2022 Audi RS3 Is the Focused Track-Day Machine It Should Be

Yes, the Audi RS3 has a drift mode. And yes, it allows even the most ham-fisted among us to participate in the sort of cackle-inducing hooliganism that was once exclusive to rear-wheel-drive cars. But really, the trick rear differential that the RS3 shares with the tamer S3 and Volkswagen Golf R is of most benefit on the track, as the stocky sedan’s Nürburgring time of 7:40.8 convincingly suggests.

Though the genetics are undeniably obvious, the RS3 has been honed into an altogether different thing this time around, and it’s a lot more serious about extracting lap times. Its brutish looks send the message even before you drive it. Those uniquely flared fenders house 265-mm-section-width tires in the front and 245s in the back. The people at Audi Sport put a lot of thought into making this thing turn. What you can’t see are the RS3’s specific spindles and hubs, front subframe, control arms, or anti-roll bars. Compared to the S3, the front track is two inches wider, and there’s an additional degree of front negative camber (along with an additional half degree of negative camber out back). So, if you were thinking you’d buy an S3 or a Golf R and do some mods here and there to make up the difference, you won’t.

Even if you got close, you’d still be down a cylinder and its half-liter of displacement—not to mention the 2.5-liter’s wonderful character. That Audi builds a five-cylinder at all probably should be celebrated, and this one’s good. Boasting a unique soundtrack and layout in defiance of this era of sameness, the weird and award-winning engine is turbocharged to 401 horsepower at 6500 rpm and 369 pound-feet at 3500 rpm. There’s a little turbo lag at low rpm—it’s nothing egregious, just not the tons-of-torque-right-now tune you’re familiar with from the brand’s boosted four-cylinder engines. In any case, the slight lull is more than made up for at the run to redline, where the RS3 pulls and pulls . . . and pulls . . . and pulls . . . until the upshift.

A seven-speed dual-clutch automatic is the only transmission offered. It’s beefier compared to that of the S3 and shares not a single gear ratio. We caught it a little behind the ball on downshifts more than a few times—it’s best to use the Manual mode if you’re chasing lap times. From there, an open differential sends torque to the front wheels as before, while at the other end of the prop shaft, two independent clutch packs replace the previous single Haldex clutch. By de-clutching the inside rear wheel, the system can effectively direct the rearward torque to the outside wheel, helping to mitigate understeer or instigate the aforementioned drifting antics in the RS Performance drive mode. As before, the front wheels are driven all the while.

In practice, the mechanical trickery provides the best of both worlds. If you dive into a corner with too much speed, that trusty understeer allows an easy save. Alternately, approximate the right entry speed (which for this car is a little hot), punch the gas sooner than you think you should, and let the electronics shuffle torque and pull you out. It pays to drive the RS3 a little ham-fistedly.

The steering wheel is just the right thickness and offers precise control. The sheer width of the front tires is easy to discern even through the damping of the electric steering rack, translating to your palms as “brute steamroller,” not “nimble little sedan.” Your job is to confidently yank the wheel, mash the gas, and move on to the next corner.

On the road, the only perceptible tradeoff is the noise those sticky optional Pirellis generate. But if you’re going to take your RS3 to the track—and you should—you’ll probably find it a fair compromise. The suspension seems perfectly damped for road driving, which is a feat given its competence on the track. In Comfort mode, the rebound feels exactly in sync with undulations and depressions, particularly at high speeds. The six-piston calipers and optional 15-inch ceramic front discs of our sample car offer plenty of feel and gobs of stopping power on track while lopping off 22 pounds of unsprung weight to boot. They feel good on the road, too, if a touch grabby.

The RS3 will be available later this summer, starting at $59,995. It’s well-equipped as it sits, but there are several temptations. Those include the $5500 Dynamic Plus package with ceramic front brakes, a carbon engine cover, and a 180-mph top speed; $2750 Tech package featuring better nav, traffic-sign recognition, Bang & Olufsen audio, and a head-up display; $2750 Carbon package that dresses up the mirror housings, the spoiler, and side-sill inlays; $1500 RS Design package that gets you a bunch of fluorescent green interior details; $1000 RS Sport exhaust; $750 Black Optic Plus package; Pirelli P Zero Trofeo R rubber for $450; and blind-spot monitoring for $350. So, if you wanted to, you could price your RS3 into $70K-plus territory, but we hardly think that’s necessary to enjoy what the RS3 brings.

Is the RS3 worth it? There’s no question this car been painstakingly optimized for track duty, and the level of attention is rare at this price point. Set up an S3 as close as you can and you’re still spending $50,000. BMW’s M2 is no more, and the Mercedes CLA45, while very similar in price, has one less cylinder and isn’t nearly as serious about turning laps at the track. For the right person, the RS3 might be a value. And if you’re not a track rat? Well, you’re still buying exclusivity.

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