Audi A3 – Pulpaddict

Toyota Prius review

I recently spent a week road testing the revelation that is the fifth-generation Toyota Prius…

When it was launched in 1997, the pioneering Prius may not have been the most attractive of cars, but it was the first mass-produced petrol-electric hybrid, and several million have been produced.

Now in its fifth iteration, it’s better than ever – and it has finally emerged as a swan.

Available only as a plug-in hybrid, the new Prius turns heads, for all the right reasons.

Once a favourite of Uber drivers, the latest version – with its futuristic, aerodynamic styling, low roofline, cool C-shaped headlights and stretched wheelbase – has a much broader appeal.

Athletic and desirable, it’s up against a variety of family hatchback PHEVs, including the Audi A3, Volkswagen Golf, Peugeot 308, Skoda Octavia and Vauxhall Astra.

Priced from £37,895, the Prius pairs a 150bhp 2.0-litre four-cylinder engine with an electric motor and 13.6kWh lithium-ion battery, giving a healthy total output of 220bhp and a claimed EV range of up to 53 miles.

All that power translates into a 0-62mph time of just 6.8 seconds and a top speed of 110mph, while CO2 emissions are as low as 12g/km.

On paper, it’s capable of as much as 564.9mpg if your journeys are modest and you keep your battery charged up. However, as with all PHEVs, on longer trips it’s simply running as a regular hybrid.

The difference with the Prius is that rather than fuel economy dropping down to the late 30s/early 40s mpg (like some rivals), this car is super-efficient.

Without much effort, I achieved 60mpg on a long run and 50mpg in everyday driving.

If I’m honest, part of the reason for that is down to the CVT auto gearbox, which revs uncomfortably high if you accelerate hard, then settles down again. In other words, a sensible, smoother driving style is the only way to avoid the engine din.

That said, the CVT is much improved, but it does dent the driving fun, which is a shame because the chassis is more than up to the job.

If you do press on, the car is agile, stays flat in more challenging corners and delivers a decent turn of speed. And because the driving position is low, you feel more involved with the car.

Grip levels are good for a front-wheel drive car, while the steering is light and, overall, the Prius feels planted.

You can choose between HEV (default) and EV modes, plus Normal, Eco and Sport drive modes too. There’s also a ‘B’ on the gear shifter, which increases the intensity of the regenerative braking, slowing the car down more effectively and charging the battery on downhill stretches of road.

Inside, there’s plenty of space up front, but taller passengers won’t be so happy in the back, where the low roofline means that headroom is compromised and getting in and out can be a struggle.

It’s not perfect up front though for taller drivers either, because in order to see the driver’s display, the steering wheel has to be lowered so it’s nearly on our lap. Peugeot drivers may be fine with that, but it’s not ideal.

Visibility is another casualty of that rakish design. It can be challenging to see round those sharply-angled A pillars. Oh, and there’s no rear wiper on that slim, tailgate window.

The infotainment system is OK and does the job, but it is pretty basic. On the plus side, it’s nice to have physical buttons for climate control, and the heated/cooling seats.

Uber drivers won’t be happy with the luggage space on offer. A shallow 284-litre boot is modest for a family hatchback-sized car.

Overall, the build quality is good, but there’s a bit too much hard, black plastic inside the cabin.

The seats are comfy though and the ride is good, ironing out all but the worst imperfections our roads have to offer.

Finally, the Prius offers peace of mind. Toyota has long been associated with reliability. Now the brand offers a market-leading warranty to back that up.

If you service your car at a Toyota dealer every year, the warranty (initially three years) continues for up to 10 years or 100,000 miles.

Verdict: If you’re looking for a super-economical family hatchback with serious kerb appeal and relaxed long-distance cruising, then the latest Toyota Prius should top your shortlist. Just remember to try before you buy because it is not without a few compromises.

Toyota UK

Mercedes-Benz A-Class review

We road test the updated Mercedes-Benz A-Class – the entry-level model in the three-pointed star line-up…

Priced from £31,905 and available as a hatchback or saloon, the Mercedes-Benz A-Class has been a huge success, delivering a relatively affordable, yet stylish and upmarket family car.

The latest model was launched in 2018 and quickly become one of the best-selling cars in the UK (it was the fourth most popular car after the MINI in 2021).

Now in its fourth generation, the A-Class continues to shine in a sector not without strong competition – think BMW 1 Series, Audi A3, Peugeot 308, DS 4 and MINI Clubman.

So, what’s new for 2023? Well, there’s tweaked styling, upgraded equipment, added mild hybrid petrol engine technology and a wider colour choice.

The exterior changes are subtle with revised lights front and rear, and LEDs as standard. There are now a couple of slim bonnet bulges and the front grille is bigger than ever.

The big change is inside where the latest MBUX infotainment system has been fitted.

As seen on Mercedes-Benz cars higher up the range, it’s a slick and stylish set-up featuring two 10.25-inch screens.

Meanwhile, it’s more comfortable than ever with four-way lumbar support on both seats up front, while the overall quality of materials in the cabin and finish is superb.

There’s a choice of three petrol engines, a diesel and a plug-in hybrid.

All new Mercedes-Benz A-Class petrol engines now have 48V mild hybrid tech.

A 1.3-litre four-cylinder turbo is at the core of the petrol and hybrid engine options, while the diesel gets a 148bhp 2.0-litre unit, delivering 57.6mpg economy.

We tested the entry-level A180 (petrol) and A250 e (plug-in hybrid) versions.

The former produces 134bhp, delivering a 0-62mph time of 9.3 seconds and a top speed of 134mph. Capable of up to 48.7mph, its CO2 emissions are a reasonable 134g/km.

The PHEV option, which sadly is only available on the saloon version of the A-Class, pairs the 1.3-litre petrol engine with an electric motor, giving a total output of 212bhp.

The small 15.6kWh battery gives a pure EV range of up to 51 miles with on-paper fuel economy of up to 353mpg, and CO2 emissions of just 23g/km.

With a 0-62mph time of 7.5 seconds, it has a top speed of 143mph. If you want even more pace, then look at the performance-orientated Mercedes-AMG A-Class line-up.

First the A180. The mild hybrid system is designed to make the engine start process quieter and allows the car to ‘sail’ with the engine switched off when cruising or coasting to a halt.

On the road the A 180 feels swifter than the official figures suggest – more than enough for everyday driving.

The mild hybrid tech works well, with smooth starting from a standstill and extra oomph when you get going. Mercedes claims the battery gives the car a 14bhp power boost when pulling away or during acceleration, and I can well believe this. What’s more, 50mpg is very achievable on a sensibly-driven longer run.

You can also choose from four driving modes (Eco, Comfort, Sport and Individual). As ever, Comfort is just fine, with Eco dulling the driving the experience. Sport increases throttle response and livens up things a little, but the A180 is at its best cruising along.

The engine is refined, only becoming vocal under heavy acceleration, while the seven-speed dual-clutch automatic gearbox is smooth and responsive.

If you prefer a low driving position, then you’ll like the A-Class. The steering is quick and it can be hustled through corners with well-controlled body roll.

It’s not a Ford Focus or BMW 1-Series, but it feels planted and the ride is a good blend of comfort (on the firm side) and driving engagement.

The A250e PHEV is the more powerful and slicker of our test cars. Starting off in whisper-quiet EV mode, it’s a while before the petrol motor kicks in.

Again, most at home in Comfort mode, it switches from petrol to electric and vice versa smoothly most of the time. It’s a little heavier than its mild hybrid sibling, but it still manages to deliver an enjoyable ride.

The eight-speed automatic gearbox isn’t best in class, but goes through the motions, while the accelerator pedal is a little on the sensitive side.

The A250e can be charged from 10-100% at an AC charging station in 1 hour and 15 minutes, or 1 hour 45 minutes using a home wallbox.

Given the tax benefits, the A250e makes absolute sense for business users. Private buyers should be put off though. If you can manage without the hatchback, you have a home charger and you don’t cover high mileages, your visits to the petrol station will be few and far between because you’ll be running your A-Class in EV mode most of the time.

When it comes to space, the A-Class has plenty up front, and unless you’re over six foot, it’s fine in the back too. Luggage capacity is a useful 355 litres in the hatchback, expanding to 1,195 with the rear seats folded. Battery storage means the PHEV takes a small hit (345/1125 litres).

Ultimately, the A-Class isn’t quite as sporty as it looks, but there’s still fun to be had, it drives well, and it’s practical.

Verdict: Mercedes-Benz has done just enough to keep the A-Class relevant in the premium family hatchback sector. Stylish, easy to drive, comfortable and well equipped, the Mercedes-Benz A-Class oozes quality.

Mercedes-Benz UK

Report: Next-Generation Audi RS 3 to Go All-Electric

According to inside sources, Audi’s set to launch the new RS 3 with combustion engine options removed in favor of the latest EV technology.

Audi’s S and RS cars are well-loved for their outstanding performance and iconic soundtrack. Certainly, the RS 3 continues Audi’s tradition of fielding outstanding 5-cylinder engines. But whether we like it or not, EVs represent the cutting-edge of this coming generation. So it comes as little surprise that Audi’s electric lineup takes center-stage for these future vehicles. With Volkswagen’s own (at times infamous) decades-long quest for efficiency and renewable energy, the next-generation A3 and RS 3 combine the best of these lessons into a single, dedicated EV platform. Thankfully for the gearheads, these improvements also bring with them some eye-watering performance figures.

Even by RS 3 standards, this coming model’s gonna be fast. The instant torque these motors create will easily allow an RS 3 to top 60 in the mid-3’s and top 200 MPH. And speaking of range, that’s not too shabby, either. With the latest battery technology, we’re looking at over 400 miles in the A3, plus fast-charging and lighter weight. All told, Audi’s giving enthusiasts plenty of reasons to look forward to their line going electric. Even if it means sacrificing that beautiful 5-cylinder staccato.

And according to sources at Audi disclosing to Autocar Magazine, that’ll all be coming with the next-generation SSP-platform, a brand-new system developed just for EVs. For the A3 and RS 3, it seems that internal combustion is a thing of the past as they spearhead next-gen EV production. This lineup extends well past these ubiquitous models, too. Promoted with vehicles such as the Volkswagen ID.R, electric powertrains are set to dominate next-generation performance vehicles across the board. And Audi’s RS 3 looks to be the finest of these super-saloons to come.

A Truly Novel Approach to EV Design

2022 RS3

The next-generation platform architecture supports a number of key improvements. People tend to ask two main questions when buying an EV. How far does it go and how long does it take to charge? The MEB platform, introduced with the ID.3, marked an important first step toward solving these fundamental issues. And with the next evolution of the sister MQB-platform, the A3 hopes to incorporate the best of both worlds, plus more. The most impressive leap comes from the motor itself. VW’s current-gen electric motor is the APP 310 400V brushless, producing a modest ~200 horsepower and around 300 miles of range. However, the next-generation motor reportedly doubles output to 800V, with a range well in excess of 400 miles. All this coupled with the latest battery technology leads to a far more efficient, streamlined charging system.

Volkswagen’s developing a new platform, called the Scalable Systems Platform (SSP), specifically around this new power unit. Concerning Audi, this platform marks several massive departures for the A3 model. Aside from the obvious electric drivetrain, Audi complements this innovation with a new drive and running gear. The next-generation A3 boasts rear-wheel-drive and optional Quattro, a first for the FWD-standard model. Much like the current model, the new A3’s set to debut in a 4-door saloon or 5-door hatch configuration. But dimensionally the newest model’s likely to marginally expand, thanks in part to the latest running gear developed for a next-generation MEB-platform. However, Volkswagen officially canceled further development of this platform in favor of the SSP. After such a short service life, the SSP must be something special to pour all that money into a brand-new venture.

The SSP-Platform Details and More

Report: Next-Generation Audi RS 3 to Go All-Electric

The SSP-platform coincides with Audi CEO Markus Duesmann’s stated mid-term goals. That is, that all new Audi models will feature all-electric powertrains by the 2026 model year. To this end, Volkswagen designed the platform to accommodate a host of body styles, similar to their ubiquitous A-platform and its derivatives. The main centerpiece, as stated, is the brand-new 800V electric architecture. According to inside sources, the claimed range tops out at approximately 435 miles and accepts 80 miles of charge in 10 minutes. As for power, Audi released no official figures as of yet. But we can speculate more based on the next model-year’s statistics.

The 2023 A3 E-Tron, the first facelifted model of this generation, already contains some of this tech. For example, the 2023 E-Tron uses an all-new battery pack for an already impressive 373-mile reported range. So if what’s just around the corner is any indication, the next-gen A3 looks to set a new gold standard for electric saloons. And Audi set their sights even higher than just the SSP. Their new PPE-platform, set to debut at about the same time, brings the big guns. Alongside the next-generation Q-series, this platform hosts what Audi calls a “private jet for the road.” Beginning with the 2021 Grandsphere concept, we may see the next-generation full-size returning to its grand touring-inspired roots.

All in all, at first glance, some motorheads may groan at the thought of replacing those glorious V8s and V10s. But reading in between the lines a bit, this truly appears to represent the next step in automotive luxury bliss. Appropriate, then, that Audi’s not messing around. Between multiple dedicated new platforms and a next-generation powertrain, Audi is set to take motoring by storm in 2026.

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M.C. Cuccio

I’ve been an automotive aficionado since I had baby teeth. My path was set when I first leaned on my grandfather’s classic Porsche as I learned how to walk. One of my first memories was my mother sitting me behind the wheel of her Pontiac and talking me through the instrumentation and controls. Even though I was a mere three or four years old, I was instantly sold, and filled notebooks with technical drawings, sketches, and collections of manuals of all sorts of cars. I’ve actively tracked developments in automotive and motorsport technology for well over 20 years, and pride myself on being intimately familiar with the functions and history of a wide range of vehicles.

My primary goal as a writer and enthusiast is to equally learn and share what I’ve learned in a constructive and interesting way. I maintain connections with people from around the world and can read technical manuals in Italian, Japanese, and Spanish, granting me access to a wide array of resources. My primary focuses are deep-dives into historical topics, motorsport discussion, and learning about the complex mechanical elements of such vehicles. As such, my research is never perfect; as anyone into cars will attest, the more you learn about cars, the more you realize how little you actually know. Therefore, I always welcome fresh knowledge and corrections to help me better my work in the future.

Audi 80 Is the Pioneer that Defined a New Segment

Half a century ago, Audi 80 established the compact sedan segment. The Ingolstadt brand recently revisited the iconic 1973 “Car of the Year.”

With its spacious front-wheel-drive offerings, Audi established itself as a successful automaker by 1972. German engineer Ludwig Kraus was responsible for advancing the brand to the next level with the legendary Audi 80 B1. Recently, the Ingolstadt brand celebrated the 50th anniversary of this iconic nameplate by highlighting all the milestones that the 80 achieved in its day.

Audi 80 made its debut in July 1972 with unibody construction. At the time, most automakers were still offering sedans with body-on-frame configurations. As a result, the entry-level two-door variant of the 80 only weighed only 1841 lbs. Race cars of the era were the inspiration behind the lightweight construction of the 80. Even though it was an engineering masterpiece, the car didn’t sell in large numbers initially.

Nevertheless, Audi 80 defined a new segment: the compact sedan. With a 97.2-inch wheelbase, the 80 was only 164.6 inches long, making it ideal for the European market. Member of the Board of Management of Audi AG for Technical Development Oliver Hoffman shared his appreciation for his predecessor’s work.

Audi 80

“In an impressive way, the Audi 80 demonstrates that Vorsprung durch Technik is a tradition at Audi,” shares Hoffman.

The Audi 80 could deliver impressive fuel efficiency with its on-head camshaft motor. The popularity of the 80 was skyrocketing during the first oil crisis. The car was finally a sales hit in the USA, where it was sold under the moniker “Fox.” In addition to the entry-level 1.3-liter version of the EA 827 engine, the 80 was also available with a 1.6-liter powerplant. The more capable motor could churn out 98 HP of maximum power in its factory tune.

Initially, customers had to settle for a four-speed manual gearbox, but Audi soon offered 80 with the option of a three-speed automatic transmission. With its diagonal breaking diagram, the Audi 80 was much safer than its rivals at the time. The stopping power came from disc brakes up front and drums at the rear. This was one of the reasons why the 80 received the “Car of the Year” award in 1973.

Image Source: Audi

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This 700 HP Audi RS3 Delivers Awesome Performance

Zack Klapman from TheSmokingTire gets behind the wheel of a 700 HP Audi RS3, which can complete the quarter-mile in just 9.9 seconds.

A glance at this 2019 Audi RS3 makes it obvious that this sedan is not for the faint-hearted. One can judge the capabilities of this car by its giant air intakes at the front and the huge tailpipes at the rear. In a recent TheSmokingTire video, Zack Klapman got a chance to get behind the wheel of a 700 HP Audi RS3.

This 2019 model might not be as lean as thoroughbred supercars. Nevertheless, This dark horse can give Ferrari Pista a run for its money. In its factory spec, the 2019 Audi RS3’s 2.5-liter turbo 5-cylinder motor produced 396 HP of maximum power and 354 lb-ft of peak torque and ran to 60 in just 4 seconds. But this RS 3 isn’t stock.

In the video, Klapman also highlights the impressive features of this 700 HP Audi RS3. “With a little push of the button to go to the dynamic mode, this now has 700 horsepower at the wheels, and on the right tires is capable of running a 9.9-second quarter-mile,” reveals Klapman. He further adds, “I swear, I mean these days with modern turbo cars, you can basically have oligarch levels of power for summer job money.”

700 HP Audi RS3

This 700 HP Audi RS3 sports an all-black paint job and rides on a set of alloy wheels that also flaunt a matching black finish.

The owner of this RS3, Chris, joins Klapman and offers a complete breakdown of all the performance upgrades responsible for this car’s awesome performance. In addition to a mid-pipe and down-pipe tune, an ECU map and a larger turbocharger are also responsible for this RS3’s power bump.

Chris also reveals that his Audi RS3 retains its original transmission and axles. Audi’s quattro all-wheel-drive system sends power to all four corners. This 2019 RS3 proves that its 5-cylinder motor has plenty of untapped potential.

Image Source: TheSmokingTire

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