Audi RS3 Sportback (2022) test: the best of the saga!

Stifled by standards, weighed down by penalties, distorted by economies of scale, modern sports cars often suffer from the same evil compared to their predecessors: that of regressing in terms of driving sensations. A scourge ignored by the general public but worrying for enthusiasts … who should nevertheless consider themselves happy, during the simple renewal of their favorite model. Today, we can no longer count the manufacturers who have thrown in the towel for the pleasure automobile.

Audi is holding up in compact cars and is drawing a new RS3, which is already exciting on paper. Its 2.5 turbo five-cylinder engine devoid of any hybridization remains in the game. Its torque gains 20 Nm to peak at 500 Nm. Its maximum power stagnates at 400 hp but becomes available from 5,600 rpm to 7,000 rpm. The 0 to 100 km / h thus drops to 3.8 s (- 0.3 s), i.e. the time of an Audi R8 V10 RWD of 540 hp. Thanks to the standard Quattro transmission, which allows cannon starts and especially recovers a fashionable rear differential.

Its principle? Distribute up to 100% of the available torque to the left or right wheel via two multi-disc clutches, to help the car pivot when exiting a corner and reduce its tendency to pull straight. The phenomenon is amplified over the driving modes (neutral behavior in Comfort, slightly oversteer in Dynamic), until it mimics genuine propulsion in a dedicated Drift mode. And if the Ford Focus RS (2016), Mercedes-AMG A 45 S (2019) and Volkswagen Golf 8 R (2021) got it before the RS3, none had linked it to a magical five-cylinder. Quick, the keys!

Driving

As mentioned in the introduction, the simple fact that a new model remains as good as the previous one is today a miracle. Here, neither the Euro-6d standards, nor the CAFE regulations, nor the arrival of two particulate filters have damaged the health of the 2.5 turbo, including character and sonority deserve a collection of poems romantic. On the first deserted road, to see, we go back in second and we crush the mushroom from the idle speed. Calm flat. But this hollow marked under 2,500 rpm remains almost enjoyable as it multiplies the sensations to come …

Like a giant blowing at the top of his lungs on embers, the five-cylinder awakens a god-like fire which places the noggin on the headrest and intoxicates him with a hoarse, suave, deep melody, the chords of which will recall some Memories to Audi Sport Quattro Group B fans. At this stage, we praise the presence of the S tronic 7 gearbox which engages the upper gear with a simple flick of the right index finger. Given the speed at which the car reaches 7,000 rpm, we feared running out of time to disengage, push a lever, then re-engage without slamming the switch in a maelstrom of audible and visual alerts.

Generous in Dynamic mode (which tightens the engine mapping and frees the valves of the optional Sport exhaust), the sensations go up a new notch when exercising Launch Control, the famous standing start aid. Accelerator and brake crushed simultaneously, we let go of the left pedal and the catapult comes to life, to the point of wiggling the ass of the RS3 dachshund style coming out of the bath. An endearing propulsion effect on takeoff … quickly confirmed in the first turns.

On the slippery asphalt around Athens, Greece, the Audi RS3 seems at first to refuse the obstacle, as if carried to the outside of the pins by the respectable weight of its five-legged jewel. We then review our grip benchmarks and decide to enter slower to accelerate sooner. Bingo. The car finally rotates as if by magic, flying over the bend of an elegant comma from the rear which allows the wheels to be put back straight and the accelerator to the floor even before exiting. The next curve closes? Contrary to any respect for the laws of physics (and academic driving …), then it suffices to accelerate by over-stepping, so that the power rushes to the outer rear wheel and makes the car turn again.

To never break the spell, the ideal is to opt for the RS Individual program and switch to Dynamic mode, both ESP anti-slip (so as not to block slight drifts) and the differential (to “roll up” more easily. the pins), the steering (to feel the changes in grip), then fine-tune its controlled suspension setting according to the state of the asphalt, after having checked it as an option at 1,200 €.

On the track, Audi recommends the new optional RS Performance mode, which makes the differential and handling more neutral to optimize efficiency. This position does not lead to excessive understeer or oversteer, and again leaves the choice between Dynamic suspension (ideal on the “billiards” of a brand new circuit) or Comfort (adapted to the north loop of the Nürburgring, very bumpy) . Remember that the RS3 set a nice stopwatch of 7 minutes and 40 seconds there last summer, once equipped with its ultimate options: four Pirelli Trofeo R tires (available in 2022 with specific rims for around € 1,400) and a pair of ceramic front discs (charged € 5,500 minimum).

With yet another push on the Drive Mode button, the RS 3 then returns to Comfort mode, which brings us back aboard a gentle Audi in the city, discreet on the motorway, and whose modern equipment remains worthy of an upscale compact. Only the firm comfort recalls the RS blazon, the suspension struggling to filter the protruding deformations at low speed as to retain the movements of body on the successions of bumps. Come on: just open the window, pressurize the turbo and listen to the melody of the tenor on five legs to forget everything. Promised sworn.

On board

Audi RS3 competition and price

While waiting for the future generation of BMW M2 (whose status as a six-cylinder propulsion coupe remains different), the new Audi RS3 has only one real rival on its way: the Mercedes-AMG A 45 S. “Simple” four-cylinder 2.0 turbo, it is however more powerful (421 hp instead of 400 hp), still has a nice sound and has the same rear differential driven in Drift mode. As fun as the RS3 on re-acceleration, the A-Class seemed a bit less agile entering a corner with a rear axle too riveted to the ground and less direct steering. To be confirmed in a future match! Its price unfortunately remains frightening because it will be necessary to add, from 2022, 17,500 € of malus to the 70,000 € claimed before the slightest option. But on this point, the Audi RS3 is not better off.

If it avoids the maximum penalty of € 40,000 in 2022, the RS3 will have to pay € 18,200 ecotax in sedan (invoiced € 70,700) and € 20,400 in Sportback (€ 69,300). The 90,000 € disbursed does not prevent having to lengthen the sauce, since the list of options remains anything but short: piloted suspension, Sport exhaust, induction charger, even simple hands-free key and Android Auto-Apple CarPlay connections are charged extra. As to Dynamic RS Plus pack,which raises the maximum speed to 290 km / h and entitles you to the famous Performance and Drift modes, it is billed at € 2,190 and requires the installation of the piloted suspension (€ 1,200) and ceramic brakes (€ 5,500)!

Find the test report, the technical sheet and all the equipment prices of the new Audi RS3 on the next page.