Audi A3 S3 long-term test

2020 onwards (change model)

Parkers overall rating: 4.1 out of 54.1

Written by James Dennison Published: 25 February 2022 Updated: 31 January 2024

Introducing James Dennison’s latest long-term test car – a Mythos Black Audi S3 Sportback. Will it be the perfect ‘civilised’ hot-hatch, or just a pumped up A3 with a £40k price tag? Read on to find out…

Update 2: Initial likes and dislikes

Update 3: S3 vs RS3

Update 4: Can I make the S3 faster?

Update 5: New Audi S3 vs Mk1 S3

Update 6: Verdict

Update 1: Welcome

Getting to know the Audi S3 Sportback

After over half-a-year spent pretending I’m sophisticated driving around in an Italian saloon car, I’ve gone back to being a yob in a hot-hatch. OK, maybe not full hoodlum, as the car in question is a more sophisticated example of the breed – namely the Audi S3 Sportback.

For those that don’t know, the S3 is one option in a range of all-wheel drive, 2.0-litre hot-hatchbacks made by Mercedes-AMG, BMW, Audi and VW to name but a few. They have their own quirks and features, yet they all follow the same recipe. Namely, to get you from A to B as quickly as is feasibly possible in the real world, while also being a perfectly civilised everyday car in the meantime.

Watch our Audi S3 Sportback video diary series here

So, what I want to find out with the S3 is whether Audi has nailed a brief that many manufacturers claim to be the masters of. What’s more, many accused the previous generation S3 of being boring to drive fast. Is that the case with this version and, if not, has comfort and usability been pushed aside? All intriguing questions and ones I intend to answer in a few months’ time. But first, a little more info on LVV…

What spec is my S3 Sportback?

Since the S3 is essentially a trim level in its own right, there’s only two versions of it currently available on the Audi configurator – standard S3 and Vorsprung. My car is kitted out with the former and gets the following equipment included in the £38,495 price tag.

Fine Nappa leather front sports seats
Storage pack (extra storage nets, more 12V power points etc)
Wireless Apple CarPlay and Android Auto
MMI Navigation Plus with 10.1-inch touchscreen
Audi Connect Navigation and infotainment Services Plus (3-year subscription)
Audi Virtual Cockpit
Cruise Control
Rear parking sensors
Audi pre sense front with pedestrian and cyclist protection

It’s a pretty broad spread of equipment that also includes the 18-inch ‘10-spoke stay style’ alloy wheels. Finished entirely in silver, I reckon they look better than the 19-inch diamond cut equivalents on the Vorsprung model. Result.

However, I am a little surprised to see that there’s no keyless entry fitted as standard on the S3 Sportback. It’s included if you opt for the Vorsprung model, but otherwise you need to pay £425 for the ‘Advanced Key’ – that’s despite the keyless entry functionality seemingly already fitted to the car. On this subject, I’ve also noticed that while adaptive cruise control is present (even the controls are there), it needs to be activated which I presume requires extra spend. Hmmm…

Audi S3 Sportback adaptive cruise control

I do have a couple of optional extras fitted – the Mythos Black paint and the Comfort and Sound pack. The latter includes a reversing camera, front and rear parking sensors, park assist automatic parking, heated front seats and the Bang & Olufsen Premium Sound System with 3D sound. Time will tell if it’s worth the extra £995!

Audi S3 Performance

As alluded to earlier, the S3 gets a 2.0-litre turbocharged engine producing 310hp and 400Nm of torque. Attached to a seven-speed S-Tronic dual-clutch gearbox, that’s enough for 0-62mph in 4.8 seconds and a limited top speed of 155mph. Meanwhile, Audi’s famous Quattro all-wheel drive system means that it should be able to deliver its formidable performance even when the weather is less than perfect. Which, as we head into Autumn, I suspect will be quite a lot of the time.

Finally, a word on how much ‘fun’ this hot-hatch will prove to be. I remember driving the previous S3 way back in 2014 and while it was as quick as this latest model, it felt somewhat one-dimensional. Almost like the brief was to make something fast and capable, yet with driver enjoyment very much taking a back seat. The steering was numb, there wasn’t much excitement in the powertrain and the whole car felt too much like an A3 that was simply fast in a straight line. Early impressions of this latest S3 are promising, but we’ll address how it drives in a later update.

Future updates…

Over the next six months, I’m going to take an in-depth look at all aspects of the S3. From how practical it is, to how much it costs to buy and run this exact car. I’m also going to compare it with its bigger RS3 brother, rivals from outside the VW Group family and other examples of the S3 that aren’t completely standard from the factory. Stay tuned…

Starting mileage: 521
Claimed average fuel economy: 34.9mpg

Update 2: Initial likes and dislikes

James gives his first impressions on the S3.

I’m now a couple of thousand miles into my time with the Audi S3, so feel well-qualified to talk about initial impressions. Which bits am I a fan of, and what am I less so keen on. And if you’d like to watch a video on the subject, then check out the link below.

WATCH: Best & worst bits of my Audi S3 so far | Long-Term Test, Episode 2

Superb engine and gearbox

I’ll kick things off with the positives and move straight into my appreciation of the powertrain. The engine is the tried and tested VW Group EA888 unit, namely a 2.0-litre turbocharged four-cylinder producing 310hp and 400Nm of torque. It feeds all-four wheels via a seven-speed dual-clutch S-Tronic gearbox and Quattro all-wheel drive system.

What I like about it is how seamless everything is. Whether you’re bumbling around town or flying down a country road or motorway, it feels perfectly suited to the job. My previous Alfa Romeo Giulia Veloce long-termer also had a 2.0-litre turbocharged engine and automatic gearbox, but it wasn’t anywhere near as responsive or enjoyable to use as the S3’s. Everything from the slick S-Tronic gearbox to the seemingly infallible Quattro AWD system come together beautifully.

Fake engine noise actually sounds good

No doubt this will be a controversial topic, but I reckon Audi’s done a good job with the synthesised engine sound in the S3. Do I wish it didn’t need it? Yes, of course. But the reality is that most performance cars of this ilk now have engine sound that’s artificially piped into the cabin. However, the vast majority don’t sound as good as the off-beat, RS3-esque warble that the S3 produces. Top marks, Audi.

Excellent infotainment

Audi seemingly doesn’t know how to produce a bad infotainment system and the one in the S3 is no exception. You get a responsive 10.1-inch central touchscreen as standard, as well as wireless Apple CarPlay and Android Auto (super useful), 3D mapping, real-time traffic information and three years’ worth of Audi Connect services. All super easy to use and, rejoice, you’ve still got physical buttons for the climate control.

Little details go a long way

My final highlight of the S3 so far is how it nails the seemingly simple details. For example, the armrest is gloriously well engineered. Soft and padded yet sturdy and adjustable, you can easily position the height and length as well as store plenty of items underneath. Sounds straightforward, but so many cars don’t get this sort of thing right.

Also immensely satisfying is the loading net in the boot, part of the standard fit Storage Pack. Honestly, this thing has changed my life. Whereas I would previously put smaller items in the boot and either a) accept they’re going to be decimated by the time I arrive at my destination or b) drive extremely gingerly to avoid this (but then turn up late), now I can have the best of both worlds by simply tying it down with the net. Granted, this isn’t a feature unique to the S3 but it is the first long-termer I’ve ever had with this feature fitted – and I’m honestly thrilled about it.

Plenty of positives for the S3, as you’d expect, but what about the negatives?

No standard-fit keyless entry…

It’s a first-world problem (as are most of my complaints), but the lack of keyless entry on a £40k car is disappointing. The fact that the door handles appear to have the indent for keyless entry only serves to highlight its absence. I should point out, though that the BMW M135i (that costs pretty much the same) also doesn’t have keyless entry, so this isn’t an Audi only issue.

And no adaptive dampers

Again, shouldn’t a £40k Audi performance car come with adaptive dampers as standard? Cupra manages it with the slightly cheaper VZ2-spec 300 model, after all. As a result, the ride on the S3 with passive dampers is firmer than it should be, the road noise is increased and there’s more roll in corners than I expected. And as you can’t get the adaptive dampers as a standalone option or pack, my current thinking is that the Vorsprung model (with the adaptive dampers) is worth the extra money.

Dusty brakes!

OK, so I’m really scraping the barrel with this one but needs must in order to balance out the pros and cons. The S3 has lovely 10-spoke ‘star style’ 18-inch wheels that I’m a big fan of, but I rarely get to enjoy the sparkly silver finish as the brake-dust build up is prolific. As in, I’ll go and get the car cleaned, drive home at a reasonable speed and then find the alloys caked in black brake dust. Important? No, but I did say I was clutching at straws with this one…

All-in all, I’m very happy with my first few thousand miles in the S3 despite concerns over some standard equipment absences. That said, these are first impressions and my opinion will almost certainly evolce as I put more miles on the car, so be sure to keep an eye on this page for future update. Next up, I’ll be pitting the S3 against its RS3 big brother to see if the latter is worth the extra £14,000 or so.

If you have any S3 ownership impressions you’d like to share, please get in contact on Twitter, Instagram or at james.dennison@parkers.co.uk. Alternatively, why not leave an owners review on our site?

Current mileage: 2,997
Average fuel economy: 34.2mpg

Update 3: S3 vs RS3

James pits his Audi S3 long-termer up against its RS3 bigger brother.

If you’re interested in buying an Audi S3, then you’ll likely have heard of its bigger brother – the Audi RS3. It’s more expensive (at least an extra £14,000 or so), but comes with more power (310hp vs 400hp), a beefed-up chassis and greater aggression in the looks department. For those that can afford one, it’s surely a tempting upgrade over the S3. But what’s the difference like in the real world – is the S3 really that far ahead?

In order to find out, I borrowed an RS3 Launch Edition model (spec now discontinued) off my CAR magazine colleague Ben Barry and pitted it up against my S3 long-termer in a back-to-back test. Read my verdict below, plus make sure to watch the video at the following link.

WATCH: Audi S3 vs Audi RS3 | Long-Term Test, Episode 3

How different is the performance?

In a battle of Audi performance hatchbacks, the first thing that’s going to come to mind is surely, well, performance… How fast they go is a major factor in why customers plump for the S and RS models over regular versions that – who are we kidding – look very similar. So, how do the S3 and RS3 compare?

Starting with the former, it’s got a 2.0-litre TFSI engine producing 310hp and 400Nm of torque, fed to the road via a seven-speed S Tronic automatic transmission and Quattro all-wheel drive. Impressive, but the RS3 has even more – namely a 2.5-litre five-cylinder TFSI engine producing 400hp and 500Nm of torque, also utilising Quattro and a seven-speed S Tronic gearbox. As a result, 0-62mph times in the S3 and RS3 are 4.8 and 3.8 seconds respectively.

There’s certainly a meatier, more muscular feel to the way the RS3 accelerates and delivers its power. The sound is more authentic, the sense of urgency palpable, but as for outright difference in speed it’s perhaps not what you’d expect from an extra 90hp. Sure, the RS3 would win in a straight-up drag race, but in day-to-day driving the margin isn’t all that great.

However, a gap does open up when I take both cars on a twisty piece of B-road. Since day one I’ve felt that the S3 has too much body roll – something that the RS3 doesn’t suffer from. Its steering is also much quicker and while the feel through the wheel isn’t anything to write home about, direction changes are whippet fast.

Admittedly, it is running on adaptive dampers (instead of the passive setup in my S3) and stickier performance-focused tyres, but overall the chassis feels better equipped to deal with the power.

Usability comparison

One of the S3’s biggest strengths is its everyday usability. A rapid cross-country hot-hatch, its ability to shrink back into its subtle styling and conduct a perfectly sensible drive to the shops is a real asset. I’m convinced that most other drivers have no idea that this regular looking black hatchback has more than enough real-world pace to keep up with a Porsche 718 Cayman point-to-point.

Does the RS3 pull off the same trick? Well, I only managed to spend a few hours in the car, but from all accounts it’s still a very agreeable thing to use day-to-day despite its formidable speed. The ride on Ben’s car is actually better than the S3 (although this is no doubt down to the adaptive dampers fitted to his), while the ability to take passengers and luggage is unchanged.

Naturally, fuel economy takes a knock (34.9mpg vs 31.4mpg) but that’s to be expected. For me, the biggest difference between using the two on a regular basis would be the RS3’s more aggressive looks and how other drivers respond to it. It’s far more in your face and unable to slip ‘under the radar’ in the way that the S3 excels at.

Cabin impressions

I feel the respective cabins are worth a mention, chiefly because they aren’t actually that much different. The RS3 gets more aggressive looking seats, perforated leather on the steering wheel, aluminium-look gearshift paddles, unique stitching, RS specific graphics on the Virtual Cockpit and the ambient lighting pack fitted as standard. And that’s it… For an extra £14k, I’d say you’re entitled to expect a little more especially as this is the flagship A3. On the flipside, however, I’m certainly not against the idea of Audi spending more on making the RS3 drive well, rather than smartening up the cabin.

Verdict

So, to answer my question from the start, is the RS3 worth breaking the bank for over its S3 sibling? Well, not to sit on the fence but it really does depend on what you’re after. For exceptional usability and rapid performance, the S3 gets the nod as the RS3 simply can’t justify the extra £14k. However, if performance really is everything to you than the beefed-up chassis and unique 2.5-litre engine are hard to ignore…

If it was my money, I’d take the S3 adaptive dampers and head over to Racing Line to get the power figures upgraded. More on that in the next update…

Current mileage: 5,892
Average fuel economy: 33.9mpg

Update 4: Can I make the S3 faster?

James delves into the world of remapping to see if you can extract more performance from the S3.

If I had to summarise why someone would pay £39k for an Audi S3 rather than £27k for an Audi A3, it would all come down to performance. The former is significantly faster and, of course, many car buyers will pay out more money for a car with more power and a lower 0-62mph time.

WATCH: Can I make the Audi S3 faster? Long-term test, Episode 4

The problem with buying a car for performance, though, is that in 99% of cases there will always be a faster car that costs more money. Take the RS3 for example, it’s priced from around £53k but does indeed deliver more speed than the S3.

However, what if I told you that you could make your Audi S3 faster than an RS3 without spending anything like the £14k premium? Well, it is possible thanks to a car tuning process called remapping. It’s been around for a long time and has its pros and cons, so to find out what they are (and if remapping is indeed worth it) I headed to the RacingLine tuning company HQ in Milton Keynes.

What is remapping?

Remapping involves rewriting or modifying part of a vehicle’s ECU (engine control unit) in order to change the manufacturer settings, usually with the intention of improving performance and/or fuel efficiency. It’s entirely software related, meaning that it can be done from a laptop and no parts need to be changed in the process. Note that for some more advanced remaps, you will want to consider upgraded parts so that the car can cope with the extra performance.

Why doesn’t the standard car come with more power?

Every car runs a standard factory map. In most cases, this map won’t exploit the powertrain to its full potential for reasons including parts longevity and marketing. For example, why would the manufacturer run the engine at a higher output and risk more failures instead of simply giving customers the option to buy a faster, more expensive version with an upgraded or even different engine?

How much extra performance can be gained from remapping the S3?

With a Stage 1 (entry-level) remap, RacingLine can take the EA888 engine in the S3 from 310hp and 400Nm of torque, to 405hp and 520Nm. Needless to say, this is a significant upgrade (31% and 35% respectively) and having driven their VW Golf R demonstrator (running the same engine as the S3) the differences are clear. Not only is it faster against the clock (0-60mph in less than 4 seconds), but the power delivery and responses are noticeably improved.

When driving around normally and cruising on the motorway, fuel economy doesn’t suffer any ill effects, while the only notable refinement difference I could spot in the Golf R demonstrator was slightly increased levels of vibration when pulling away. If you want the remap done, simply head to one of RacingLine’s network of dealers and hand over £720 – this getting you the Stage 1 remap (that delivers more power than a standard RS3!)

What are the downsides and risks of remapping?

There are two main downsides to remapping. The first is that it will invalidate your manufacturer warranty if there’s one on the car. Tampering with the vehicle’s electric brain isn’t supported by the manufacturer so don’t expect them to pay out should something go wrong with the engine or gearbox. Also note that should another component that’s unrelated to the engine fail (such as a suspension part), RacingLine says they have heard of instances where the manufacturer will also dispute the warranty claim.

The other downside links back to what was mentioned earlier about adding increased stress to the standard components. Naturally, if you ask more of the engine, it will most likely lead to a greater possibility of parts failures thus making the car more unreliable. However, RacingLine do point out that they’ve done a huge amount of testing on their products to ensure that they’re not selling a map that will immediately overload the engine. Like all reputable tuners, the aim is to find a balance between performance and longevity.

Also be aware that should you get your car remapped, in the eyes of the insurers it counts as a modification, and you will be obliged to let them know. As such, your premium could increase.

Should you get your S3 remapped?

At the end of the day, if you enjoy a fast car and you want the most bang for your buck, the benefits of remap are undeniable. Quick, easy, effective and cheap, there’s no other way to make your S3 go faster for less.

However, you need to go into it fully aware of the risks. In the unlikely event that the engine should develop an expensive fault (and remember, this can happen even on standard cars) the manufacturer warranty will be invalidated if an outside company has modified the ECU. In practice, this means that with a standard car within the warranty period, you should get the work and parts covered in full. With a remapped car, the manufacturer may refuse to contribute anything to the repair or parts leaving you with a considerable repair bill.

Current mileage: 7,001
Average fuel economy: 33.7mpg

Update 5: Old vs new – Mk1 Audi S3 Review

Can a Mk1 Audi S3 from 2001 hold a candle to 2023’s spaceship hot-hatch? Read on to find out.

I’ve had five months with the Audi S3 now and have enjoyed driving and running it as my everyday car. However, I can’t honestly say I’d buy one because – like most twenty something year olds – I don’t have £40k to spend on a new car. Happily though, there is way to get your hands on an S3 for around an eighth of the cost…

WATCH: Audi S3 Mk1 (8L) Review – An S3 for just £5k! | Long-Term Test, Episode 5

Introducing the Mk1 Audi S3, AKA the great grandfather of my long-termer. This particular model is a pre-facelift car from 2001 with 100,000 miles on the clock – not that it feels it. This has got to be one of the most solid feeling 22 year old cars I’ve ever driven, with no discernible squeaks, rattles or feeling of slackness through the controls. If you were to buy an example in similar condition, you’d be looking at spending in the region of £5-6k – although finding an unmodified example will be the biggest challenge.

Punchy 1.8 turbocharged engine

As standard, the Mk1 S3 makes 210hp (increased to 225hp post facelift) and 270Nm of torque, meaning 0-62mph in around 6.5 seconds. Not slow (especially for 1999 when it came out), but also nothing on the current S3’s sub five-second time. Thanks largely to the Quattro all-wheel drive system, it also weighs in at 1,420kg – which isn’t as light as I was expecting.

However, this particular Mk1 S3 has been given a mild fettling by German tuning specialists Motoren Technik Mayer (MTM) meaning that power and torque are up to 250hp and 370Nm respectively, while 0-62mph drops to just 6.0 seconds. In practice, this means that in-gear acceleration is incredibly strong once the turbo kicks in and more than enough to keep up with many modern hot hatches.

The engine sound isn’t hugely appealing, yet unlike the current S3 none of it is artificial or piped in. I also enjoyed the six-speed manual gearbox – very slick and easy to use – while the traction from the AWD felt virtually unbreakable in the dry. For anyone interested, MTM can do a quote for a stage 1 remap on a Mk1 S1, yet it’s unlikely to cost more than a few hundred pounds.

Agile handling, reasonable comfort

Driving the Mk1 S3 down one of my favourite roads, it’s clear that the steering isn’t as sharp as many modern hot hatches. There’s more play around the straight-ahead position, yet once it does bite the car feels keen to turn in and positively set up – more so in fact than my long-termer.

Meanwhile, ride comfort on the standard 17-inch wheels is reasonable and – dare I say it – better than what I get from the current S3 on its 18s and passive dampers. It’s more supple through sharp bumps and while body roll is still very noticeable, it feels less out of place on the Mk1. The only real downside on the comfort front is the drone from the engine at motorway speeds, the rev counter reading over 3,000rpm when cruising.

Build quality in the Mk1 S3 is superb, with no real squeaks or rattles to report. Even the novelty fold out cupholder still does its thing more than twenty years after it was built. You do need to watch out for a few issues, such as the glovebox hinges breaking or the digital dash display suffering from dying pixels (like on this car), but the overall quality is second-to-none.

Verdict

Whichever way you look at it, the Mk1 S3 is an awful lot of car for the asking price. Genuine performance, reasonable comfort, decent practicality – aside from the lack of modern infotainment and gadgets it stands up perfectly well more than two decades after it first came to the market. As an everyday proposition, the current S3 is – unsurprisingly – the superior car, but for outright fun this modern classic is more than a match.

Current mileage: 9,850
Average fuel economy: 33.2mpg

Update 6: Goodbye

It’s time to bid farewell to LVV and, while it’s not perfect, I’m really quite sad about its departure

Brilliant engine and gearbox

My main takeaway when it comes to the S3’s powertrain is how many cars on sale today would be improved if they had an engine and gearbox like the 2.0-litre TSI and seven-speed S Tronic in the S3. Producing 310hp and 400Nm of torque, it was more than fast enough for everyday driving and when driving enthusiastically down a B-road felt genuinely rapid.

More than that, however, is how easy it is to use. Super quiet at speed, capable of 40mpg on a run and quick to respond when you need it. Also, in update 4, I demonstrated how much more performance could be had out of the EA888 engine with a relatively cheap remap. Overall, it’s one of the standout parts of the car.

Perfect cabin

OK, maybe perfect is a little strong but I shall miss the S3’s well-appointed, logically laid out and easy to use interior. It’s got the ideal balance of buttons and touch screens – thus meaning that I don’t need to delve into the menus just to whack the air-con up or turn off a heated seat. Rejoice.

Also, the infotainment system itself is excellent. Wireless CarPlay was mega handy, but the native software is excellent and designed by someone that appears to know the struggle of quickly trying to pair a phone before a journey. Audi’s Virtual Cockpit continues to impress, nearly ten years on from when I first saw it on an Audi TT.

WATCH: Audi S3 Review | Is it the perfect everyday hot hatch?

A word, too, for the armrest and seats. The former is infinitely adjustable, soft and has ample storage space underneath, while the latter made up for the overly frim suspension. Speaking of which…

Needs better suspension + keyless entry

Onto the bits I wasn’t so keen on and we’ll start with the keyless entry – or lack thereof… Leaving aside well-publicised security concerns with the feature I would still rather have it on the car and despite the S3 now starting at £43,875 (yep, it’s gone up since we began this review) it’s still not fitted as standard. Yikes.

The suspension, however, is the bit I’d most like to change. Stepping from an Alfa Romeo Giulia Veloce into the S3 was a complete 180, since the Alfa had fabulous passive springs and a powertrain that could have been better whereas it’s vice versa with the Audi. The ride is too firm around town, there’s excessive road noise and it rolls more than you’d want from a hot hatch. What to do? Well, I’m sure a friendly aftermarket company would do a lovely upgrade but by this point it’s almost worth speccing the top-spec Vorsrpung model with adaptive dampers.

Mostly reliable…

During my time with the S3 I had one significant relilabilty fault. One day, the car’s GPS decided it had no idea where it was and, annoyingly, this also rendered my phone sat-nav apps useless as well. Audi fixed it under warranty – a control module had failed – and all was right with the world. Four stars out of five.

Verdict

It’s not perfect, but the Audi S3 does do a LOT of things – that I really value in a car – very well indeed. I write this report with the car already departed a couple of weeks and I’m missing its sheer ease of use and incredible turn of pace. If you’re buying one, consider a nearly-new model (like mine) in base spec with keyless entry and the Comfort and Sound pack ticked on the options list.