Audi RS 3 2017 Review

They were revealed at the 2016 Paris and 2017 Geneva motor shows respectively, and now Audi's ballistic new RS 3 sedan and upgraded RS 3 Sportback have been put through their paces by the world’s motoring press.

Thanks to the most powerful production five-cylinder engine ever made – now constructed entirely from lightweight aluminium – both RS 3s pump out 294kW/480Nm and both are claimed to hit 100km/h in just 4.1sec (-0.2sec). On request, an electronically-limited v-max of 280km/h is possible.

Yes, it’s essentially a snack-sized supercar; and one Audi claims offers a more dynamic and more “emotional driving experience”. It’s also better looking, boasts more tech, has bigger brakes, stiffer suspension and a completely rejigged all-wheel drive system.

Essentially, there’s no stone been left unturned; and after a brief stint at the tiller, we can attest the changes have all been worthwhile.

Giddyup, Audi
While the RS 3 isn’t an all-new model per se, it is significantly overhauled. The hatch body is largely unchanged; but the sedan is the first three-box A3 to wear the RS badge. Audi anticipates global sales to favour the hatch 60:40.

Beginning under the bonnet we find a now all-aluminium 2.5-litre five-cylinder turbo-petrol engine. Some 26kg lighter than the outgoing unit, it makes an additional 24kW/15Nm, the latter joining a total of 480Nm delivered from as low as 1700rpm – and on hand until 5850rpm. It’s the same engine road tested by motoring.com.au in the new Audi TT RS last year.

Although thirstier than its steel and aluminium predecessor (8.3L/100km v 8.1), the new mill’s combination of direct and manifold injection, and sustained exhaust valve opening, ensures faster fuel ignition and improved throttle response, especially at higher engine speeds. The cylinders are now plasma coated to reduce friction and the crank is hollowed to reduce mass (-1kg).

Getting horsepower to the road is Audi’s seven-speed S tronic dual-clutch transmission and quattro permanent all-wheel drive system. The latter varies drive front-to-rear more quickly via an electro-hydraulic multi-plate clutch. Audi says the system is retuned to send a greater share of power to the rear axle more of the time – between 50 and 100 per cent of drive can now be channelled directly to the back wheels.

The all-wheel drive split can be adapted to suit driver preference via Audi’s multi-mode Drive Select system, as can the steering, damper, throttle, transmission, exhaust and stability control settings.

The stability control system is further offered with an RS-specific Sport mode for “controlled drifting”, or may be switched off entirely.

Wider, better, faster, stronger
Audi’s strut front, multi-link rear suspension sits 25mm lower than in regular A3 variants. It also offers a wider front (+20mm) and rear (+14mm) track with flared guards to accommodate 19-inch cast aluminium wheels and grippy 235/35 hoops.

The variable electrically-assisted steering rack is tweaked to offer what Audi calls a “more progressive” reaction to input and the system is lightly helped by the car’s lane-keeping technology when adaptive cruise control is optioned.

Wheel-selective torque control – essentially torque vectoring by brake – further assists the RS 3’s steering, and is said to promote a “more fluid and stable” feel to the driver.

The RS 3 is arrested by 370mm front and 310mm rear steel discs pinched by eight-piston callipers at the front and a single-pot job at the rear. Carbon ceramic stoppers – some 6kg lighter per side – are available optionally on the front axle.

All up, the RS 3 tips the scale at 1510kg in hatch form and 1515kg with a boot, making them lighter than their most direct rivals, the Mercedes-AMG A 45 hatch and CLA 45 sedan.

Distinctive, mich?
Squint and you might notice the RS 3’s new single-frame 3D gloss-black honeycomb grille, larger air inlets and angular sill trims. Audi says the redesigned blade in the lower front bumper lends the car a wider look, ditto the LED headlights and daytime running lights. LED Matrix headlights are available as an option.

Switch to the rear and there's n RS spoiler, inset diffuser and large oval tailpipes. Oh, and let’s not forget the hard-to-miss RS 3 badge on the tailgate.

Inside the dark-toned cabin, fine Nappa leather seats are standard. RS Sport seats offered optionally.

A flat-bottomed RS Sport leather steering wheel with paddle shifters is included and the remainder of the layout familiar to the outgoing model.

Tech talks
Audi’s motto of Vorsprung durch Technik – or Advancement through Technology – is pretty obvious inside the cabin. In standard form the RS 3’s instrument panel features a familiar two round dial set with white scales with a red needle. A boost pressure indicator features in the centre of the panel, as do an oil temperature gauge, g-force meter and lap timer.

Audi offers its 12.3-inch Virtual Cockpit optionally in most markets. However, this will be standard fare Down Under.

Voice control is said to now better process questions and commands issued in “everyday language”. On-board Wi-Fi, Bluetooth, sat-nav, Apple CarPlay and Android Auto are readily accessible via the Audi MMI multimedia interface and 7.0-inch “floating” screen. Audio systems include a 705-Watt Bang & Olufsen surround sound set-up with 14 speakers.

Traffic jam assist keeps the RS 3 at a safe distance from the car in front, while autonomous emergency braking (AEB), adaptive cruise control, road sign recognition, rear cross-traffic alert and many other electronic driver safety technologies – most debuted in the Q7 SUV – make the RS 3 the safest car in its class, says Audi.

Snack-size supercar
There’s a bit of frenzy about the RS 3. Its aluminium engine is eager to rush to redline, seemingly unsatisfied with hanging around in the lower part of the rev range.

That said, the earlier torque delivery is pretty obvious, with next to no lag evident. Driven harder, it’s apparent the five-pot engine is happiest above 2500rpm, and it races all the way to 7000rpm with gusto.

The transmission swaps cogs just as fast and with launch control in play hits 100km/h as quick as the claim – and 100mph in a time that’d still shame many so-called hot hatches.

The dual-clutch unit responds nearly instantaneously to calls for upshift, but will baulk at requests for downshift above half tach. Good thing the brakes are so willing… if a little ‘grabby’.

The RS 3 impressed on Oman’s smooth roads. The steel-spring set-up is progressive and entirely predictable, the car loading and unloading linearly through fast directional changes.

It’s not entirely firm, either. In fact, we reckon you could save yourself a few bucks by foregoing the magnetic adaptive dampers altogether, and still be very happy.

Previously, the RS 3’s tendency to behave like a front-drive car was one of its very few limitations. Understeer, anyone? Now the nose is keener to track into bends, thanks to a combination of reduced weight over the front axle – especially with the carbon ceramic brakes fitted – revised suspension and torque vectoring.

It’s more neutral than before and can be provoked to oversteer quite easily in the right drive mode, improving its cornering prowess markedly.

If there’s any downside to the new RS 3 we’re scratching to find one. It goes, steers and stops better than before, and is properly fast.

If we had to pick, we’d say the exhaust note has smoothed a little, the rorty burble especially softened by the sedan’s boot. We also suspect there’ll be a little tyre rumble on local roads, if the few patches of coarse-chip asphalt we found in Oman were anything to go by.

The verdict
This is a much improved car dynamically. There’s little to divide the Sportback and sedan in terms of performance or dynamism, either.

Both cars point accurately, communicate readily and are easy to pilot on the ragged edge. Did we also mention they're bloody quick in a straight line?

Audi says the RS 3 will arrive in Oz in sedan form first (June 2017), with the Sportback following late in the year. The former will be more expensive and both cars will top a cool $80,000, which is a lot of money for a small car.

But these are no ordinary small cars and, with more standard equipment and even more performance – in fact more than any other small car – we think the fun factor will be well worth the asking price.