Audi S3 Sedan First Drive Review: Significant Wins

What we like:

Breadth of ability

Small but discernible upgrades

Cross-country ability and confidence

What we dislike:

Sound can be too artificial - unless you opt for the Akrapovics

When we test drove the RS3, its Torque Splitter was singled out as the one thing that really elevated the car’s dynamic ability. I guess Audi has been clever to pick this up, as they have now gifted this to the facelifted S3 as well.

Thus, among its German competitors - the Mercedes A35 and the BMW M135i - the S3 is the only car with this technology, for now. Both the Mercedes and BMW are predominantly front wheel drive and can only send up to 50% of power to the rear. Who would have thought the Audi would be the hooligan of the bunch?

This gives the S3 a significant unique competitive advantage, a refreshing shake-up of the segment after their formulas converged in the current respective generations. 50:50 all wheel drive and a powerful 2-litre engine are rather ubiquitous especially when you consider that just a generation or two ago, the market was offering inline-6 or VR6 engines under the hood, or even rear wheel drive. The Torque Splitter satiates the appetite of those who especially miss the latter.

How does the new S3 look?

The car seems extremely shy to shout about its new abilities. The trademark ‘S’ rhombus with the S3 lettering in the front grille has been removed, while the standard A3 S line even gains a red ‘S’ rhombus on the bootlid - so it looks like the S3’s logo. The result is that I seriously had to do a double take, or even triple - to confirm I am getting the hooligan S3 and not an A3 with an S line bodykit. Is this Audi’s attempt to go all stealth wealth with the S3? I’m not sure but it has definitely left some enthusiasts scratching their heads.

Thankfully, the front grille is more differentiated, with L-shaped elements and a spoiler that looks like it’s held up by two vertical struts. Like the A3, the S3 also comes with LED headlights that have different light signatures. From the side, you’d notice the larger 18-inch rims as standard (with 19s as an option) that show off the larger front perforated brake discs. At the back, the reassuring quad tailpipes are present and correct. Matte Daytona Grey is now also available for the first time for the S3.

How’s the new S3 like on the inside?

The posh leather and alcantara sports seats, illuminated door sills, fabric inlays and a flat-bottomed steering wheel with chrome-plated paddle shifters give a sporty feel. The laser-cut backlit fabric panel on the doors - optional on the A3 but standard here - is a welcome design detail that uplifts the interior ambience and sophistication.

Additional instrument designs on the Audi virtual cockpit, like the boomerang tachometer with colour-coded and flashing redline indicators, are inspired by the RS3. It’s a predictable interior, but a very nice place to be that has not yet gone all buttonless and minimalist (and is better for it).

How is the new S3 like to drive?

Surprisingly, because of its lighter engine up front, the S3 feels like it has a slightly keener turn-in versus the RS3, as if it has less baggage to carry. That engine has also been uprated to 333 PS and 420 Nm, an increase of 23 PS and 20 Nm, while maximum torque is available from 2,100 rpm to 5,500 rpm. Turbo lag has been much reduced with a preloaded turbo that keeps things on the boil even with part load, so when you gun it, it responds quicker. In the sportier modes the Akrapovic titanium exhausts would oblige with pops and crackles in downshifts, and I think this is a must-have option as the synthesised sound in the interior can feel a little bit too artificial. Akrapovics keep things real.

The 7-speed S tronic also receives some improvements. The starting torque has been uprated, so the car accelerates from naught harder. Shift times at full load also have been reduced by 50%. I really like that Audi thought about the car’s responsiveness in D as well, which would be the default for most people - engine speeds have been increased even under partial load, so there is more urge even in normal driving. There is really little to fault with s tronic, which is a perfect conduit for putting down all that power in the most efficient way possible.

Overall, there’s a lot of pulling power but there is even more grip available, so during the drenched test drive there was a massive amount of confidence behind the wheel. More negative wheel camber has been dialled in with new suspension bearings, so that sharpens handling although I wished for more feel from the steering. That said, the car behaves in a neutral fashion, with no hint of any propensity to oversteer, unless of course you switch over to the new Dynamic Plus mode.

An “ESC Sport” warning flashes and that’s when you know things start to get serious. Engine idle speed is increased by 200 rpm to 1,300 rpm for better off-the-line performance. S tronic and throttle response sharpens. The maximum torque possible would be shuffled to the rear wheels, and especially to the wheel outside of the curve to elicit oversteer. My senses are immediately heightened in this mode as there isn’t much space, if at all, for a ‘dab of oppo’ moment in the slippery roads around Munich airport. Unfortunately, I did not get my opportunity to test it out in the end due to time constraints and traffic, but the fact that the ability is there already excites me enough. I can’t quite say that other cars in its segment can have the same breadth of talents.

When will we get to see the new S3 in Singapore?

The car is slated to arrive in the second half of this year. Prices are not yet confirmed.

Photos by Audi AG

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