RS 3 puts fun back in Audi
Audi’s RS 3 was always a fantastic hot hatch but, like many Audi RS models, it struggled with the fun factor. This one absolutely nails it, finds Nile Bijoux.
Audi’s RS 3 is a relatively young hot hatch, debuting in 2011 with a howling five-cylinder engine. It’s been through a few facelifts and generational changes since, but that engine has stuck around, still kicking even now in 2022 with super stringent emissions requirements.
Many would have forgiven Audi for giving it a hybrid powertrain of some sort, or even killing the car altogether (and it still might) but it’s here now and we need to make the most of it.
Outside
The new RS 3 gets the same general design tweaks as other modern Audis.
It has angular angry headlights and taillights and subtle creases in the bodywork, plus two massive drainpipe exhaust outlets at the back and a grille that covers basically the entire front end of the car, split by pieces of plastic trim to create corner intakes.
You can get special headlights that spell out ‘‘R, S, 3’’ before turning into a chequered flag, but this test car didn’t have those equipped.
Audi has also widened it by quite a bit compared to the standard A3, by 51mm and with a 33mm wider track.
The result is a mean-looking hatchback, and hopefully it’s a look you like as opposed to the sedan, because Audi New Zealand is only offering the Sportback this time around.
Inside
Like the A3 and S3, the RS 3 gets an angular interior with Volkswagen’s stubby gear selector in the centre console.
It gives the cabin a bit more space compared to the old tall shifter. I’m still not the biggest fan of just how angular and jagged the interior design is, but I’ve warmed to it since I drove the A3 and S3. I do like the physical buttons for HVAC controls.
Compared to the lesser 3s, the RS 3 gets aluminium shift paddles behind the wheel, unique seats, a gruntier sound system, an RS-specific ‘‘runway’’ layout in the digital dash, various RS trimmings and a smattering of carbon fibre. Thankfully, there aren’t many hard plastics around either.
Under the bonnet
Audi has continued with its brilliant 2.5-litre turbocharged five-cylinder, making 294kW/500Nm this time around. That’s the same power as before but kicking in earlier (5600rpm) and 20Nm more torque.
It’s paired to a seven-speed S-Tronic (Audi-speak for dual-clutch) transmission and a tricky new all-wheel-drive system.
Audi says the hatch will hit 100kph in a hair under four seconds, but in the dry you’re probably looking at closer to 3.5s.
As you can see by the photos, it was anything but dry while I had the keys so that’s more of a guess but it certainly feels faster than what Audi says.
That also means the RS 3 is less powerful than the 315kW Mercedes-AMG A 45 S but just as fast, if not a bit quicker, to 100kph.
There’s a slight hesitation when you dump the loud pedal before the gearbox picks a cog and the turbo has a chance to spool back up, which I love.
There’s something nice about a car that has small imperfections. . .
Just watch that fuel gauge. The five can be a bit thirsty, settling to just over 12L/100km over four days.
Part of that AWD system is the special RS Torque Splitter. Basically, the new piece of kit replaces the old Haldex rear differential.
It comprises two multi-plate clutches, mounted on each rear drift shaft, and can allow all the torque to be sent to each wheel individually.
On the road
While Audi bosses have previously gone on the record to say drift mode was immature and pointless, thanks to that tricky rear differential, the RS 3 now has exactly that in the form of the RS Torque Rear mode. Odd name, but the results speak for themselves.
That’s definitely not for daily driving, but there is an intermediate mode called RS Performance. This holds gears for much longer than the usual Dynamic mode, sends more power rearward and dials the traction back without fully disabling it, as RS Torque Rear does.
I wasn’t about to put a brand new RS 3 into a tree so left RS Torque Rear well alone, but the other modes work brilliantly. The new rear diff is fantastic, sending power to whichever rear wheel it thinks needs it most to maintain grip and pace.
The suspension is well-tuned for our roads, not too harsh in Auto mode but still retaining a healthy degree of stiffness for the corners.
Dynamic and Performance introduce more bounce over the rougher parts of road, but it’s never out of control.
You can hit corners at remarkable pace and the car doesn’t feel stressed at all, with very little understeer to speak of.
If you’re in Dynamic you’ll find a little bit, but the rear-biased RS Performance is all grip, helped by the larger slabs of rubber up front compared to the rear.
It won’t surprise you to learn that this is probably the best sounding of all the hot hatches currently on the market, save for maybe the raucous Hyundai i30 N.
That five-cylinder is just spectacular, even with the amount of emissions equipment neutering the sound. Could still be louder, but that’s just the world we live in now.
This is a fun car to drive, even more so because it’s an Audi RS. I don’t mean that other RS models are slow or anything, I mean that they’re typically too clinical and a little bit boring to drive (looking at you, RS 5).
This is pure fun, something even the A 45 S doesn’t quite nail.
Verdict
Is this the best use of close to $120,000? Depends on your priorities. But if you want a go-fast, do-it-all hatchback, and are happy to spend the cash, then yes.
The RS 3 is the most fun I’ve had in an Audi in a long time, and it’s still plenty practical. That is a lot of money, however, and the Hyundai i30 N offers a lot of the RS 3’s package at around half the price (more than half if you want a manual), at the expense of interior quality and power.
Then there’s that new Honda Civic Type R, which is promising big things, and the cheaper Volkswagen Golf R, offering similar electronics as the Audi but with one fewer cylinder under the bonnet. But I’d go with the Audi and take the financial sting.