence of carbon deposits (carbon deposits). The picture is better in the remaining cylinders.

Timing belt reinforced with Kevlar - declared resource 210,000 km.