2022 Audi RS 3 Review - A five-cylinder ROCKET!

A few weeks ago, we reviewed the Audi S3, a fun little sports sedan that's relatively comfortable and packed with technology. If you haven't seen it yet, we have a link below in the description. In that video, we reference this, the all new 2022 Audi RS3. This is the highest performing variant in the A3 lineup. And I was somewhat concerned that there'd be some big sacrifices made to comfort. Was I right? Well, you'll just have to stick around and find out. In the meantime, do us a favor, hit like and subscribe in order to get all of our latest reviews. Unlike the S3 and A3, this RS3 has a blacked out grille that extends into the headlights. It gives you the impression that it needs a lot more air to feed the beast under the hood. And I have to say, I like it. These headlights are also upgraded to matrix design LEDs. No, that doesn't mean it's going to project cool monochromatic green characters in front of you. It's actually meant for at night when you have your high beams on. It won't blind oncoming traffic because it'll black out the one section where that car is. It's been in use overseas for a few years, but it's just been approved for road use in the US. The RS3 also sits a little bit lower than the S3 by 10 millimeters, which is about as thick as my pinky. But it's a full inch lower than the regular A3. Another interesting tidbit, the tires are reverse staggered. Sports cars usually have staggered tires, which means they put thicker tires in the back. But in this case, they're actually thicker up front, which should improve handling as well as steering response. Here in the back, these faux vents extend all the way across the width of the bumper. And these larger exhaust outlets reinforce that heavy breathing attitude. Now, this Python yellow paint makes a bold statement, as does the Lamborghini-esque Kyalami green. But for my taste, I like something a little more subdued to reinforce that sleeper performance vibe. What do you think? Go for splashy colors or fly under the radar? Let us know in the comments below. Under the hood is a 2.5-liter five-cylinder engine that produces 401 horsepower and 369 pound-feet of torque. That's 7 horsepower and 15 pound-feet more than the last RS3. But let's talk a little more about this engine. Five-cylinder engines are rare, but Audi's history dates back to the 1976 Audi 100. Five-cylinders have a slightly different character from four- and six-cylinders, but we'll get into that on the road. The only available transmission is a seven-speed dual-clutch automatic, and all-wheel drive is standard. Audi estimates it'll accelerate to 60 miles an hour in only 3.6 seconds. That's 0.3 seconds quicker than its predecessor. Top speed is 155 miles an hour, but if you opt for the dynamic package, that ups it to 180 miles an hour. That's all best demonstrated on the road, but before we get out there, there's a few more items I wanted to go through so I can concentrate on my driving. Another one of the RS3's advantages is a torque splitter rear axle. Now, that uses electronic multi-plate clutches on each shaft to send power to the outside wheel to reduce understeer. What's understeer, you ask? Well, as a racing instructor was fond of saying, understeer is when the front of your car hits the wall first. Oversteer is when the rear of the car hits the wall first. Now, speaking of oversteer, this also has a torque rear function, which makes it easier to drift. Sounds exciting, right? Let's go for a spin. At startup and idle, the RS3 engine is a little rough and lumpy, and I mean that in a good way. It suggests that this motor wasn't intended for low speeds. It's sort of like a Ducati in that way, and how it smooths out when you really get on the throttle. It's encouraging, for sure, like a little devil on your shoulder egging you on. Now, I'm in dynamic mode, which is the mid-range setting, and it's really well-suited for a twisty road like this. It sharpens up the throttle and transmission response, but it honestly doesn't feel all that different from the S4. I'm surprised that the ride quality is as comfortable as it is. I was expecting a much stiffer ride, even in the softest setting, but this is not the case. Compliance is good over the ruts, and it's not really upset by mid-corner bumps. Well done, Audi. Unlike the S4, this has a few extra drive modes, and two of them are accessible with this RS button on the steering wheel. You have the RS Performance as well as RS Individual mode, and these start opening up the real potential of the RS3. It gets louder, and the engine and transmission responses are sharper, and it feels like the suspension firmed up a little, or at least it's doing something different. Traction and stability control are a little more liberal with things, too. Yeah, that's pretty sweet. And listen to that engine. Sounds great, right? There's something about that five-cylinder layout. It sounds richer, like a five-part harmony. You get that lead note, but it's so much fuller with a little minor step-down. And man, when you're really on it, it sounds like a power chord on a Stratocaster. Yeah. And of course, it's not just all theater. The RS3 is a legitimate performer. I'm nowhere near the car's limit, and that really makes me wish we were on a racetrack. And this would be a great track car, although I would hate to pay for the tires. The Pirelli P Zeros on here cost about $400 a piece. And if you go for the P Zero Corsa options, those are $500. Ouch. I'm especially bummed we're not on a racetrack, though, because there's another RS mode. Check this one out. Hit the RS button, go for RS Torque Rear, and it gives you this warning, warning. This is great because it gives you one of those, are you sure, liability screens. Honestly, I love it because some of my favorite activities involve some sort of liability waiver. The RS Torque Rear mode is the drift mode, and that sends more power to the rear wheels. What I found, though, is it's not really meant for these slow switchbacks, but rather high-speed sweepers. And you have to be really deliberate about it, too, with a strong lift and stomp on the pedal. It's nice to see Audi incorporate that kind of a function into their cars to compete against the BMW M and Mercedes AMGs that allow you to set for rear-wheel drive only. Sadly, I will not be demonstrating drift mode here because I like having no points on my record, and I really don't want to call Audi and tell them I balled up their nice little yellow car. Well, I could use a little break. So let's pull over and talk about the interior. The RS3's interior is almost identical to the S3's, so I'm not going to go into too much detail this time. I will say I like the overall design, especially with this bold slash of a blade coming through the dashboard. Everything is pretty easy to use, and all the controls are right at hand. You do get a couple extra options for gauges with the RS, but they're not really all that necessary. You also get a nice little shift light on the head-up display that warns you when you're going to need to shift when your revs are getting really high. As I said, it's also more comfortable than I expected. You have a good amount of side bolstering here to keep you secure when you're cornering, but it's not over the top like some of the BMW sports seats, where you have to kind of do some gymnastics to get over the side bolsters to keep from getting some weird, awkward punch in the crotch. The rear seats are also the same as the S3, which means I'm 5 foot 10, and I can sit behind myself in relative comfort. Cargo capacity is also the same as the S3 at only 8.3 cubic feet, but I think that's still adequate for most people. The RS 3 starts at $59,995. There aren't any of the typical trim levels, but there are plenty of options. Now, this has the RS technology package that adds navigation, head-up display, and premium audio, as well as a traffic sign reader. This also has the optional blind spot monitor, sport exhaust, and blacked out exterior trim. All told, this test car is priced at $65,440. Serious track day drivers might also want to add the Dynamic Plus package that adds ceramic front brake rotors, as well as the 180 mile an hour top speed. And that leads us to our conclusion. In the S3 review, I wondered if it'd be worth it to upgrade to this RS 3. That test car was well optioned and was only two grand less than the starting price of this RS 3. I was worried that this would ride like a shopping cart and have an overly aggressive tune, and that is simply not the case. It's just as easy and pleasurable to drive as the S3. It just seems like there's more to give at the high end of performance. It's more difficult to internally justify that added cost if you don't plan on taking it to the racetrack every now and then, because honestly, that's where this car shines. The S3 is a better choice for most drivers, as it delivers a very similar experience on roads like this. I can also see it being a hoot on a smaller track, but anything bigger with longer straightaways, I'd definitely go for the RS 3. And that leads me to my next question. What would you get instead of the RS 3? Well, the next BMW M2 isn't here just yet, and that would be the most direct rival. The M240i is more in line with the S3, and the Mercedes AMG CLA45, well, it has good specs, but it's not as sporty overall. Other options include the BMW-built Toyota Supra and Chevrolet Corvette. I'd pick the RS 3 over any of those vehicles, but I would wait until the BMW M2 shows up to compare them side by side. Honestly, I don't think you could lose either way. So what do you think? S3, RS 3, or M2? Let us know which one you'd pick in the comments below. Thanks for watching, and don't forget to hit Like and Subscribe below. Also, head over to CarGurus.com to see all the latest reviews. And if you have a car to unload, check out the Sell My Car feature. You'll get a great price, and they'll even send someone to pick up your car for you. As for me, well, I've got 200 miles of these great roads around me and almost a full tank, so time to keep driving. See ya.