2012 Audi A1 Sportback: Audi’s Smallest Grows Up

Watch the Audi A1. Initially slow sales have prompted many a sarcastic remark by the press and competition, but the Polo-derived subcompact is gaining momentum. While the most interesting versions—including an S1—are still some time away, the lineup is expanding with a derivative that will sell in much higher volumes than those mentioned above. Add two doors and the A1 becomes the A1 Sportback. Unlike the other Audi Sportbacks, A5 and A7, the elongated A1 looks almost exactly like the car on which it’s based.

That’s not to say it doesn’t look fresh. The rear window stands a bit more upright than on the regular A1, and the roof—as well as the roof rails and spoiler—can be painted in your choice of three contrasting colors. The roof rails alone, however, cannot be painted a contrasting color, as they can be on the A1. In the three-door, they form a perfect arch, but with the modified daylight opening of the five-door, Audi decided that having them alone contrast would look awkward. Audi created a unique multi-spoke wheel design for the Sportback, and it offers a special color—Samoa Orange, which debuted on the Q3—that isn’t available on the regular A1, but beyond that, the two look virtually identical.

The modified roofline makes for extra headroom in the rear, and this 6’4” writer can attest to the fact that it is spacious enough to be comfortable—as long as the front passengers are cooperative. The A1 comes standard with two rear seats, but a three-passenger bench is available at no cost. It seems theoretically possible to seat three in the rear, but don’t think we know many people who would enjoy being one of those three.

Like the regular A1—and the VW Polo, Škoda Fabia, and SEAT Ibiza, with which it shares its platform—the Sportback is one of the most agile, capable offerings in its class. The Sportback weighs just 50 pounds or so more than the three-door, so we don’t anticipate a discernible difference in the dynamics of the two. The engine lineup is identical: 1.2- and 1.4-liter gasoline engines with up to 185 hp and 1.6- and 2.0-liter diesels offering up to 143 hp. In 140-hp trim, the turbocharged 1.4-liter gas engine will offer cylinder deactivation, running on just two cylinders under low load. Color us interested.

The A1 Sportback commands a premium of €850, around $1000, over the regular A1. That’s not too much, considering the added flexibility and convenience. The rear doors also are useful in tight European cities, where the long doors of the three-door make ingress and egress more difficult. They should also come in handy when buyers are trying to place shopping bags on the rear seat without dislocating their shoulders.

There isn’t much competition for the Audi A1 Sportback. The Citroën DS3 is only available as a three-door, and the Mini only comes with five doors if you opt for the ungainly Countryman. We think the A1 Sportback will do well in Europe—and we wish Audi would decide to offer it here as well.

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Porsche 911 Generations: The Legend Grows

The rear-engined Porsche 911’s iconic silhouette is among the most recognizable shapes in the industry, having changed very little as the car has grown over its 40-plus-year history. On the occasion of our first drive of the latest 911—dubbed 991 in Porsche-speak—we take a look at how the car has evolved over the years. Unless otherwise noted, all specifications and test results are for the base 911.

Years: 1965–1989
Wheelbase: 87.0 in (1965–1968); 89.3 in (1968–1989)
Overall length: 168.9 in
Power: 130 hp (1965); 214 hp (1989)
Price: $6490 (1965); $51,770 (1988)
Weight, as tested: 2720 lb (1965); 2760 lb (1984)
Zero to 60 mph, as tested: 7.0 sec (April 1965); 5.3 sec (February 1984, Carrera)

The 911 begins: Considered by the factory as a replacement not for the 356 (alongside which it was sold for a year or so) but for the more expensive and complicated Carrera 2, the 1965 911 established the basic foundation upon which successive generations would build: a rear-mounted, air-cooled flat-six; a comfortable cabin for pilot and passenger with vestigial seats in the rear; a five-speed manual gearbox; and disc brakes all around. And the ignition always to the left of the steering wheel—the unorthodox key placement was originally chosen to aid drivers’ getaways during the Le Mans start.

“No contest. This is the Porsche to end all Porsches—or, rather, to start a whole new generation of Porsches. Porsche’s new 911 model is unquestionably the finest Porsche ever built. More than that, it’s one of the best Gran Turismo cars in the world, certainly among the top three or four.”–April 1965

“More than any other factory-fresh car available here today, the Porsche 911 Carrera is the absolute embodiment of clench-jawed, tight-fisted, slit-eyed enthusiasm run amok, a car for making the landscape pass with explosive fluidity.”–February 1984

Years: 1990–1994
Wheelbase: 89.4 in
Overall length: 168.3 in
Power: 247 hp (1990–1994)
Price: $58,500 (1990); $65,715 (1994)
Weight, as tested: 3050 lb (1990); 2980 lb (1993 Speedster)
Zero to 60 mph, as tested: 4.8 sec (January 1990); 4.6 sec (November 1992, 911RS America)

Notable advancements: Rear suspension switches from torsion bar to trailing arms with Porsche’s “Weissach” rear axle, which adds self-steering elements to reduce the chance of oversteer; dual front airbags; Tiptronic four-speed automatic transmission; dual-mass flywheel; ABS; power steering; retractable rear spoiler; twin-spark ignition. Carrera 4 is first and last series Porsche with fully mechanical all-wheel drive.

“The Carrera 2 is the newest generation of the age-old 911 concept, and it may just be the most exciting yet. Not only does it build on the traditional appeal of the 911, but it is faster, gutsier, more stable, and more satisfying. The Carrera 2 has all the unmistakable 911 flair and style—without all of the old car’s vices.”–January 1990

“The 911RS is a car that lives on the margin: incrementally upping the level of driving intensity can profoundly change the car’s attitude and bearing. Up to six- or seven-tenths, it’s your benign escort; at eight you’d better be ready to boogie. And have a clear head and a recently calibrated internal gyro.”–November 1992

Years: 1995–1998
Wheelbase: 89.4 in
Overall length: 168.3 in (1995–1996); 167.7 in (1997–1998)
Power: 270 hp (1995); 282 hp (1998)
Price: $63,433 (1995); $63,750 (1998)
Weight, as tested: 3080 lb (1995); 3116 lb (1998 Carrera S)
Zero to 60 mph, as tested: 4.7 sec (June 1994); 4.9 sec (September 1997, Carrera S)

Notable advancements: All-aluminum multilink rear suspension and an all-aluminum subframe, standard six-speed manual, engine weight reduced by 14 pounds, and body-structure rigidity increased by 20 percent. New all-wheel-drive system based on 959’s setup with a viscous coupling replaces the center differential of the previous gen’s setup. New Tiptronic S for 1995 with steering-wheel-mounted buttons.

“The 1995 Carrera is the finest example of the 911 ever created…For three decades now, refinement and incremental improvement have continued to update the car, and bought time for the concept (against all odds, sometimes).”–June 1994.

“It’s maybe the nearest thing to the visceral sensation of road racing in a car that can be driven legally (and reliably) on the street, something Porsche has come through with every model year since 1965 when the first 911 model, powered by a 130-horse, 2.0-liter flat-six engine, first appeared in the U.S.”–September 1997.

Years: 1999–2004
Wheelbase: 92.5 in
Overall length: 174.4 in
Power: 300 hp (1999); 315 hp (2004)
Price: $65,030 (1999); $68,760 (2004)
Weight, as tested: 2900 lb (1999)
Zero to 60 mph, as tested: 4.7 sec (January 1998); 5.5 sec (July 2001, Carrera cabriolet Tiptronic S)

Notable advancements: First truly all-new 911, sharing no body panels, no underbody structure and no major mechanical components with previous 911s. First water-cooled 911 engine with four valves per cylinder and variable valve timing, integrated dry-sump oiling, new variable resistance intake system, new cable shift linkage, and redesigned interior with more passenger volume. Engine displacement increased from 3.4 liters to 3.6 in 2001, incorporating VarioCam Plus (variable valve timing and lift) from the Turbo model.

“In the year to come, Porschephiles and other hard-core auto enthusiasts will be Balkanized into two factions: those who pine for the original 911, and those who embrace the new one.”–January 1998

“In the final analysis, most enthusiasts will agree that having a new 911 that looks like a 911, seats only two adults, (kids only in back), and has the engine in back is better than having no 911 at all. And even if the new car is a less tactile grand tourer, can we really argue against a bigger, more comfortable, but similarly priced GT that outperforms its purebred sports-car forebear in every objective contest? Not really. The 911 is dead. Long live the 911!”–Ibid.

Years: 2005–2011
Wheelbase: 92.5 in
Overall length: 175.6 in
Power: 321 hp (2005); 345 hp (2011)
Price: $70,065 (2005); $79,950 (2011)
Weight, as tested: 3253 lb (2005); 3320 lb (2009)
Zero to 60 mph, as tested: 4.3 sec (December 2005); 4.1 sec (February 2009, Carrera PDK)

Notable advancements: Engines with two displacements for first time since 1977: 321-hp, 3.6-liter for the base Carrera and 350-hp, 3.8-liter for the Carrera S. For 2009, both 3.6-liter and 3.8-liter engines receive direct injection; new PDK dual-clutch seven-speed transmission replaces Tiptronic S automatic.

“The 911 Carrera is now faster, more stable, more precise and forgiving, an altogether superior—make that more efficient—sports car than the 996. Still, we suspect this anesthetizing of traditional Porsche traits—flaws, if you must—will be missed by some obsessive 911 drivers.”–August 2004

“Every new 911 is a solid dose of Porsche tradition. You want to connect with the past? Plug yourself into one of these rear-engine babies. Tire noise, a stiff ride, tightly wound steering; the 911 is for folks who still want to touch the road, get their hands dirty, and work up a farmer’s sweat.” –February 2009

Years: 2012–
Wheelbase: 96.5 in
Overall length: 176.8 in
Power: 350 hp
Price (C/D est): $83,050
Weight (C/D est): 3250–3250 lb
Zero to 60 mph (C/D est): 3.8–4.0 sec

Notable advancements: The 991 features a smaller, yet more powerful, 3.4-liter engine along with the world’s first seven-speed manual transmission in a passenger car. Engine also incorporates auto stop/start, and PDK transmission has a “sail” mode for improved fuel economy. Longer wheelbase said to improve high-speed stability. Redesigned suspension and new rear axle for enhanced ride and handling. Porsche Torque Vectoring improves tracking stability. New electric power steering helps save fuel.

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