All-new Audi S3

 

 

With just six days to go to the Paris motor show, the 'leaks' are coming think and fast; today sees the official release of the all-new Audi S3 - and we do mean all new.

The only thing its long-stroke two-litre TFSI engine has in common with the previous model is its 82.5 x 92.8mm bore and stroke. Developed specifically for the S3, it has upgraded pistons and con rods, a grey cast-iron crankcase reinforced at the main bearing seats, and a new cylinder head made of a lightweight aluminum-silicon alloy.

The exhaust manifold is part of the head, and is cooled by the water jacket - which not only keeps the larger-than-before, 1.2-bar turbo cool at full throttle (so it can run leaner and save fuel) but also reduces fuel consumption during warm-up.

The new TFSI engine has both direct and indirect fuel-injection; it relies on direct injection for starting and at high revs but uses indirect injection at part load to reduce consumption and emissions.

IMPRESSIVE NUMBERS

All of which translates into some impressive numbers: Audi quotes 221kW at 5500 revs and 380Nm from 1800-5500rpm, and the engine redlines at 6800. That's good enough for 0-100 in 5.4 seconds with the standard six-speed manual box or 5.1 with the optional double-clutch S tronic auto (also a six-speeder), and an electronically governed 250km/h top end.

But, thanks to more efficient fuelling, Audi is also claiming average fuel consumption of 6.9 litres per 100km (manual: seven litres) - that's 1.5 litres per 100km better than the previous model - and CO2 emissions of 162g/km for the manual or 159g/km for the auto.

Quattro permanent all-wheel drive is standard, with the electronically controlled and hydraulically actuated multi-plate clutch moved to the rear axle for better weight distribution.

Finally, an 'electromechanical sound actuator' built into the bulkhead brings the engine sound to life in the cabin, and a sound flap in the exhaust opens at certain revs to let everybody else know you're there.

CHASSIS

The front axle has been shifted forward 52mm and the engine tilted back 12 degrees, using the VW group's new modular transverse platform, with the front subframe, front crumple zones, front fenders and bonnet all made of aluminium.

The progressive steering rack is geared to be slower around the centre point for relaxed straight-line cruising but more direct at greater angles for quicker response in tight corners.

The S3 runs 25mm lower than the new A3 on 18” alloys shod with 225/40 rubber, over internally vented 340mm discs and black calipers emblazoned with S3 logos.

Drive select is standard, giving the driver a choice of comfort, auto, dynamic, efficiency or individual modes; the latter allows you to set your own parameters for steering, throttle response, the electromagnetic damper control system and the shift profile on S tronic models.

STYLING

The front treatment centres on the brand's signature single frame grille, in aluminium with matt platinum grey insert, flanked by adaptive xenon headlights (LED headlights are an option) and LED running lights.

The profile is all about laid-back A pillars, aluminium-look side mirror housings, and pronounced side sills, while a platinum grey diffuser below standard LED tail lights houses the four chrome-tipped oval tailpipes.

The interior of the S3, including the headlining, is in black with contrasting stitching; two-tone black and red is an option.

A distinct arch frames the instrument panel with trim inlays in either matt brushed aluminum or a black 3D look. The instrument dials are grey, the needles white, and the rev-counter includes a boost pressure indicator.

The sports seats are available in three upholstery combinations: leather and fabric, leather and alcantara, or leather and suede.

MMI navigation with MMI touch, displayed on a retractable, 180mm screen, and a new operating concept in which MMI touch is integrated into the rotary pushbutton, along with the full Audi connect infotainment suite, are available as options.

More options include adaptive cruise control, which when combined with the pre-sense safety system brings the car to a stop autonomously from speeds below 30km/h, side assist, active lane assist, camera-based traffic sign recognition and park assist.

The S3 will be available in South Afrhttp://www.towbarscape.co.za/ica from the end of the first quarter of 2013.

All about Towbars

Below are some of the most frequently asked questions we have come across at Towbars Cape - If you need more information dont hesitate to contact us on 021 595 4010/1/2

Why should I use a tow bar over a trailer or tow dolly ?
Ease of use, low cost, and practicality are the most common answers. Tow bars allow conveience in set up and use, along with a minumal amount of equipment. Cost is often less than a trailer or dolly set up and concerns over storage is never an issue, as the tow bar is attached to the coach and the base plate is attached to the vehicle.

What types or tow bars are available ?
There are 3 basic types, the self aligning receiver mount, the self aligning vehicle mount, and the basic rigid, or commonly known as A Frame tow bar.

Whats the right one for me ?
Self aligning tow bars are the most common due to their ease of use. A rigid or A Frame bar requires exact positioning and usually 2 people, a driver and a spotter, to make the hook up.

Why should I consider a coach mount tow bar over a car mount ?
The car mount tow bar adds weight to the front of your tow car, often reducing ground clearance, affecting suspension compliance and increasing wear to the suspension, brakes and tires.

When choosing a tow bar what Class should I use ?
There are 4 classes of towing equipment based on the weight of the towed vehicle. Class I is up to 2000 pounds in weight, Class II is from 2001 and up to 3500 pounds in weight, Class III is from 3501 and up to 5000 pounds in weight and Class IV is from 5001 to 10,000 pounds in weight. When choosing a Class be sure to determine the weight of the vehicle being towed along with any items also attached and being stored inside the tow vehicle. If close in weight to the maximum of the class limit go to the next class.

What if the Class of hitch is different than the Class of tow bar ?
Always adhear to the weight ratings of the lowest Class . It is best to match Classes to avoid confusion.


How hard is this to install ?
Its best left to a professional like Towbars Cape

What information will I need to order the right equipment ?
The make and model of your car or bakkie  the height of the receiver hitch from the ground, the make and model of your tow vehicle, and a brief consultation with on of our specialists to determine what the right equipment is for yor and your vehicles.

Now that I have the equipment mounted and I'm ready to hook up, how is it done ?
First you should practice hooking and unhooking. You want to familiarize yourself with the equipment, the range of distance and angle to hook up and make a routine to follow that suits you.

I'm hooked up and it only takes a couple of minutes ! I'm ready to pull away, any last to do ?
After making sure of all connections, make sure the steering is centered and UNLOCKED, tha parking brake is OFF, and check all lamp operation to be sure signals, lamps and stoplights are working. Make a final check of tire condition and that the tow vehicle is completely closed with all windows up. You're ready to go !

Now that I'm on the road any tips ?
Just a few, remember that you now have additional weight behind you and stopping will take longer, so keep a safe following distance, also you've got additional length, so leave lots of room for lane changes and turning. Practice turning and parking in a large parking area or lot to get familiar with your set up.

A word for the wise, never ever back up with the tow vehicle hooked up, it can damage the tow bar.

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