Extreme test: the Nürburgring in Audi RS3 Sportback 2022!

Specialized forums, social networks or physical gatherings often see two categories of GTI enthusiasts split. Those who bless the Germans and their supernatural powers (400 hp Audi RS3, 421 hp Mercedes-AMG A 45 S) and the others, for whom cornering efficiency is worth more than an acceleration record (Mégane RS Trophy-R, Honda Civic Type R Limited Edition). For its third generation of RS3, Audi wanted to reconcile everyone. And surround its fabulous 2.5 five-cylinder turbo (the latest on the market!) with an equally spicy chassis.

Her secret recipe? A new rear differential capable of distributing 50% of the torque to the left or right wheel, which limits the tendency to understeer on reacceleration or even, in a dedicated RS Torque Rear mode, causes oversteer in the manner of unbridled propulsion. In RS Performance mode, the time is no longer for jokes but for efficiency since once it is engaged, the Audi RS3 can cover the 20.8 km of the northern loop of the Nürburgring in less than 7 minutes. and 41 seconds (at the hands of official Audi Sport driver Frank Stippler). It’s 4.5 seconds less than a Mégane Trophy-R, certainly 100 hp less powerful but also 340 kg lighter! Although our test RS3 Sportback did not have ceramic brakes (see the dedicated chapter below), it still had a crucial option in achieving its lap time: four Pirelli Trofeo R tires, whose grip a so-de-re.

Chassis: 19/20

The chassis in brief. Beyond its active rear differential described in the introduction, the Audi RS3 is based on a chassis lowered by 25 mm compared to that of the classic A3 and 10 mm compared to that of the S3. The optional piloted suspension further reduces the trim by 10 mm while the springs, shock absorbers, anti-roll bars, front lower wishbones and hub carriers become specific. The counter-camber could thus be increased compared to that of an A3 (+ 1° at the front, + 0.5° at the rear) in order to make the tires work better, the width of which remains asymmetrical: 265 mm in front, 245 mm behind! For €710 to order, the standard Pirelli P Zeros give way to the famous Trofeo R with a semi-slick profile.

Our opinion. Already seduced by the funny reactions of the RS3 2022 during our first road test, we discover at the Nürburgring another facet of its personality. It must be said that the Pirelli Trofeo R increases grip tenfold provided, like other rubbers of the same type, that they have been brought up to temperature and then adjusted to the correct pressures. When this is the case, the grip is such that it recalls that of a true competition slick tire, pushing the limits of understeer to an unknown level, even in the tightest portions of the Nürburgring.

By really insisting, the RS3 Sportback ends up losing grip by hopping rather than sliding, reminiscent of the reactions of racing karting. Stunning, at the controls of a 1,645 kg car! This supernatural grip does not even make the balance boring, since the rear axle knows how to remain cooperative when entering tight turns, even ticklish on the relief zones approached at high speed. In RS Performance mode, which favors the neutrality of the transmission over reacceleration (drift is never good for the lap time!), it is also possible to switch the controlled suspension from Dynamic to Comfort to better absorb the degraded portions of the North Loop.

During our filmed tour, the Audi RS3 was able to hold its own against a 510 hp Porsche 992 GT3, which was fitted with classic Michelin Pilot Sport Cup 2s and not Cup 2 Rs comparable to the Pirelli Trofeo Rs of the RS3. Equipping yourself with this mount therefore allows you to titillate bigger than yourself, provided you monitor the pressures well and accept logically rapid wear. After four laps of the northern loop of the Nürburgring (i.e. 80 km), the “useful” depth of the sculptures seemed to have halved. But the wear was carried out flat, proving the rigidity of the sides supporting more than 1.6 t… when stationary.

Braking: 17/20

Braking in a nutshell. As standard, the Audi RS3 features 375 mm front discs (310 mm at the rear) pinched by six-piston fixed calipers. New air ducts in front of the wishbones optimize their cooling while the pads, whose surface area has increased by 15%, have removed copper from their composition. 380 mm ceramic front discs are available as an option at €5,500 to better resist heating and reduce unsprung masses by 10 kg.

Our opinion. Unlike the version used for the official timer, our test RS3 retained the standard steel discs. Despite the speeds reached, the weight of the car and the grip of the tires allowing it to delay its braking points, the system did not forfeit on this circuit, admittedly not very demanding on this point: strong slowdowns are rare and separate several kilometres, allowing the fillings time to cool.

The efficiency remained constant over the laps, like the feeling of pedal bite. The proportioning even appeared easier than with the ceramic brakes tested during our first test of the vehicle on a circuit near Athens; the ABS was triggered more easily on the occasion of a frank pedal attack. As with any production car used on the track, it is of course still important to observe cooling sessions between two laps (a few kilometers at 80 km/h without braking too much are enough) to avoid “icing” the pads.

Engine: 18/20

The engine in brief. Elected “International Engine of the Year” nine times in a row since 2010, Audi’s famous five-cylinder 2.5 turbo only evolves subtly. The maximum power stagnates at 400 hp but becomes available over a wider rev range (from 5,600 to 7,000 rpm now). As for the torque, whose curve also resembles a straight line (constant 500 Nm from 2,250 to 5,600 rpm!), it increases by 20 Nm compared to the previous generation. The conservation of this mythical block is unfortunately paid in terms of penalties in France. Despite the arrival of an Efficiency mode (which limits the power to 80% and authorizes a freewheel mode on deceleration), the RS3 must pay a minimum of €22,000 in ecotax.

Our opinion. Forced to adopt particulate filters to comply with the latest anti-pollution standards, the five-cylinder Audi exhales a slightly more muffled voice than before, even with the optional RS sports exhaust (€1,200). The sound is still endearing, especially in Dynamic and RS driving modes, which release the muffler valves. The hoarse and inimitable tone of the five-cylinder then returns, to the delight of nostalgic Audi Quattro Group B. It’s much less sound, but we recognize the chords!

The brutal thrust does not spoil anything, despite the dip under 2,500 rpm which ultimately increases the sensations tenfold when the 500 Nm of torque suddenly surge. The rest of the concert is hardly boring with a constant push to the red zone and speed catches worthy of supercars. During our Launch Control acceleration test, 0-100 km/h was shot in 3.8 s (as advertised) and 0-200 km/h in 12.5 s, before the RS3 failed. stumbles on its electronic flange, optionally pushed back to 280 km/h on our test model (i.e. 288 km/h on the clock!). Speed ​​is limited to 250 km/h as standard. However, it can also peak at 290 km / h with the Dynamic RS pack including controlled suspension, RS Torque Rear and RS Performance modes, but also involving the expensive ceramic brakes.

Box: 16/20

The box in brief. A time offered on the five-cylinder Audi TT RS, the manual gearbox was never available on the RS3. This generation therefore retains the robotized S tronic dual-clutch seven-speed transmission, which loses its manual lever control since a small aluminum rocker replaces it. We are therefore not at Porsche, where the 911 GT3, even PDK, recovers a real lever rather than the small “domino” of the classic 911s.

Our opinion. Like most robotic boxes of the Volkswagen group, that of the RS3 suffers from a caricatural management nothing in automatic. The gears pass at very low revs in D mode, then drag on at high revs in Sport mode even if the pressure on the accelerator remains light. The box of the RS3 also reveals some skidding at low speed, especially after a cold start.

But just switch to Manual mode to eradicate these faults. Controllable only from the small paddles attached to the steering wheel, it even offers a good surprise by avoiding the faults of its “cousins” during dynamic driving: no automatic upshift when approaching the red zone and possible downshifts even at high revs. Faster uphill than downhill the gear changes remain lightning and do not generate any artificial jerks as can be seen in some rivals to increase the sensations tenfold. Truth be told, the RS3 doesn’t need that…

Find the results of the test, the technical sheet, the price and the options of the RS3 2022 on the following page.