One look at the RS3, beginning with its large front air intakes to the massive tailpipes, proves that this Audi means business.
The aluminum-block turbocharged 2.5-litre five cylinder inline-five, is powered by a 400-hp turbocharged under the hood. Bringing the machine to life gives the effect of a hive of bees whirring inside a locked can.
The engine has the muscle to back up its menacing appearance. This power kit is mated to a seven-speed dual-clutch automatic, that routes the torque to all four wheels. The RS3 can sprint from 0 to 100 kilometres per hour in about 4.1 seconds. The maximum speed is 250 kmph. he RS3 is already in the Bahrain market.
The RS3, winner of most awards on the Middle East Car of the Year for 2017, is the classic example of a sedan with a huge and powerful racing engine.
Audi Sport’s head of development, Stephan Reil, confirms that it indeed would have been possible to produce a four-cylinder engine with a similar peak output. He said that the 2.5-liter straight-five, offers much better drivability. Most people look at the horsepower, but few realize that the torque is what they are looking at, since the expectation is of the engine roaring to life.
The RS3 has a maximum torque of 354 lb-ft available at the low rpm of 1,700 to 5,850 rpm.
Audi has worked much on producing a sedan with race capabilities, said the agency source. The result is the RS3.
Viewed from the front the lower air intake is lower than the radiator grille. beneath the snarling radiator grille. The car also boasts sizable sill extensions. Its rear bumper and diffuser package give it the performance car looks. The wheel are filled by the standard 19-inch pieces. The Pirelli P Zeros fill the wheel areas. The car we drove had wider 255/30R-19s at the front to go along with the standard 235/35R-19s at the rear.
The interior has regular sedan’s respectable utility, including adult-viable space in the rear. It has quilted leather seats, and a chunkier sports steering wheel. Audi’s virtual cockpit digital instrument screen has configurable displays and some RS-specific performance information. While the vehicle was on the move the instrument console provided real-time gauge of the engine’s torque and power outputs.
The RS3 engine is a workaholic and screams for more power before it hits the 7200-rpm fuel cutoff. if the mood takes you, but it still feels deep-chested and impressively rapid at a five-tenths pace.
The torque can be felt even at low RPM. However, moving to higher torque met a marginal resistance. The gear box is a dual-clutch automatic mechanism. It slides effortlessly. We found no reason to fix and fight with the gear stick.
True to the character of all transverse-engined Quattro models, the RS3 uses a clutch pack at the yoke of the rear differential to deliver torque at the back when required. The RS3’s reverse-staggered tyres give a little more lateral grip to the front end than to the rear, further reducing the platform’s propensity for plowing.
Driving on normal tarmac is ok, but when the surface changes to lower grip, the system was seen sending torque rearward. This is indeed a huge positive since it helps maximize traction. Even with stability control switched off, the RS3 can be persuaded to take the dinky little slides during aggressive cornering with full confidence that the drivetrain will pull the car straight.
The RS3’s front track is 1.2 inches wider than the rear as standard.
With lightning-fast shifting, the S tronic seven-speed dual clutch transmission transmits the power of the 2.5 TFSI to the quattro permanent all-wheel drive. Its electro-hydraulic multi-plate clutch distributes the drive torque variably between the axles. The electronic control combines superior stability with a high level of driving pleasure. The sportier the driving, the faster and more often will a large share of the torque reach the rear axle. The result: especially agile driving characteristics.
quattro management is integrated as a standard feature in the Audi drive select dynamic handling system, as are the steering, S tronic, engine management and the adjustable exhaust flaps. The driver can individually vary the operation of these components between the three modes comfort, auto and dynamic. The same is true for the optional RS sport suspension plus with adaptive damper control.
Wheel-selective torque control, an intelligent software feature of the Electronic Stabilization Control (ESC), rounds off the work of the all-wheel drive. In fast cornering it slightly brakes the inside wheels, which are under a reduced load. In this way it can transmit greater lateral power, making handling more fluid and stable. In addition, the RS-specifically tuned ESC comes with a sport mode for controlled drifting. The ESC can also be fully deactivated for especially sporty driving characteristics.
Progressive steering, four-link rear axle, a tight setup and lowered by 25 millimeters relative to the standard model – the chassis of the RS 3 Sedan is the perfect partner for the powerful drive system. From its stable center position, the RS 3 Sedan spontaneously steers into curves and follows through with superior precision. The front brake disks have a diameter of 370 millimeters (310 millimeters in the RS 3 Sportback), while eight-piston calipers with large-area linings provide optimal deceleration. Alternatively, Audi supplies carbon-fiber ceramic disks in front. At the rear axle there are brake disks with a diameter of 310 millimeters. Standard on the RS 3 Sedan and Sportback are 19-inch wheels and 235/35 tires. 255/30 tires are optionally available in front for the Sedan.
Compared with an A3, the front track of the RS 3 Sedan and Sportback is wider by 20 millimeters – the front wheel arches are accordingly wider flared as well. At the rear axle the wheels are spaced 14 millimeters further apart compared with the basic model.
A fixed spoiler lip on the luggage compartment lid improves the separation of air flow in the Sedan. The dark-toned interior welcomes the driver and passengers with illuminated door sills bearing the RS 3 logos as a standard feature. Black fine Nappa leather sport seats with RS logos on the backrests are standard. Optionally available are more contoured RS sport seats with integrated head restraints. Their covers are also diamond patterned and color-perforated. The RS sport leather steering wheel is flattened at the bottom. Inlays at the instrument panel and at the doors complete the atmosphere of sporty elegance.
Standard is an electrically extending MMI screen with a 7-inch diagonal. The two circular instrument dials are black with red needles and white scales. The centrally positioned driver information system includes a boost pressure indicator, an oil thermometer and a lap timer. The fully digital Audi virtual cockpit is optionally available. On its high-resolution 12.3-inch monitor the driver can choose between three display modes. They include a special RS screen that moves the tachometer to the center. On the left and right information appears on tire pressure, torque and g-forces. When the transmission is operating in manual mode, a scale with a color background prompts the driver to use the steering wheel paddle or selector lever to upshift when approaching maximum revs.
The Audi RS 3 is also the top of its class when it comes to driver assistance systems. They keep the car at the desired distance from the vehicle in front, assist the driver when changing lanes, staying within the given lane and help avoid rear-end collisions and pedestrian accidents.
New are the traffic jam assist, which briefly takes over the steering in slow-moving traffic up to 65 km/h, the emergency assist, which automatically stops the car if required, and cross traffic assist rear. The latter system looks out for crossing vehicles when pulling out of a parking space.