► RS3 gets an update for 2025
► Revised torque splitter but no more power
► Worth having over the S3?
There’s a strict hierarchy in the hot hatch world, not least at Audi. The S3 has always been the rapid but sensible one, whereas the RS3 is there for those wanting something more aggressive to look at, and ultimately far more wild to drive. It’s a formula that has worked well.
But recently this has all gone a bit skew-whiff as the new S3 is now equipped with the RS3’s renowned torque splitter rear differential, dialling up the fun factor and meaning the S3 is no longer just the fast-but-bland one. We’re running a new S3 as part of our long-term test fleet – and it’s not exactly short of performance.
So what’s Audi’s top hatch like now – especially with a new improved S3 waiting in the midst? It’s now time for the RS3 to have a mid-life update; importantly it retains its magical five-cylinder engine, the last of its breed, with Audi working to make its baby RS model even more entertaining. But does it succeed?
We drove a UK-spec Audi RS3 on track and road to find out.
At a glance
Pros: Mega five-cylinder engine, exceptional performance, daily usability
Cons: Gearbox is at little too eager sometimes, decent price premium over S3, annoying steering wheel buttons
What’s new?
The RS3 gets a more significant facelift than its A3 and S3 siblings, with heavily redesigned bumpers and a larger Singeframe grille. It loses the ‘RS’ grille at the front, though, making it seem a bit more like a bodykitted-up A3 – until you notice the flared arches, that is. New 19-inch alloy wheels are inspired by Audi’s RS3 LMS racing car, while the rear gets a new diffuser incorporating a questionable F1-inspired reflector.
The five-cylinder engine has been left as it was – more on that later – but a number of other changes have helped the new RS3 reclaim the compact car lap record around the Nurburgring Nordschleife from the BMW M2. With a time of 07:33:12, it’s seven seconds quicker than its predecessor, all without any more power.
Instead, Audi has worked to increase the RS3’s cornering speeds through a recalibrated torque splitter that’s able to brake the inside wheel on a corner to increase stability and avoid understeer. It’s the same hardware as the one now fitted to the S3, but improved software means it should be more effective.
Other changes include a new flat top and bottom steering wheel with new ‘RS’ shortcut buttons, while carbon bucket seats are available on the RS3’s options list for the first time.
What are the specs?
The RS3’s 2.5-litre turbocharged engine is the star of the show, and the key reason you’d choose it over the S3. It’s now the only five-cylinder unit you can buy in a new car, and is a reason to celebrate. Quattro all-wheel-drive is, of course, present and a seven-speed auto ‘box is also utlilised.
Its 1-2-4-5-3 firing order gives it an incredible engine note like no other car on sale, and is now accompanied by a revised sports exhaust that opens its valves at lower revs, providing more scope to irritate your neighbours.
On-paper performance figures are identical to those of the pre-facelift RS3, with 395bhp and 369lb ft of torque enabling a 0-62mph time of 3.8 seconds. Audi itself admits that the latter is a conservative number, as even with a lukewarm launch attempt I could do it in a tenth of a second less. The RS3’s top speed is limited to 155mph as standard, and raised to 174mph with the top-spec Carbon Vorsprung.
You’re unlikely to buy an RS3 for its fuel economy, but as long as you aren’t too daft it shouldn’t be too inefficient. Audi claims a smidgen over 30mpg and 208g/km CO2 emissions.
How does it drive?
Our first outing with the new RS3 was on track, at Circuit ParcMotor Castelloli, a 4km stretch of newly surfaced tarmac in the Monserrat mountains above Barcelona. With steep elevation changes and two particularly challenging tight sections, it’s a track which suits the RS3.
Once the tyres are up to temperature, it was impossible to unstick the RS3. Admittedly on sticky Pirelli Trofeo R tyres, there’s practically no understeer meaning the speed you can carry into a corner and then boot it out of a bend is exceptional. For the track, or any exceptionally spirited driving, you’ll want to press the chequered flag button on the steering wheel for ‘RS Performance’ mode, which unlocks all ten-tenths of what the RS3 can do.
But back on the road, RS Individual mode is the one to opt for, with far greater scope for customising the modes. It’s especially useful if you opt for the top-spec Carbon Vorsprung with its adaptive suspension setup that allows the RS3 to have a particularly compliant ride. This is most impressive around town, as despite the large 19-inch alloy wheels and VERY low-profile tyres, the ride quality is impressive, even at speed on rougher surfaces.
We also tested the RS3 on mountain roads around the German-Austrian border, and found it to offer a surprisingly compliant ride. Putting aside the extra interference from winter tyres, the RS3 manages to feel precise and taut, without ever feeling too harsh. What it rides like with the standard suspension setup remains to be seen, though.
The 2.5-litre engine is packed full of character: on twisty mountain roads it’s rewarding to say the least – especially when using the paddles – and barks an engine note that you won’t find in any other car currently on sale. On the autobahn, though, it’s brutally efficient – catapulting you ahead of traffic without any fuss.
The fact Audi has managed to make it compliant with the latest emission regulations – and be even louder than before courtesy of its more raucous exhaust system – makes it a real delight, with so much more character than its four-cylinder rivals. You can almost understand why the S3 uses augmented sounds to emulate its bigger brother.
The RS5 a particularly satisfying car to drive quickly, soon building up confidence to carry more and more speed through a bend. There’s tonnes of engagement, but not in the form of correction – you’ll need to be incredibly heavy handed on the road to get the rear of the car to anything other than stay in perfect alignment with the front axle, and it’s only at the very upper limits of speed that you feel the smallest bit of understeer. It sticks at pretty much all times, for better or worse.
If you want a bit more movement, you’ll want to have a go with the RS3’s ‘Torque Rear’ drift mode. We tested it on track, and found it will get sideways, and with less effort than it did previously, but all feels a bit too designed for Instagram. It’s not as satisfying knowing that the car is basically there to try and help you drift. We didn’t use it as much when running winters earlier this year.
The only (small) thing we’re not a fan of is the gearbox. It’s just a bit too keen at times to change down when you want to drive quickly. It’s not too noticeable, but makes the car a little too aggressive when your’e not going ten tenths. It can be a touch jerky at times, too.
What about the interior?
While Audi changed practically nothing with the A3 and S3’s interior for the latest update, things are slightly more different with the RS3. The first big change is the steering wheel, which now has a flat top as well as the usual flat bottom. It’s got the two red ‘RS’ driving buttons on it and the shape is great to hold, even in harder cornering, but is let down by cheap-feeling and awkward-to-use buttons for the media and cluster. Flicking between screens and menus is a pain in the backside, often requiring a few goes to get to the screen you want. It’s another example of things being changed for the sake of it – and irritating considering a regular A3 and S3 keep conventional switchgear that works perfectly fine. Jumping back into our S3 was a relief in some ways.
The general fit and finish in the RS3’s cabin is impressive, though, with new ambient lighting and good-quality materials helping to justify the RS3’s steep price, which we’ll come onto. The gloss black plastic around the drive selector will be an eyesore after six months of scratches, though.
The carbon-backed bucket seats – the same as you get on the new RS6 GT – are also terrific. They’re supportive and very comfortable, yet look amazing and are trimmed in a brilliant honeycomb Alcantara structure. For £2,000, they’re a must.
As before, you can get the RS3 as both a hatchback or compact saloon, and which you prefer will be down to personal preference. Though the saloon looks better to me, there’s something about a hot hatch shape that would make it my choice. Rear-space is just about enough for adults, though the boots of both models are around 100 litres smaller than that of a regular A3 – 282 litres for the hatch and 321 litres for the saloon.
Before you buy (trims and rivals)
The RS3 has always been more of a hyper hatch than a hot hatch, and as a result is rather expensive. Prices start from £59,510, and another £1,000 for the saloon. A typically long waiting list helps to keep used prices high, however, and it’s slightly cheaper to buy than its arch rival – the Mercedes-AMG A45 S.
Starting at just under £60k, the RS3 clocks in around £10k more than our nicely-specced S3 long-termer. Prices for the S3 start at £47,490, so you’re looking at premium of £12,000 for the drama and power the RS3 brings. Of course, you get a good chunk of extra power too.
There aren’t any other petrol 400bhp hot hatches on the market, so if you don’t want to spend as much, it’s worth a look at a Volkswagen Golf R or BMW M135 – you’ll notice the Germans have this market collared.
Standard equipment includes 19-inch alloy wheels, Nappa leather sports seats, a head-up display and Sonos sound system. The Carbon Black starts from £64,160 and brings darkened Matrix LED headlights with configurable signature, as well as various carbon inlays acoss the interior and exterior. At the top of the range is the £68,650 Carbon Vorsprung. It brings the impressive adaptive suspension, along with electric front seats, adaptive cruise control and a panoramic roof. It’s a ridiculous amount of money, yet would be the I’d go for.
Verdict
Given Audi’s sharpened up its new S3, more rested on the RS3 than ever to pull out the stops. With its revised torque diff and even throatier soundtrack, it’s most certainly managed that.
The five-cylinder engine – and its remarkable performance – alone does lots of the heavy lifting, but with a compliant ride and generally plush interior, the RS3 is a remarkably complete package that combines thrills with everyday usability like few other cars can manage.