Yahoo Autos 2023 Audi RS 3 Road Test: Four-season performance car hero
The 2023 Audi RS 3 is a four-season performance car hero, but you probably already knew that. Nevertheless, cars like the RS 3 deserve to be treasured. Audi has made it pretty clear that the path forward is electric, which is a tough pill to swallow after firing up the turbocharged five-cylinder of this brilliant sedan.
You really do buy the RS 3 for its engine, too. In a world where every performance vehicle is quick enough to pin you to the seat, it’s the unique, ripping, chainsaw yowl coming from the boosted 2.5-liter that sets the RS 3 apart. There’s no mistaking it for a V- or inline-six, nor will you presume a four-cylinder is under the hood. Its rhythmic thumping up and down the rev range plays a noise all its own, and it’s sure to keep you entertained for as long as you drive it — the 401 horsepower and 369 pound-feet of torque don’t hurt either. No electric soundtrack pumped through speakers will be able to replicate the total experience of this engine, at least not with today’s technology.
Of course, this beautiful racket the RS 3 is making isn’t for nothing. Audi promises a 3.6-second 0-60 mph time using its shockingly aggressive launch control start. The little sedan won’t quit until you reach 180 mph, assuming you spec the $5,500 carbon ceramic brake option. Those numbers are stupendous, but going quickly in a straight line has never been a weak point of the RS 3’s. Handling hasn’t been a problem in past generations, either, but its all-wheel-drive setup always shone brighter in poor weather than on dry pavement. The new Golf R faced a similar conundrum, but just like its MQB platform mate, the 2023 RS 3 has a trick up its sleeve to make it much more fun to drive no matter the conditions.
We’re talking about a new torque-vectoring rear differential that Audi calls the “RS Torque Splitter” (VW calls it R-Performance Torque Vectoring). As much as 50% of the engine’s torque can be sent rearward, but then the new differential can distribute up to 100% of said torque to either rear wheel. This allows for the unique “RS Torque Rear” drive mode, which is essentially designed to facilitate drifting (VW is less coy and just calls it "Drift mode"). As we quickly learned in the snowy week of our loan, it’s hardly necessary, but it sure does make it more fun. Plenty of RWD or AWD vehicles will throw the tail out in the snow, but few make the experience as approachable as the RS 3. The stability control modes are seemingly tuned with enthusiasts in mind, allowing for the slip angle you want without cutting in prematurely. Just unwind the wheel whenever you want, and the RS3 will rocket forward and out of a slide. It’s almost too easy. If you’re looking for a one-car solution that is a spicy meatball no matter the weather, the RS 3 is a perfect fit.
The RS 3’s rear-happy vibes can continue on dry pavement, where you can set the car up to be either neutral or a little mischievous based on the mode setting. You can be slung through a corner without under- or oversteer, or you can keep it in Dynamic mode to get the little tail-wag one might expect from a rear-drive car. No matter the setting, the RS 3’s suspension exhibits a little give and roll as you bend back and forth. Audi uses its Dynamic Chassis Control (DCC) dampers to offer continuous and individual adjustment of each damper based on road conditions and mode selection. It’s not racetrack-stiff in any setting, which is customary for Audi, but that also makes it a little more forgiving on poor road surfaces. Unlike many high-performance cars, though, the RS 3 is one you can run in its most aggressive settings on the street and it still be entirely acceptable.
