Audi RS 3 2022 Review – International

It’s still too early for local pricing and exact specifications for the all-new 2022 Audi RS 3, which is set to land in Australia around April 2022.

However, we’re expecting the fourth generation of Audi’s smallest RS model will be priced at around $90,000 plus on-road costs, suggesting a hefty $7000 price bump over the outgoing sedan and Sportback hatch.

To help justify the higher price you’ll be given fewer reasons to visit the options list, although even at $90K the new RS 3 would still be well short of its closest rival, the Mercedes-AMG A 45 S, which has just copped its own circa-$6300 hike to break through the $100K ceiling (now at $100,300 plus ORCs). The BMW M2 is even higher, starting from $102,900…

New hardware for the RS 3 includes the transformative RS ‘torque splitter’ rear differential – the secret ingredient to its boosted agility on and off track – as well as 19-inch alloy wheels, larger and more powerful six-piston front brakes, LED headlights and tail-lights, a new RS sports exhaust and a bespoke suspension set-up compared to the S3.

There’s also new RS sport seats, a fresh multifunction Audi Sport steering wheel, standard 12.3-inch digital instrument display and MMI navigation, plus a new infotainment system that offers Wi-Fi hotspots.

Finally, the flagship RS 3 also gets a powerful 15-speaker Bang & Olufsen sound system and digital key.

There’s still the option of carbon ceramic brakes, matrix LED headlights, some external carbon-fibre body parts (grille, air intakes, diffuser), Nappa leather for the RS seats, a head-up display and semi-autonomous driver assist features like adaptive cruise, lane change assist and cross traffic assist.

Crucially, in Europe it looks like the RS 3 also misses out on the RS sport suspension with adaptive dampers that is key to unlocking some of the small Audi’s dynamic brilliance.

For the first time there’s the choice of a hard-core Pirelli P Zero Trofeo R tyre for those track day fans.

The RS 3 is backed by Audi’s three-year/unlimited-kilometre warranty in Australia, which now looks miserly beside the generous five-year provisions offered by Mercedes-Benz, Volvo, Jaguar and other brands.

Servicing intervals for the RS 3 are spaced every 12 months/15,000km.

Those fearing Audi might have had to downsize its engine for its fourth-generation hot hatch and sedan will rejoice that the famed 2.5-litre inline five-cylinder lives on in the new 2022 Audi RS 3.

Pumping out 294kW, it remains out-gunned by the 310kW AMG A 45 S, but torque has risen 20Nm to 500Nm (as per the Benz), peaking at 2250rpm.

Audi Sport engineers say that instead of focusing on the top end, they’ve improved power and torque in the lower and mid-range for punchier overtakes.

Importantly, for pub bragging rights, if you’re looking for the quickest hot hatch money can buy, you’ve found it.

Against the clock, using launch control both the sedan and hatch can sprint from 0-100km/h in just 3.8 seconds – three tenths faster than before and 0.1sec brisker than the Mercedes-AMG A 45 S.

Off the peg, top speed is limited to 250km/h but this can be raised (for a fee) to 280km/h or 290km/h if you tick the box for the RS dynamics pack that adds the most powerful carbon ceramic brakes.

The latest RS 3 relies on an even quicker-shifting version of the previous model’s seven-speed dual-clutch S tronic transmission and its quattro all-wheel drive system, but all-new is something called an ‘RS torque splitter’ that lives on the rear axle.

Installed for the first time on an Audi, the new piece of hardware replaces the previous car’s rear differential. The new RS splitter is unique to the brand, thought similar systems will appear on other Volkswagen Group models in the near future.

Featuring electronically-controlled multiple clutches on each rear drive shaft, the new system works to significantly cut understeer by increasing torque to the rear outer wheel with the higher load.

Capable of handling 100 per cent of the engine’s torque not only to the rear axle, but a single rear wheel, engineers say nothing can touch its small hot hatch and sedan for agility on the road or track.

We were invited to test the torque splitter tech on the 2022 Audi RS 3 in the equivalent of a Bunnings car park, one with a dedicated skidpan with a large and small circle of cones.

To activate its ‘drift mode’ all you have to do is select the new RS Torque Rear driving mode to unlock the smoky goodness. Then steer the RS 3 into the curve and simply flatten the throttle. What happens next is the RS 3’s tail arcs wide and you (hopefully) wind on just enough lock to catch it. Keep it pinned and, hey presto, you’ll be drifting.

It’s not quite as easy as it looks but it’s an insane amount of fun once you get the knack of it.

It’s also an insanely expensive thrill because as soon as you do get the hang of balancing the impossibly powerful small Audi on the throttle it absolutely annihilates its rear tyres.

More relevant, perhaps, is the Efficiency mode that now allows the RS 3 to coast on the highway to save fuel.

Who are we kidding!? If you’re reading this you’ll want to hear about both the new Dynamic mode and the extreme RS Performance mode.

Before we get to that, it helps to appreciate all the time, effort and cash that has been lavished on the development of the latest RS 3.

Comparisons with the smaller Audi S3 are unhelpful, say those who developed the fastest RS version, such are the differences.

Sitting 10mm lower than the S3, the suspension set-up is almost entirely new, with a 33mm wider front track (+10mm at the rear), plus front struts that feature pivot bearings that allow one-degree negative camber for both grip and camber.

Stiffer lower wishbones with wind deflectors for better aero and brake cooling and more rigid bushings are just the beginning.

At the rear there’s a stiffened rear subframe, new anti-roll bar and finetuned four-link set-up with a separate spring/damper arrangement, plus yet more negative rear camber (0.5).

Speaking of dampers, they’re all bespoke for the RS 3.

If you can, it’s worth testing both damper set-ups. We’ve only driven cars with the RS sports suspension with adaptive dampers rather than the passive set-up.

Instead of using the old Magnetic Ride system, engineers have developed a new arrangement that offers a broader spread of damper force from Comfort to Sport.

Believe it or not, Audi Sport’s cheapest model, the RS 3, has ended up being one of the most complex cars ever developed by Audi Sport because its new electronic architecture introduces a separate ECU to manage the chassis.

The new Central Vehicle Dynamics Controller can adjust a single damper according to what’s happening below, or adapt the RS torque splitter almost instantly to help perfect a drift.

Relaying on three accelerometer sensors, plus steering input, braking and countless other data, the central ECU is constantly working to improve handling balance, maximise traction or improve comfort depending on driving modes – hence the huge levels of complexity.

Translated, in the Dynamic mode it means the RS 3 behaves like a well-sorted rear-drive car on the exit of a corner, dialling in the traction using the front axle when you need it to pull you out of trouble.

Better still, it feels smooth and predictable and both fun and involving, says the man who just set the Nurburgring lap record for a compact production car.

Frank Stippler’s preferred set-up is the new RS Performance mode that trades yaw angles for the most neutral or balanced set-up, using the same RS torque splitter that makes the RS 3 delightfully wayward in Dynamic to kill both understeer and oversteer.

He also prefers the dampers in Comfort mode for maximum traction and because, in his words, he’s “old”.

Luckily for the DTM legend, despite carrying over largely the same spring rates as the previous car, the RS 3’s Comfort mode is now comfier than ever – at some points even feeling a little under-damped for our tastes, but all the more remarkable considering its speed on track.

Speaking of which, we also sampled cars on the extreme Trofeo R tyre that, with the suspension changes, generated huge grip and confidence, while the mighty (optional) carbon ceramic brakes were untroubled by numerous big stops.

Of course, the RS 3 isn’t perfect. The seven-speed DSG introduces unwanted driveline shunt at low speed, and throws in the occasional unwanted up- or down-shift, but is soon forgiven as you ramp up the speed.

On slippery roads it was also difficult to judge front-end grip, a problem more pronounced on the Bridgestone Potenza tyre, rather than the grippier Pirelli P Zero rubber.

We’d also like more noise from the new variable-valve sports exhaust, but are grateful Audi Sport has resisted the trend of the wild pops and bangs other car-makers favour that make life miserable for anyone other than car enthusiasts in built-up areas.

The last time the Audi RS 3 went head-to-head with the Mercedes-AMG A 45 S, we said the next RS 3 had better be very, very good in order to beat its fellow German rival.

And it’s pleasing to report Audi Sport has indeed delivered.

The fact it wraps up its new dynamic prowess into what looks, to these eyes at least, such a visually arresting package and throws in one of the best cabins in the business is only icing on the cake.

If there’s a more complete hot hatch out there that can play small executive hatch or sedan one moment, track god the next, or good old-fashioned hoon-mobile when you’re really feeling reckless, we’ve yet to have sampled it.

With the news that Audi Sport might have to finally put its combustion engine out to pasture for pure-electric powertrains, the new RS 3 really feels like the German car-maker has deliberately saved the best for last.

How much does the 2022 Audi RS 3 Sportback cost?
Price: $90,000 estimated (plus on-road costs)
Available: Second quarter 2022
Engine: 2.5-litre five-cylinder turbo-petrol
Output: 294kW/500Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 8.3L/100km (WLTP)
CO2: 190g/km (WLTP)
Safety rating: Not tested