The Audi RS3 Sportback at a glance
One more time!
Folks, folks, what are these times? Everyone is talking about the swan song of the combustion engine, Audi is supposed to become a purely electric brand before the end of this decade and then they will be launching this rocket in the in-house sports department in Neckarsulm: the brand new Audi RS3 quattro (combined fuel consumption: 8.8-8.3 l/100 km; combined CO2 emissions: 201-190 g/km²)! With this car, the motto has always been that you either love it or hate it. For some it was always the five-cylinder turbo that made them buy (or at least rave about it), for others it was simply too sluggish in terms of lateral dynamics.
Same power, a little more torque
The new one should finally break with this prejudice, although its basic ingredients have not fundamentally changed since the RS3 debut in 2011. Furthermore, a transversely installed 2.5-liter five-cylinder with a single turbocharger works under the hood, which, like its direct predecessor, sends 400 hp onto the road. The torque increases slightly from 480 to 500 Newton meters as a result of changes to the angle drive, with the power still being distributed to all four wheels via a 7-speed DSG. They didn’t reinvent the all-wheel drive at Audi either, but they did change it in a crucial way.
Torque splitter replaces Haldex clutch
With the generation change, the well-known Haldex clutch was dropped and replaced by a torque splitter with two multi-plate clutches. The torque distribution is no longer just between the front and rear axles, but now also selectively between the two rear wheels. In practice, the sporty driving modes Dynamic and RS Performance primarily reduce the tendency to understeer – the vehicle pushes less over the front wheels. If you go one step further and activate the RS Torque Rear mode (not suitable for public road traffic), according to Audi up to 1,750 Newton meters (!) are directed to a rear wheel – the RS3 becomes a true drift machine!
Less boredom, more action!
The driving behavior is particularly difficult, especially on snow, whereby the driver always has the choice (and agony) of finding the right driving mode including electronic support. On dry slopes, however, it is the dynamic mode that best combines the old with the new RS world. The four Pirelli P Zero Winter in 19-inch format grip particularly snappy here, the steering behavior is light-footed with a clearly rear-biased note.
And that’s what the critics always wanted: less boredom, more action! In the style of the past Ford Focus RS, you now have an even more intensive opportunity to shave on the alpine pass or the race track. Matching this, there is a fine five-cylinder sound that has hardly lost any of its fascination even in the age of petrol particle filters. Unfortunately, the two oval RS tailpipe trims are still only dummies, but this does not detract from the very masculine appearance of the body overall.
Confident appearance
Thick cheeks at the front and rear hide the aforementioned 19-inch wheels in summer and winter, and no less opulent ceramic brake discs crouch behind the wheels as an option. They are worth an investment, especially for the demanding circuits of this world and, like the new steel discs mounted on the test car, should iron out another shortcoming of the previous RS3 models. While the compact sports Audis were only average when it came to braking, there was never a desire for more deceleration performance during the test. At the same time, the 400 hp five-cylinder also requires strong anchors, as it always pushes forward with great enthusiasm. Beyond 3,000 revs, it really blossoms and with the RS dynamics package, it can reach an impressive 290 kilometers per hour. The standard sprint from 0 to 100 km/h takes 3.8 seconds using launch control – but subjectively it could also be half a second less.
The Audi RS3 also does a great deal of convincing with the optional adaptive chassis. Rarely have we seen a hot hatch that combines everyday and sports use so harmoniously. The Audi rolls off solidly in comfort mode and even in the dynamic position, patches in the asphalt are swallowed without hesitation. Fine criticism, however, at the double coupler. He affords every now and then bad commemorative seconds and does not always harmonize with the five-cylinder, especially when starting. A manual switch would have been nice for enthusiasts – it will no longer come.
Test consumption 10.9 liters per 100 kilometers
Also not to be expected are special consumption miracles. Although the Neckarsulmer can be deliberately driven with less than nine liters, the consumption calculator also deliberately pops up to the 15-liter mark. Having fun costs money and can be taken quite literally when it comes to the competitor, the BMW M240i xDrive, which is also brand new (combined fuel consumption: 8.8-8.1 l/100 km; combined CO2 emissions: 200-185 g/km²). They would like to have at least 61,500 euros for the Audi RS3 at the Ingolstadt group headquarters, but more than 88,000 euros is also no problem.
Imaginative pricing
For so much money you can definitely expect premium flair in the interior. Like its civilian A3 siblings, the Audi RS3 is well made, but the design of the cockpit is not strikingly different. Minimal color accents and carbon decors that hardly look like carbon fiber look just as skinny as the simple door panels and dashboard. Audi itself speaks of conscious minimalism. If you still expect an Alcantara headliner with such a steep price structure, you can try Audi exclusive. And so it’s only the very comfortable RS sports seats that really set a positive exclamation mark and can be adjusted in many ways and even offer space for stately natures.
Conclusion
Without looking too deeply into the crystal ball: this Audi RS3 will be the last with a five-cylinder. At the same time it can be said that it is by far the best RS3! The overall package is right, it’s fun, can be loud, can be quiet, is optionally comfortable and sporty at the push of a button. Above all, the RS3 has learned how to corner robbers thanks to all-wheel drive with a torque splitter. In the interior, however, the changes should have gone into more detail for the money called for, although Audi’s sports department left their imagination free when it came to pricing anyway. (Text and image: Thomas Vogelhuber)