2015 Audi S3 Review - Vorsprung Durch Volkswagen

Mark Stevenson
by Mark Stevenson

2015 Audi S3 Prestige (U.S.)/Technik (Canada)

2.0-liter TFSI DOHC I-4, turbocharged, direct injection (292 horsepower @ 5,400-6,200 rpm; 280 lbs-ft of torque @ 1,900-5,300 rpm)

Six-speed S tronic dual-clutch automatic transmission w/ all-wheel drive

23 city/31 highway/26 combined (EPA Rating, MPG)

23.1 mpg on the GIVE ME ALL THE BOOST! cycle (Observed, MPG)

Tested Options: Technology Package, LED Headlights, 19-inch 5-Parallel Spoke S Wheels, Spang Blue Pearl Effect paint, Audi Magnetic Ride, Red Brake Calipers

Base Price (Prestige/Technik):


$47,895* (U.S.)/$49,595* (Canada)


As Tested Price:


$52,395* (U.S.)/$54,845* (Canada)

* All prices include $895 destination fee (U.S.) or $2,095 destination fee, PDI and A/C tax (Canada).

Inline, four-cylinder engine. Turbocharging. All-wheel drive. More than 250 horsepower.

Ten years ago, that combination was a rarity in the compact performance segment. Now you can have it all day, every day from Ford, Mitsubishi, Subaru (with a boxer engine) and Volkswagen.

If you have some extra cash laying around — as you do — Mercedes, BMW and Audi will certainly fill your order.

In this sea of choice, turbocharging is the norm, all-wheel drive is becoming more commonplace due to astronomical output numbers, and active differentials and suspensions are programmed to give you Group B levels of confidence.

So, what separates them all from one another? Horsepower, certainly, if you are the type of person to count each and every calculated output unit and declare the top performer — which is the Mercedes-AMG CLA 45 — the winner. You could prefer the driving dynamics of rear-wheel drive, thus BMW would provide your only real option.

But, if you aren’t caught up in the numbers or mode of output, the Audi S3 does have a qualitative trick up its sleeve.

Class.

Exterior


It looks like an A3. Done.

OK, it isn’t that simple. There are numerous visual cues that set the S3 apart from its more reserved brother. For starters, there are “S3” badges everywhere — grille, trunk lid, seats, brake calipers, steering wheel — as well as the evidential Audi “S tronic” and “quattro” badging.

Up front, the S3 has a more lavish face thanks to a tasteful amount of chrome to accent the horizontal slats in the Singleframe grille. Other chrome pieces in the faux brake inlets visually tie in the bottom of the grille with the lower fascia. The only thing that’s rather unfortunate is the location of the license plate holder, nearly dead in the middle of the grille, giving the S3 the appearance of buckteeth. The radar cruise control dome, just below the license plate, is this Audi’s soul patch.

Moving to the side, the S3 is almost indistinguishable from the A3. Larger wheels set off its stance and tighten the fender gap. Bigger brakes with optional red calipers tell the world you mean business — at least when it comes to stopping in a hurry. Meanwhile, the only real difference in bodywork is the rocker panels. They are a bit more flared on the S3 versus the curved-in treatment seen on the A3.

At rear, the S3 is adorned with another faux body piece — a “diffuser” — and the addition of two extra exhaust outlets; one per side. The normal A3 already has dual exhausts, so Audi figured they’d just double them up. Aside from changes below the belt, the S3 also features a small lip spoiler affixed to the trunk.

We don’t typically talk about paint finishes in reviews, but photos don’t do justice to the Spang Blue Pearl Effect paint on our S3 tester. The depth and shimmer on this shade of blue is otherworldly, yet doesn’t rely on super-heavy metallic flake like the Diamond Tricoat options seen on Cadillacs and other higher-end GM products. (Not to say GM’s finishes are bad, but the Audi paint is simply unreal and on a whole other level.) If you have the extra $550 ($800 in Canada) and want to stand above a crowd of black, silver and white, there’s no better way to do it.

Interior


There’s a reason why other automakers look to Audi as the interior design and quality benchmark; the designers and engineers in Ingolstadt pen and build the best interiors in the business.

But, this isn’t as stunning as every other Audi interior.

To be honest, after driving the A6 and A7, you’d expect the S3 — since it is a “special model” — would be on par with those cars. Yet, because of packaging constraints, the usability of controls suffers. Cupholders are placed ahead of, instead of behind, the shifter. And while Audi does pride itself in its own German flavor of reservation, the environmental controls are a bit simple for a car costing over $40,000 to start.

Everything else in the cabin could be described as simple luxury. Vents feel like they’re engineered versus simply made to spec. The materials are high quality, though maybe not on par with other Audis further up the range. However, in comparison with the Mercedes-AMG CLA 45, the S3 is by far the interior quality champion. (Adjust the vents in the S3 side-by-side with a CLA and you’ll know exactly what I mean.)

Our tester, not equipped with the optional sport seats, was as comfortable as any large sedan, though tight in the back for real-sized adults that aren’t contortionists on tour with Cirque du Soleil. Trunk space is also fairly limited at 10 cubic feet. The CLA 45 can swallow an extra 3.1 cubes of whatever you want. If you like the drivetrain in the S3, but prefer a hatchback, Volkswagen will happily sell you a Golf R with 22.8 cubic feet of cargo space — and that’s before you put down the rear seats.

Infotainment


The Audi S3 has the same pop-up screen solution as the A3 on which it’s based. Unfortunately, the screen is a little small, measuring in at 7 inches diagonally, and sits far from the driver.

Audi’s solution is not a touchscreen affair. Instead, all functionality is accessed through the MMI knob and associated buttons on the center console. While this is nice to have as a primary mode of operation, to have a touchscreen would be a fantastic secondary feature — but that isn’t the case.

Between the speedometer and tachometer dials in front of the driver sits another small LCD screen with the primary information that you’d expect — fuel economy, navigation, etc. It’s crystal clear and, as far as supplementary screens are concerned, dead simple to use and gorgeous to look at. However, having the full Virtual Cockpit experience would be brilliant. Unfortunately, that isn’t available.

Truth be told, Audi MMI has a ton of functionality, but it doesn’t hold candle to BMW iDrive. Also, BMWs screens are on a whole other level, especially the HD wide screens available in some of the upper models. Yet, MMI easily bests Mercedes-Benz COMAND in my opinion as the Mercedes solution looks clunky and unrefined next to its German rivals.

Powertrain


Under the hood of Audi’s pocket rocket is the same boosted, 2-liter four cylinder that can be found in the Volkswagen Golf R. With 292 horsepower and 280 pounds feet of torque, the S3 is no slouch, but it’s not quite the level of insanity found in the CLA 45.

That’s a good thing.

The S3, with power delivered through its six-speed S tronic dual-clutch automatic transmission to all four wheels, is smooth and crisp and clean in its power and torque delivery — except for when starting from a stop. As with some of the DSG offerings from Volkswagen (even though Audi will say this isn’t a VW DSG transmission and we shouldn’t compare), the S3 does lurch a bit off the line. Once you get moving, however, it’s smooth sailing. Shifts are precise and don’t paddle you on the backside.

Meanwhile, it’s that paddling I — and I assume other enthusiasts — will miss. Compared to the S4, the little brother isn’t nearly as brutal. When you rough up the S4, it’ll rough you up right back. The S3, on the other hand, will just take the beatings and continue on getting milk from the shop. Don’t take this as an issue, but if you are looking for a car that’s a bit more — um, hairy — BMW and Mercedes might fit the bill a bit better.

The other issue isn’t so much how the engine performs, but where else the engine can be found: the Volkswagen Golf R. If you want the same performance and don’t want to spend Audi money, there’s a Volkswagen looking for a good home. Also, the Golf R can be had with a stick, unlike the sedan from Ingolstadt.

Drive


The S3 might not be as brutal as its competitors from Germany, but it makes up for it in class. Out of the bunch, the S3 is going to be the easiest to drive every day thanks to selectable drive modes that vary between kinda soft and fairly hard, or a combination of the two. It’s also going to be the most civilized as the 2-liter, four-cylinder engine isn’t cranked up to 11 … maybe 9.5 at best.

Yet, the S3 isn’t so civilized as to call it relaxed. It’s eager like a hamster on a wheel, ready to have fun by eating up miles even when there’s no destination. It’s the best looking of the bunch as well, at least to yours truly. Instead of going Boy Racer, the S3 is a Sporting Gentleman that likes tequila — the fancy tequila, not well shots from the all-inclusive resort it would never visit in Puerto Vallarta.

Classy, remember.

Still, this is one of those cars that makes you seriously consider a lesser sibling. The Golf R, with its greater cargo and equal performance, is tempting in its own right. Sitting next to the Audi, depending on your priorities, might make it more so — or it might make it less. That’s up to you.








Mark Stevenson
Mark Stevenson

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  • Tjh8402 Tjh8402 on Sep 09, 2015

    so it's a smaller Ford Fusion Titanium for about $20k more...got it. No thanks. One of the effects to me of this proliferation of 4 cylinder turbos, AWD, and super numb EPS is that those characteristics that previously defined a premium car (special engine, rear or AWD, enhanced handling) no longer set them apart. It's getting to be where the only thing that distinguishes them is the badge (or in the case of BMW, the ability to pair stick shift with RWD, even though the chassis is arguably inferior to the competition).

    • See 1 previous
    • Tjh8402 Tjh8402 on Sep 14, 2015

      @Nedmundo - I think even interior quality has been an area where the battle lines are less clearly drawn, although admittedly the battle lines have gotten murkier (VW and BMW have generally gotten worse, Ford and Chrysler have gotten better). I agree with you on the opening for a rwd non luxury sedan, but I disagree on Mazda being the one to do it. Mazda doesn't have the resources for what is essentially a bespoke platform low profit platform (unless the Miata can be stretched but that doesn't seem likely). More likely would've been the still born 4 door FR-S. Unfortunately, that cars sinking sales mean would seem to kill the prospects of it spawning further variants, and probably scare another company from attempting a platform sharing lineup like that. I always wondered if there was room for a manufacturer like Nissan/Infiniti or Lexus/Toyota to sell a deconteted less powerful cheaper version of their entry level RWD sedans (the Q50 and IS) badged as Nissan's and Toyotas. The problems I see is that those platforms parts may be too pricey to sell under $30k, and in the end, they will run into the same problem the FR-S/BRZ has, which is convincing someone to pay $25-30k for what would likely be a sub 200 hp cloth seat low feature content sedan when Ford and VW are selling compelling hot hatches with far more performance and features per $ even if they are FWD.

  • 05lgt 05lgt on Sep 10, 2015

    Oooh! Lookit the pretty Audi... Oh Sugar Honey Iced Tea, lookit the price! What's it cost used.... what's it cost to run used... where are the old ones now? Small wonder WRX/STI sales are what they are. I'd love one to drive free for a week too.

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