Audi A1 1.4 TFSI Sport
1. Background
There are a couple of small cars of particular note in Audi’s past. One was the A2 (1999-2005), cleverly constructed from aluminium but slow-selling. More pertinent to the A1’s role is the Audi 50 (1974-78), an upmarket three-door supermini that was also badged as a (better-selling and cheaper) Volkswagen Polo. The 50 is the closest thing to a predecessor for the new A1, which was first displayed as the Metroproject Quattro concept in 2007.
2. Design
Our first look at the A1, of a fashion, was as the Metroproject Quattro concept at the Tokyo motor show, nigh on three years ago, and it’s a credit to Audi’s design studio that it has made it through to production virtually unscathed. Even debadged, it would be recognisable as not just the son of Metroproject but also the product of Audi, although trademark signatures like LED running lights abound.
Beneath the uniquely Audi exterior lines, meanwhile, lies something altogether more familiar. The VW Group is the master of sharing platforms and architecture, but never before has quite such a brazen attempt been made to justify the price of an Audi that uses the same underpinnings as a Seat Ibiza.
So the A1 is a conventional steel monocoque, although Audi says it has carefully tuned the PQ25 small car platform’s MacPherson strut front and relatively unsophisticated torsion beam rear end for the A1.
Notably, though, the A1’s biggest rival, the Mini, gets a theoretically cleverer (and definitely more expensive) multi-link set-up at the rear.
3. On the road
Until an A1 appears with both a supercharger and turbocharger, this 120bhp 1.4 TFSI is the most potent A1 available. Is that enough to take sales from Mini and Citroën? Although it’s true that this particular A1 wouldn’t see which way a Cooper S went, if you view it in isolation, the performance on offer here is perfectly adequate for most circumstances.
At MIRA we recorded a 0-60mph time of 8.4sec, fractionally ahead of Audi’s claims, despite greasy track conditions. Beyond the proving ground, there is enough on-demand acceleration to make cross-country overtaking a possibility (with a little planning) and on the motorway the A1 is happy enough in the fast lane.
The caveat is that you need to be prepared to work the engine to get this performance. That isn’t because the engine has a peaky delivery; maximum torque of 148lb ft arrives at just 1500rpm. It’s simply that because the torque curve remains flat until 4000rpm, you can use a lower gear for better acceleration. It’s a balancing act, though, because while the turbocharged 1.4-litre engine will rev to 6400rpm, the sweet spot is between 3000rpm and 5500rpm, just beyond the point of maximum power.
If all of that sounds like a bit of a chore, it is anything but. If all you want to do is cruise along, the A1 will pick up speed quickly enough from low revs. But if the mood takes you, it is more than open to a bit of enthusiastic use, and keeping the engine at optimum revs is easy enough, with the engine note (suitably gruff under full throttle without becoming intrusive) giving a good indication when to change up.
Further good news is that the standard six-speed gearbox is one of the VW Group’s better efforts. It is not going to win any awards for mechanical interaction, but the throw is short, accurate and consistently weighted. The ratios are spaced evenly, each upshift adding approximately 5mph per 1000rpm, and 80mph in top gear equates to a refined 2650rpm.
With plenty of rubber for a small car, braking performance is also strong. The A1 actually recorded a shorter stopping distance on MIRA’s fully wet track than the damp and greasy ‘dry’ surface.
Those coming to the A1 from a larger Audi may be surprised that the cabin has no controls for altering the suspension or steering systems. However, it is offered in three set-ups, each trim level dictating wheel size, ride height and spring rates. Our Sport model is not the most focused but sits, on firmness of suspension as well as price, between the SE and S-Line.
In Sport form, it’s noticeably firmer than a regular supermini, particularly the related Polo. Thankfully, this does not translate into the disastrous ride quality that we have experienced with some sporting Audis. In terms of secondary ride, on the optional 17in alloy wheels fitted here, you’re always aware of the road surface but the response is more nuggety than crashy. It is certainly not intrusive enough to detract from the upmarket ambience set by the cabin and drivetrain.
Audi’s choice of spring rates causes more concern in the primary ride, but only at motorway speeds, where the A1 Sport suffers a little vertical agitation over small ridges. With more forces working through it, over more challenging roads, the suspension does a better job of keeping the body movements in check.
Given the commonality with other VW Group cars, arguably the A1’s biggest success is that it feels noticeably different from a Polo, Fabia or Ibiza. The real achievement, though, is that the A1 is not simply different but better. Rather than exhibiting a single dynamic behaviour, the A1 seemingly adapts its character to how and where it’s being driven.
On a cross-country dash, the A1 feels small and agile, and the electric steering – at 2.5 turns lock to lock, it’s quicker the Polo’s – gives a keener turn-in. The A1’s chassis also feels more accurate and responsive than its group siblings’ and, as a consequence, more fun. The cleverness, though, is that once on the motorway, the A1 swaps its small car feel for composed stability. Unless you glance behind at the limited rear seating, you could be forgiven for thinking that you were travelling in a car from the class above.
4. Living
Our test A1 comes equipped with a 1.4-litre turbocharged petrol engine, dubbed 1.4 TFSI (Audi’s naming process doesn’t mean that it’s also supercharged). It makes 120bhp and, here, is coupled to a manual gearbox. This brings a basic list price that sits at a potentially uncomfortable £15,670.
The range, however, does start at the (£13,420) 85bhp 1.2 TFSI, while a 104bhp 1.6 TDI is also offered at launch. A 180bhp twin-charged model (curiously, also called 1.4 TFSI) will go on sale before the end of the year, with a four-wheel-drive S1 model making its debut next year.
Inside, the A1 needs to live up to its positioning as a high-end product and, in most respects, it does. The main switchgear is recognisable from other Audis (no bad thing), and in general there is an aura of solidity that befits the four-ring badge. However, our test car came equipped with £4730 of optional equipment that included sat-nav, 40GB hard drive, climate control and automatic wipers and lights, which is bound to add a sheen of luxury.
When viewed from the driver’s seat forwards, the cabin generates an upmarket impression. The A1’s air vents are neat and the cabin layout is cleaner than that of larger Audis. It says something about the perceived quality that it would be no surprise if many elements of the A1’s interior filtered up the Audi range in future.
Look other than forwards, however, and the A1 feels much like a conventional supermini. The rear seats are big enough for average-sized passengers, but you’d find at least as much in most superminis.
The boot is equally average. Luggage capacity of 270 litres with the seats up is less than that of the Ford Fiesta (295 litres) and Citroën DS3 (285 litres), although it significantly betters the Mini’s rather apologetic 160 litres. Even refinement falls into the ‘good but not exceptional’ category, with tyre noise frequently causing a notable background hum.
But most buyers will care more about the sensation the A1 offers from the driver’s seat, and although it successfully manages to feel like a miniature Audi A4, it lacks the outrageous, brazen look of the Mini. It may look as though this star rating is rather too complimentary, given the relatively high list price, but taking into account running costs and depreciation, the A1 looks set to be one of the most affordable cars in the class.
Our measured fuel consumption test results are good for a warm hatch, helped by an effective, unobtrusive stop-start system; 34.3mpg is a realistic average, with 43.5mpg possible on the motorway. CO2 of 124g/km means road tax of £90 per year. Opt for the diesel and it’s just £20.
Residuals are predicted to be better even than those of the Mini (which is a used market phenomenon), with the A1 retaining 50 per cent of its value after three years. Business users will pay only £39 per month in company car tax.
The A1 has the cabin quality and powertrain refinement that we’ve come to expect from an Audi. The cabin may lack the quirkiness of either the Mini or Citroën DS3, but it sets a new quality benchmark for a premium supermini. The engine, although not the most powerful in the market, offers sufficient performance coupled with economy and refinement.
But it is how the A1 drives that overturns our expectations, because this is a small Audi that is fun. It is not as supple as a Fiesta or as poised as a Clio Cup, but it is still an enjoyable and capable car to drive quickly, and it comes without a harsh ride quality.
In many ways it doesn’t feel like an Audi at all, but like a slightly smaller Golf GTI. Which is meant as a compliment, for it has the same breadth of abilities. The only stumbling block is price, which, as our test car shows, can also emulate the GTI.
5. Vercidt
The A1 has the cabin quality and powertrain refinement that we’ve come to expect from an Audi. The cabin may lack the quirkiness of either the Mini or Citroën DS3, but it sets a new quality benchmark for a premium supermini. The engine, although not the most powerful in the market, offers sufficient performance coupled with economy and refinement.
But it is how the A1 drives that overturns our expectations, because this is a small Audi that is fun. It is not as supple as a Fiesta or as poised as a Clio Cup, but it is still an enjoyable and capable car to drive quickly, and it comes without a harsh ride quality.
In many ways it doesn’t feel like an Audi at all, but like a slightly smaller Golf GTI. Which is meant as a compliment, for it has the same breadth of abilities. The only stumbling block is price, which, as our test car shows, can also emulate the GTI.
6. Data
How much ?
Price as tested £15,670
Price as tested £15,670
How fast
0-30mph 2.8 sec
0-60mph 8.4 sec
0-100mph 22.4 sec
0-150mph no data
0-200mph no data
30-70mph no data
0-400m no data
0-1000m no data
30-50mph in 3rd/4th 4.7 / 6.2
40-60mph in 4th/5th 6.4 / 8.8 sec
50-70mph in 5th 9.4 sec
60-0mph 2.16 sec
Top speed no data
Noise at 70mph 71 dbA
How thirsty?
Test average 34.3 mpg
Test best/worst 43.5 / 14.2
Government figures
Combined/urban 53.3 / 41.5 mpg
CO2 emissions 124 g/km
How big?
Length 3954 mm
Width 1740 mm
Height 1420 mm
Wheelbase 2469 mm
Weight no data
Fuel tank 45.0 litres
Engine
Layout 4 cyls In Line , 1390 cc
Max power 121 bhp at 5000 rpm
Max torque 148 ft at 1500 rpm
Specific output no data
Power to weight 109bhp per tonne bhp per tonne
Installation F
Bore/stoke 76.5x75.6 mm
Compression ratio 10.0:1
Valve gear 4 per cyl
Ignition and fuel no data, Unleaded
Gearbox
Type 6-speed Manual
1st 3.62 / 5.4
2nd 1.96 / 10
3rd 1.28 / 15.2
4th 0.97 / 20
5th 0.78 / 25.1
6th 0.65 / 30.2
Final drive 3.625
Suspension
Front no data
Rear no data
Steering
Type no data
Lock to lock no data
Brakes
Front no data
Rear no data
Wheel & tyres
Size front no data
Size rear no data
Made of no data
Tyres front no data
Tyres rear no data
Credit: Autocar
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