Likes
- Performance of RS models is insane
- Oozing in brand appeal (if you’re into that kind of thing)
- Infotainment system is a highlight
Used Audi Q3 review
Dislikes
- Fairly long list of reliability concerns
- Sportsback versions have compromised practicality
- Depreciation seems never ending
Stuff you should know
The Audi Q3 – yet another subcompact crossover that we didn’t really ask for, but it exists because of what the market ‘demands’.
First introduced in 2011, the Q3 is a crossover SUV largely based on the Audi A3 hatchback, positioned between the larger Q5/Q7 SUVs and the smaller Q2. Once again, really – do we really need so many SUV-ified models?
The focus here is the second-gen Q3 – sold in Australia from 2019 to 2025. Australia got three trims for this iteration of the Q3, with the engine being the main thing that separated them from each other.
- 35TFSI – the base trim, featuring a 1.4L turbocharged four-cylinder
- 40TFSI – midspec trim, featuring a 2.0L turbocharged four-cylinder
- RSQ3 – the top of the line and most powerful model, which featured a 2.5L turbocharged five-cylinder
In the Australian market, all of these models were paired with Audi’s S-Tronic dual-clutch automatic transmission, sending power to the front, or through their famous ‘quattro’ system, all four wheels for maximum traction.
The Typ F3-generation Q3 was available in two body styles: a standard five-door SUV wagon and an ‘Sportback’ SUV coupe, distinguished by a sloping, lower roof profile.
Rivals of the Q3 are no short of supply, both when it was first launched and among the used market. These include various subcompact crossover SUVs in wagon and ‘sportback’ form, such as the BMW X2, Volkswagen T-Cross, Hyundai Kona, Kia Seltos, Renault Captur, Lexus NX, and Honda HR-V.
If, for whatever reason, you end up in the market for a subcompact SUV, should an Audi Q3 of this iteration be on your shortlist?
What goes wrong?
Exterior Issues:
To be expected with a European car, even one that is not too old, there is always the potential for various issues affecting the electronically powered accessories on the exterior.
These can range from the exterior front headlights and rear taillights, as well as their LED daytime running lights, which can flicker. Parking sensors at the front/rear, as well as the powered side door mirrors and windows, can also experience issues.
Like with other Volkswagen/Audi Group products, the powered sunroofs are a common source of issues – everything from not working properly (stuck when opening/closing), surrounding trim wearing out fairly early in the car’s life, and any number of rattling/grinding noises from the roof trim or within the roof components.
If the roof area’s drainage channels aren’t cleared out, this can build up debris and cause water to leak into the cabin. But more prevalent and alarming are hairline fractures forming along the sunroof’s plastic frame, or where the metal mounting points meet the plastic components.
We highly recommend that any issues like these be fixed under warranty, but even when they are rectified, some owners report the same issues come back a few weeks after they’ve been fixed. Plus, don’t forget the warranty has an expiry date, and if you end up fixing these out of warranty, expect to pay a lot out of your own expense.
Also, this isn’t a major problem with the exterior per se, but as with other ‘Sportback’ coupe-sedan-SUVs, this generation’s design featured a lot of performance-inspired styling that serves no function whatsoever, like a fake ‘vent’ along the front bonnet and rear bumper trim pretending to be a ‘diffuser’.
Interior Issues:
Similar to plenty of other modern European cars, the cabin can be a source of all kinds of small issues with the fit and finish and the various equipment powered by electricity onboard.
Just like the outside, check that all of the equipment inside works. Items such as the power seat motors/controls, interior speakers, and air conditioning system can experience intermittent issues.
Some owners comment that when issues do come up, they have proven to be so serious they turn their Audis into “Q3-shaped art installations” that need to be towed to dealerships to rectify and function again as a normal car.
Inspect the interior thoroughly for any signs of previous water ingress or moisture. Even the slightest amount of water ingress could significantly impact the electronic systems of a modern-era vehicle like this, causing problems with the engine, transmission, and infotainment system.
In addition, check that the interior is holding up fine, as owners report it’s easy to pick up on areas where Audi clearly cut corners within the
Exterior Issues:
To be expected with a European car, even one that is not too old, there is always the potential for various issues affecting the electronically powered accessories on the exterior.
These can range from the exterior front headlights and rear taillights, as well as their LED daytime running lights, which can flicker. Parking sensors at the front/rear, as well as the powered side door mirrors and windows, can also experience issues.
Like with other Volkswagen/Audi Group products, the powered sunroofs are a common source of issues – everything from not working properly (stuck when opening/closing), surrounding trim wearing out fairly early in the car’s life, and any number of rattling/grinding noises from the roof trim or within the roof components.
If the roof area’s drainage channels aren’t cleared out, this can build up debris and cause water to leak into the cabin. But more prevalent and alarming are hairline fractures forming along the sunroof’s plastic frame, or where the metal mounting points meet the plastic components.
We highly recommend that any issues like these be fixed under warranty, but even when they are rectified, some owners report the same issues come back a few weeks after they’ve been fixed. Plus, don’t forget the warranty has an expiry date, and if you end up fixing these out of warranty, expect to pay a lot out of your own expense.
Also, this isn’t a major problem with the exterior per se, but as with other ‘Sportback’ coupe-sedan-SUVs, this generation’s design featured a lot of performance-inspired styling that serves no function whatsoever, like a fake ‘vent’ along the front bonnet and rear bumper trim pretending to be a ‘diffuser’.
Interior Issues:
Similar to plenty of other modern European cars, the cabin can be a source of all kinds of small issues with the fit and finish and the various equipment powered by electricity onboard.
Just like the outside, check that all of the equipment inside works. Items such as the power seat motors/controls, interior speakers, and air conditioning system can experience intermittent issues.
Some owners comment that when issues do come up, they have proven to be so serious they turn their Audis into “Q3-shaped art installations” that need to be towed to dealerships to rectify and function again as a normal car.
Inspect the interior thoroughly for any signs of previous water ingress or moisture. Even the slightest amount of water ingress could significantly impact the electronic systems of a modern-era vehicle like this, causing problems with the engine, transmission, and infotainment system.
In addition, check that the interior is holding up fine, as owners report it’s easy to pick up on areas where Audi clearly cut corners within the interior build quality. From the amount of hard plastic surfaces/material used, to an abnormal amount of rattles and squeaks from the interior sections, which gives the impression that this isn’t as solidly built as you expect of a premium German product.
Even the top-spec RSQ3 models don’t escape from this – the gear shifter is the same one applied to all of the other Q3 models, not a specially-upholstered shifter in leather/alcantara material like other RS models, as well as some quality assurance issues with the leather stitching and how the upholstery holds up.
Some Q3 owners report experiencing an audible ‘buzzing’ sound from the passenger side footwell, due to a common issue involving the fuel lines when at idle or when lifting off the throttle pedal.
Check all the interior buttons and switchgear work normally – from the steering wheel volume controls, the paddle shifters, as well as the (kudos to Audi here) physical climate control knobs.
Audi’s MMI infotainment system and digital instrument cluster interface are, we think, one of the best combinations in this segment – when they’re working normally, that is. If they bring up issues, a simple software/firmware update should put them right.
Also, if you’re looking at a Q3 with the upgraded Bang and Olufsen sound system, keep in mind that owners report the base stereo system setup also delivers quite a decent audio experience.
As a modern-generation Audi, the Q3 comes with a wide range of safety features and driving tech. But owners have reported that some of the active safety systems, such as the automatic emergency braking, can be set up to be too sensitive – like jamming on the brakes when reversing up a slight incline.
Mechanical issues:
As this iteration of the Audi Q3 is yet another Volkswagen-Audi group product, it’s worth remembering that it shares a lot of parts with other VW models.
So when buying or sourcing parts, do your homework and shop around, as you can save a lot of money buying Volkswagen parts, than paying the markup for Audi-branded replacements, or even go for non-OEM aftermarket parts that can last longer and cost significantly less.
Engines:
1.4L turbocharged four-cylinder (EA211)
Compared to its bigger variant, this is considered to be the more ‘reliable’ of the powerplants – as it uses a timing belt versus a timing chain, and its water pump is easy to access and less expensive to replace compared to the more complex unit used by the 2.0L engine (EA888).
The water pump can still experience issues and leaks, but the fact that it is driven by a belt system off the back of the camshaft means it’s less complicated by design and therefore, not as costly to replace.
Be mindful of coil pack issues and replacing them as part of routine servicing – we’ve heard that it can be quite easy to break them when performing a spark plug change.
2.0L turbocharged four-cylinder (EA888)
We’ve discussed in previous reviews how troublesome the EA888 version of the Volkswagen/Audi group 2.0L turbocharged four-cylinder can be – the same still applies here.
Early versions of this engine had a reputation for timing chain issues and excessive oil consumption, but over time, Volkswagen/Audi has adopted better quality assurance on these engines – yet the water pump is still its biggest weakness.
The water pump and thermostat module on the EA888 four-cylinder is the most expensive and common thing to go wrong with this engine, often failing early in the engine’s life and frequently. Some have even failed or begun leaking with no more than 40,000 km of mileage on the clock.
Other major issues these can experience include inlet manifold and swirl flap failure, caused by the actuator/position sensors giving up.
In addition, the EA888’s PCV system can leak and cause air-fuel ratio problems. Cam solenoid failures can also appear.
Even with stringent, routine servicing and maintenance, this engine still has a reputation for being one of the more troublesome Volkswagen/Audi powertrains – our advice is to tread lightly or have the funds saved aside for any mechanical issues down the line.
2.5L turbocharged five-cylinder (DNWA)
These are quite resilient – if they’re largely kept stock, they can prove to be very reliable for daily use.
As we’ve said previously, any amount of tuning to get these to generate more power from factory can put stress on many of internal components and if they’re not done correctly, can seriously damage the engine.
Another common issue with these is injector failures, which are more likely on high-kilometre and/or modified examples, which can lead to engine failure if not fixed. When they need replacing, don’t cheap out – get genuine injectors.
The thermostat is made from plastic and is prone to leaking from aging over time – typically it needs replacing every 4 to 5 years.
Transmission and Drivetrain:
The sole option for these in Australia is the familiar Volkswagen/Audi group dual-clutch automatic transmission, known as ‘S-Tronic’ by Audi. Depending on the model, it will be the 6 or 7-speed wet-clutch type dual-clutch automatic that is, overall, fairly reliable if regularly maintained and treated carefully (looking at you, aspiring race car drivers in the RSQ3s).
They should be ideally maintained every 40,000 km, and can experience issues, but compared to very early versions of the S-Tronic dual-clutch transmission, the more recent units can prove to be solid.
If the Q3 you’re looking at has four-wheel drive, also know as Audi’s ‘quattro’ system, check that the Haldex differential and system functions normally and sends power to all four wheels. Regularly serviced, they should be quite trouble-free.
This generation of the Q3 has a high number of complaints from owners regarding their suspension components wearing out very early in the car’s life. Even though it’s been on sale for less than ten years, owners report premature wear of the bushings, struts, and control arms; in addition to noise from the undercarriage/suspension at low speeds or in cold conditions.
This means you could potentially have to pay for replacement suspension parts, whether it be the standard Q3s or RSQ3 models that are set up and expected to be driven hard by owners.
RSQ3s can go through brake components fairly quickly due to their increased performance, requiring higher levels of stopping power.
Exterior Issues:
To be expected with a European car, even one that is not too old, there is always the potential for various issues affecting the electronically powered accessories on the exterior.
These can range from the exterior front headlights and rear taillights, as well as their LED daytime running lights, which can flicker. Parking sensors at the front/rear, as well as the powered side door mirrors and windows, can also experience issues.
Like with other Volkswagen/Audi Group products, the powered sunroofs are a common source of issues – everything from not working properly (stuck when opening/closing), surrounding trim wearing out fairly early in the car’s life, and any number of rattling/grinding noises from the roof trim or within the roof components.
If the roof area’s drainage channels aren’t cleared out, this can build up debris and cause water to leak into the cabin. But more prevalent and alarming are hairline fractures forming along the sunroof’s plastic frame, or where the metal mounting points meet the plastic components.
We highly recommend that any issues like these be fixed under warranty, but even when they are rectified, some owners report the same issues come back a few weeks after they’ve been fixed. Plus, don’t forget the warranty has an expiry date, and if you end up fixing these out of warranty, expect to pay a lot out of your own expense.
Also, this isn’t a major problem with the exterior per se, but as with other ‘Sportback’ coupe-sedan-SUVs, this generation’s design featured a lot of performance-inspired styling that serves no function whatsoever, like a fake ‘vent’ along the front bonnet and rear bumper trim pretending to be a ‘diffuser’.
Interior Issues:
Similar to plenty of other modern European cars, the cabin can be a source of all kinds of small issues with the fit and finish and the various equipment powered by electricity onboard.
Just like the outside, check that all of the equipment inside works. Items such as the power seat motors/controls, interior speakers, and air conditioning system can experience intermittent issues.
Some owners comment that when issues do come up, they have proven to be so serious they turn their Audis into “Q3-shaped art installations” that need to be towed to dealerships to rectify and function again as a normal car.
Inspect the interior thoroughly for any signs of previous water ingress or moisture. Even the slightest amount of water ingress could significantly impact the electronic systems of a modern-era vehicle like this, causing problems with the engine, transmission, and infotainment system.
In addition, check that the interior is holding up fine, as owners report it’s easy to pick up on areas where Audi clearly cut corners within the interior build quality. From the amount of hard plastic surfaces/material used, to an abnormal amount of rattles and squeaks from the interior sections, which gives the impression that this isn’t as solidly built as you expect of a premium German product.
Even the top-spec RSQ3 models don’t escape from this – the gear shifter is the same one applied to all of the other Q3 models, not a specially-upholstered shifter in leather/alcantara material like other RS models, as well as some quality assurance issues with the leather stitching and how the upholstery holds up.
Some Q3 owners report experiencing an audible ‘buzzing’ sound from the passenger side footwell, due to a common issue involving the fuel lines when at idle or when lifting off the throttle pedal.
Check all the interior buttons and switchgear work normally – from the steering wheel volume controls, the paddle shifters, as well as the (kudos to Audi here) physical climate control knobs.
Audi’s MMI infotainment system and digital instrument cluster interface are, we think, one of the best combinations in this segment – when they’re working normally, that is. If they bring up issues, a simple software/firmware update should put them right.
Also, if you’re looking at a Q3 with the upgraded Bang and Olufsen sound system, keep in mind that owners report the base stereo system setup also delivers quite a decent audio experience.
As a modern-generation Audi, the Q3 comes with a wide range of safety features and driving tech. But owners have reported that some of the active safety systems, such as the automatic emergency braking, can be set up to be too sensitive – like jamming on the brakes when reversing up a slight incline.
Mechanical issues:
As this iteration of the Audi Q3 is yet another Volkswagen-Audi group product, it’s worth remembering that it shares a lot of parts with other VW models.
So when buying or sourcing parts, do your homework and shop around, as you can save a lot of money buying Volkswagen parts, than paying the markup for Audi-branded replacements, or even go for non-OEM aftermarket parts that can last longer and cost significantly less.
Engines:
1.4L turbocharged four-cylinder (EA211)
Compared to its bigger variant, this is considered to be the more ‘reliable’ of the powerplants – as it uses a timing belt versus a timing chain, and its water pump is easy to access and less expensive to replace compared to the more complex unit used by the 2.0L engine (EA888).
The water pump can still experience issues and leaks, but the fact that it is driven by a belt system off the back of the camshaft means it’s less complicated by design and therefore, not as costly to replace.
Be mindful of coil pack issues and replacing them as part of routine servicing – we’ve heard that it can be quite easy to break them when performing a spark plug change.
2.0L turbocharged four-cylinder (EA888)
We’ve discussed in previous reviews how troublesome the EA888 version of the Volkswagen/Audi group 2.0L turbocharged four-cylinder can be – the same still applies here.
Early versions of this engine had a reputation for timing chain issues and excessive oil consumption, but over time, Volkswagen/Audi has adopted better quality assurance on these engines – yet the water pump is still its biggest weakness.
The water pump and thermostat module on the EA888 four-cylinder is the most expensive and common thing to go wrong with this engine, often failing early in the engine’s life and frequently. Some have even failed or begun leaking with no more than 40,000 km of mileage on the clock.
Other major issues these can experience include inlet manifold and swirl flap failure, caused by the actuator/position sensors giving up.
In addition, the EA888’s PCV system can leak and cause air-fuel ratio problems. Cam solenoid failures can also appear.
Even with stringent, routine servicing and maintenance, this engine still has a reputation for being one of the more troublesome Volkswagen/Audi powertrains – our advice is to tread lightly or have the funds saved aside for any mechanical issues down the line.
2.5L turbocharged five-cylinder (DNWA)
These are quite resilient – if they’re largely kept stock, they can prove to be very reliable for daily use.
As we’ve said previously, any amount of tuning to get these to generate more power from factory can put stress on many of internal components and if they’re not done correctly, can seriously damage the engine.
Another common issue with these is injector failures, which are more likely on high-kilometre and/or modified examples, which can lead to engine failure if not fixed. When they need replacing, don’t cheap out – get genuine injectors.
The thermostat is made from plastic and is prone to leaking from aging over time – typically it needs replacing every 4 to 5 years.
Transmission and Drivetrain:
The sole option for these in Australia is the familiar Volkswagen/Audi group dual-clutch automatic transmission, known as ‘S-Tronic’ by Audi. Depending on the model, it will be the 6 or 7-speed wet-clutch type dual-clutch automatic that is, overall, fairly reliable if regularly maintained and treated carefully (looking at you, aspiring race car drivers in the RSQ3s).
They should be ideally maintained every 40,000 km, and can experience issues, but compared to very early versions of the S-Tronic dual-clutch transmission, the more recent units can prove to be solid.
If the Q3 you’re looking at has four-wheel drive, also know as Audi’s ‘quattro’ system, check that the Haldex differential and system functions normally and sends power to all four wheels. Regularly serviced, they should be quite trouble-free.
This generation of the Q3 has a high number of complaints from owners regarding their suspension components wearing out very early in the car’s life. Even though it’s been on sale for less than ten years, owners report premature wear of the bushings, struts, and control arms; in addition to noise from the undercarriage/suspension at low speeds or in cold conditions.
This means you could potentially have to pay for replacement suspension parts, whether it be the standard Q3s or RSQ3 models that are set up and expected to be driven hard by owners.
RSQ3s can go through brake components fairly quickly due to their increased performance, requiring higher levels of stopping power.
Should you buy it?
The second-gen Audi Q3 starts from $20,000 and top out at around $85,000. The RSQ3 models, meanwhile, begin from $60,000 and can go up to $130,000 (before depreciation, that is).
If you’re considering buying one of these, the truth is, to put it bluntly, there are far better secondhand SUVs available for the same amount of money.
When you consider how much these have depreciated from new (and will continue losing value as they get older), how much parts and maintenance cost (as well as how frequently you might need to perform upkeep), on top of concerns over build quality and long-term reliability, we don’t think there are any strong appealing factors behind the Audi Q3.
Unless, of course, you value the badge above all else. But from a buyer’s perspective, it’s hard to ignore other rivals in the same segment from other premium brands (Lexus, Genesis) that bring the same, if not better levels of refined driving feel, build quality, and standard of equipment, which can be had from a far lower price range.
We get the appeal that the hot RSQ3 models might have, especially for enthusiasts or Audi RS fans. Pushing out impressive power numbers sounds nice, but snap back to reality: who really needs a crossover SUV that is capable of more than 400 hp?
Plus, the build quality isn’t up to the standards you expect from a typical Audi RS product, and don’t forget the rate of depreciation they’ll suffer in a few years time,
The second-gen Audi Q3 starts from $20,000 and top out at around $85,000. The RSQ3 models, meanwhile, begin from $60,000 and can go up to $130,000 (before depreciation, that is).
If you’re considering buying one of these, the truth is, to put it bluntly, there are far better secondhand SUVs available for the same amount of money.
When you consider how much these have depreciated from new (and will continue losing value as they get older), how much parts and maintenance cost (as well as how frequently you might need to perform upkeep), on top of concerns over build quality and long-term reliability, we don’t think there are any strong appealing factors behind the Audi Q3.
Unless, of course, you value the badge above all else. But from a buyer’s perspective, it’s hard to ignore other rivals in the same segment from other premium brands (Lexus, Genesis) that bring the same, if not better levels of refined driving feel, build quality, and standard of equipment, which can be had from a far lower price range.
We get the appeal that the hot RSQ3 models might have, especially for enthusiasts or Audi RS fans. Pushing out impressive power numbers sounds nice, but snap back to reality: who really needs a crossover SUV that is capable of more than 400 hp?
Plus, the build quality isn’t up to the standards you expect from a typical Audi RS product, and don’t forget the rate of depreciation they’ll suffer in a few years time, if not already.
But if you are dead set on making this your next daily driver, and are willing to put up with all of its known issues, and the potential financial stress of owning/attempting to sell it when the time comes; provided it passes a pre-purchase inspection with flying colours, go for it.
Should you buy it?
The second-gen Audi Q3 starts from $20,000 and top out at around $85,000. The RSQ3 models, meanwhile, begin from $60,000 and can go up to $130,000 (before depreciation, that is).
If you’re considering buying one of these, the truth is, to put it bluntly, there are far better secondhand SUVs available for the same amount of money.
When you consider how much these have depreciated from new (and will continue losing value as they get older), how much parts and maintenance cost (as well as how frequently you might need to perform upkeep), on top of concerns over build quality and long-term reliability, we don’t think there are any strong appealing factors behind the Audi Q3.
Unless, of course, you value the badge above all else. But from a buyer’s perspective, it’s hard to ignore other rivals in the same segment from other premium brands (Lexus, Genesis) that bring the same, if not better levels of refined driving feel, build quality, and standard of equipment, which can be had from a far lower price range.
We get the appeal that the hot RSQ3 models might have, especially for enthusiasts or Audi RS fans. Pushing out impressive power numbers sounds nice, but snap back to reality: who really needs a crossover SUV that is capable of more than 400 hp?
Plus, the build quality isn’t up to the standards you expect from a typical Audi RS product, and don’t forget the rate of depreciation they’ll suffer in a few years time, if not already.
But if you are dead set on making this your next daily driver, and are willing to put up with all of its known issues, and the potential financial stress of owning/attempting to sell it when the time comes; provided it passes a pre-purchase inspection with flying colours, go for it.
Need help with finance?
Powered by
Buying a used car? Buy a PPSR report first.
Have ultimate peace of mind when buying a used car by purchasing an official PPSR report.
