The chassis of the redesigned Audi Q3* combines agile handling with supreme safety, and comprehensive fine-tuning has enhanced comfort even further. The McPherson front suspension has 1,571 millimeter (61.9 in) track. The lower wishbones and the subframe are made of forged and cast aluminum, respectively – a solution that greatly benefits the weight distribution between the front and rear axles. This is approximately 58:42; the exact ratio depends on the engine and drivetrain.
Straight tracking: the electromechanical steering
The rack-and-pinion power steering uses a highly efficient electric motor that continuously reduces boost as speed increases. The steering also works in conjunction with the optional Audi active lane assist and park assist.
The four-link rear suspension has a track of 1,575 (62.0 in), and just like the front suspension includes a stabilizer bar. The trailing links absorb propulsive and braking forces. Their bearings are relatively large in the interest of rolling comfort. On the other hand, the three transverse links of each wheel are rigidly joined to the steel subframe; they are responsible for absorbing lateral forces. All links are made of high-strength steels; the wheel carriers are aluminum.
With its high ground clearance, the Audi Q3 also remains composed when driven off-road. With the S line sport suspension, which features tauter springs, dampers and bearings, the body is 20 millimeters (0.8 in) lower. It is available on its own or as part of the S line sport package.
Personalized: Audi drive select
The Audi drive select dynamic handling system (standard with the design and sport lines) allows the driver to switch between the modes comfort, auto, dynamic and efficiency at the push of a button. The system accesses the accelerator and power steering. The optional modules S tronic and the chassis with damper control can also be integrated into the system.
With the DCC (Dynamic Chassis Control) dampers, an electrically actuated proportional valve regulates the flow of oil into the piston. A fast computer manages its function as appropriate for the condition of the road, the driver’s style and the mode selected in Audi drive select. A large cross-section allows for comfortable rolling; a small cross-section connects the car tightly to the road. Steering response becomes even more precise; the specific stabilization of the wheels makes self-steering and braking behavior even more neutral and safe.
Up to 20 inches in diameter: the wheels
The lineup for the Audi Q3 comprises 16 models of wheels, including seven new ones. For most engine variants, size 6.5 J x 16 wheels with 215/65 tires are standard. The top models use the sizes 7 J x 17 and 235/55. The design and sport lines, as well as the Audi exclusive design package and the S line sport package including additional wheels measuring 17 and 18 inches in diameter. 19 and 20-inch wheels are optionally available. All tires feature low rolling resistance, and a tire pressure indicator is standard.
The brake system brings the compact premium SUV reliably to a stop. All engine variants feature vented front discs measuring 312 millimeters (12.3 in) in diameter. The developers increased the size of the solid discs on the rear axle of the new Audi Q3 from 282 to 300 millimeters (11.1 to 11.8 in). The electromechanical parking brake is integrated into the rear brake system. The latest evolution of the ESC electronic stabilization control is even more sensitive and versatile.
Handling: torque vectoring
The Audi Q3 marks the first time that the standard electronic stabilization control (ESC) can be deactivated in two stages. An ESC off-road mode in the Q3 provides for optimal traction off the beaten track. This adjusts certain functions, such as ABS and the electronic differential lock (EDL), and the control function optimized for the surface.
The torque vectoring, which is also making its Q-model debut in the Q3, has also been thoroughly updated. Low friction values, such as those occurring on wet roads or snow, are given much greater consideration in the control strategy for front-wheel and quattro all-wheel drive vehicles. This results in optimized handling with maximum tracking accuracy when cornering.
Before understeer can occur, finely metered brake torque is applied imperceptibly to the inner wheels. If power is being applied, the excess torque flows to the outside wheel. This redistribution of torque results in more precise turn-in in corners and sharp bends. This expanded ESC functionality works together with the multi-plate clutch to minimize understeer within handling limits. Handling thus becomes more precise, agile and stable.
When ESC is completely deactivated, certain stabilization interventions – including torque vectoring and the electronic differential lock (EDL) remain active in the interest of precise control of the vehicle.
Helpful: trailer stabilization and hill-descent assist
Another useful feature is trailer stabilization. For the first time ever in Q-family vehicles, Audi has supplemented this with automatic trailer detection. External factors such as a shifted load, side winds or uneven road surfaces are used to detect swerving trailers more reliably and sooner. Targeted ESC braking interventions and engine torque reductions are then used to stabilize the trailer.
All versions of the Audi Q3 come equipped with hill-start assist, which uses the electromechanical parking brake. It holds the brake pressure for a brief time after the driver steps off of the brake pedal. The optional hill-descent assist controls the speed of the compact premium SUV between 2 and 30 km/h (1.2 and 18.6 mph) when going downhill, and keeps it almost constant on virtually any surface without blocking the wheels and without any intervention on the part of the driver to ensure a safe descent.
The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.