Audi drives RS 3 to new heights
German automaker puts emphasis on in-car technologies, better handling
With crossovers representing such as large part of the current market, it’s refreshing to test a new high-performance sedan. The third-generation Audi RS 3 takes what was a fine drive and tweaks it in all areas.
While the latest model is sharper looking, faster, and it has slightly more power, this time around the RS 3 puts a clear emphasis on handling and in-car technologies.
One of the keys to any RS model is the engine. While the patented in-line turbofive and its distinct sound is the same basic unit as used before, it has been tweaked to broaden the powerband and increase the output.
It now twists out 401 horsepower (up seven hp) and 369 pound-feet of torque (up 15 lb-ft). The key is the latter is now available anywhere between 2,250 and 5,600 rpm, so it pulls harder through the all-important mid-range.
The engine drives a sevenspeed, dual-clutch transmission with normal, sport, and manual modes and Audi’s quattro all-wheel-drive system.
In this case, quattro splits the power based on the drive mode selected. In efficiency, it is a front-driver until more traction is needed; the more dynamic modes balance the delivery of power front-toback.
The combo brings a run to 100 kilometres an hour in 3.8 seconds and a top speed of 250 km/h — 290 km/h when the RS Dynamic package and ceramic brakes are aboard.
The drive modes cover the bases. Frankly, Efficiency is for those times when the gas warning light comes on, and while Comfort is well-suited to the city, Auto is the better choice — it picks the most appropriate mode based on driver input. Dynamic mode is for the fun times. It cranks everything up to deliver the very best the RS 3 has to offer.
The plus is the variable exhaust system produces its most mellifluous tones when Dynamic mode is selected — the bark and burble is wonderful at full chat!
One of the handling highlights is a first in the form of the new torque splitter rear axle setup. The previous differential and multi-plate clutch have gone in favour of two electronically-controlled clutch packs — one for each of the rear half-shafts.
When pushing hard, the torque splitter increases the drive sent to the outside rear wheel in a corner and, as it’s constantly assessing things, the power is delivered to the correct wheel in a timely fashion — it takes just 180-milliseconds to switch from one wheel to the other. This action significantly reduces understeer and the amount of steering input required.
The RS Performance mode brings a beautifully neutral drive — it seems to make the RS 3 feel physically smaller. On the racetrack, it let this driver brake later heading into a corner and it was much faster when hauling out of it.
The combination makes the RS 3 feel tighter and more alive, and it’s even more so than Dynamic, which is saying something. The reason is it makes optimal use of the torque splitter — it quells oversteer as well as taming understeer.
The twist is the torque splitter setup has a full-on drift mode. The RS Torque Rear mode sends all of the power to one rear wheel — up to 1,291 pound-feet when the gearing is factored in. This allows the tail to be flicked out and held there until the driver’s nerve quits, or they over cook it! This makes the RS 3 a seriously mean drift machine. Of course, there’s a launch control mode for good measure!
The test cars were all equipped with the optional RS sport suspension plus. It adds adaptive dampers that continuously change the damping according to driver input and the drive mode selected.
The comfort, balanced or sport modes deliver the desired characteristics. The manic RS 3 also has a 25-millimetre lower ride height than the mortal A3. In the end, the suspension is comfortable in comfort and overtly sporty in sport.
For practically all of the test drive. the RS 3 was in Dynamic, as it banishes body roll, sharpens the steering response and uses the torque splitter to make it feel, well, more dynamic. The key here is each facet is overseen by the modular vehicle dynamics controller (MVDC), so everything works in harmony.
On the track portion of the test, the RS Performance mode came into its own. Here the RS 3 dived into a decreasing radius corner and then pulled out of it in a magical manner.
To say it delivers a nimble drive is a massive understatement — the car seems to become an extension of the driver — such is the communication, feedback and reaction to input. The lesson learned is the car’s limits are far greater than mine!
The bolder exterior style flows neatly into the cabin. It is beautifully crafted and now puts a much stronger emphasis on in-car technology. Ahead of the driver sits Audi’s 12.3-inch virtual cockpit plus — it is fully reconfigurable with the look changing according to the drive mode selected. It can show everything from the navigation’s mapping to the g-forces, a bargraph tachometer, and digital speed readout along with the horsepower and torque percentages. It can also show readouts for the acceleration, lap, and quarter mile times.
To the right sits a 10.1-inch touchscreen. It looks after all of the usual infotainment functions, Apple Carplay, Android Auto and navigation plus it can show things like coolant, engine and transmission oil temperatures, tire pressures and it gives one-touch access to the drive modes, including that hairy drift mode.
The clever part is a new RS Mode button on the steering wheel gives the driver fast and easy access to the RS Performance and RS Individual modes, as well as the last mode used.
The racing-themed layout is supported by two boldlybolstered RS front bucket seats. While the support they deliver is ideal, anyone with a larger posterior may find them a tad tight.
Finally, there’s a threespoke, flat-bottomed steering wheel that includes a stripe at the 12 o’clock position — this is an old racer’s trick that gives a visual reference to the steering wheel’s position.
One of the few interior nits is found in the controller that sits to the right of the shifter — for the most part it looks after the sound system.
When compared to the logic and ease of use that define the other functions it comes across as being a bit ham-fisted.
Thankfully, there are steering wheel-mounted controls.