| Year Make Model | 2015 Audi S3 2.0T Prestige quattro 4dr Sedan AWD (2.0L 4cyl Turbo 6AM) |
| Vehicle Type | AWD 4dr 5-passenger sedan |
| Base MSRP | $47,895 |
| Options on test vehicle | Misano Red Pearl Effect ($550), 19-Inch Performance Package ($1,500 -- includes 19-inch, five-double-spoke-Star-design polished anthracite wheels with 235/35 summer tires, Audi Magnetic Ride) |
| As-tested MSRP | $49,945 |
| Assembly location | Gyor, Hungary |
| North American parts content (%) | 0 |
| Configuration | Transverse, front engine, all-wheel drive |
| Engine type | Turbocharged, direct-injected inline-4, gasoline |
| Displacement (cc/cu-in) | 1,984/121 |
| Block/head material | Cast iron/aluminum |
| Valvetrain | DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing |
| Compression ratio (x:1) | 9.3 |
| Redline, indicated (rpm) | 6,500 |
| Fuel cutoff/rev limiter (rpm) | Shifts at 6,600 |
| Horsepower (hp @ rpm) | 292 @ 5,300 |
| Torque (lb-ft @ rpm) | 280 @ 1,900 |
| Fuel type | Premium unleaded (required) |
| Transmission type | Six-speed auto double-clutch manual with console shifter and steering-mounted paddles with sport/competition modes |
| Transmission ratios (x:1) | I = 2.923; II = 1.833; III = 1.308; IV = 0.969; V = 1.037; VI = 0.812; R = 3.263 |
| Final-drive ratio (x:1) | I-IV: 4.769, V-VI: 3.444 |
| Differential(s) | Front: open, Center: electronically controlled clutch with full-lock (50/50) ability, Rear: open |
| Suspension, front | Independent MacPherson struts, coil springs, optional driver-adjustable three-mode magnetorheological dampers, stabilizer bar |
| Suspension, rear | Independent multilink, coil springs, optional driver-adjustable three-mode magnetorheological dampers, stabilizer bar |
| Steering type | Electric-assist, speed-proportional, rack-and-pinion power steering |
| Steering ratio (x:1) | 15.3 |
| Tire make and model | Continental ContiSportContact 5P |
| Tire type | Asymmetrical, summer, performance |
| Tire size | 235/35R19 (91V) front and rear |
| Wheel size | 19-by-7.5 inches front and rear |
| Wheel material | Painted alloy |
| Brakes, front | 13.4-inch one-piece ventilated discs with single-piston sliding calipers |
| Brakes, rear | 12.2-inch one-piece ventilated discs with single-piston sliding calipers |
| Acceleration, 0-30 mph (sec.) | 1.8 |
| 0-45 mph (sec.) | 3.0 |
| 0-60 mph (sec.) | 4.6 |
| 0-75 mph (sec.) | 6.7 |
| 1/4-mile (sec. @ mph) | 12.9 @ 105.6 |
| 0-60 with 1 foot of rollout (sec.) | 4.3 |
| 0-30 mph, trac ON (sec.) | 2.6 |
| 0-45 mph, trac ON (sec.) | 4.1 |
| 0-60 mph, trac ON (sec.) | 6.0 |
| 0-75 mph, trac ON (sec.) | 8.0 |
| 1/4-mile, trac ON (sec. @ mph) | 14.0 @ 103.9 |
| 0-60, trac ON with 1 foot of rollout (sec.) | 5.6 |
| Braking, 30-0 mph (ft.) | 28 |
| 60-0 mph (ft.) | 107 |
| Slalom, 6 x 100 ft. (mph) | 70.7 |
| Slalom, 6 x 100 ft. (mph) ESC ON | 69.8 |
| Skid pad, 200-ft. diameter (lateral g) | 0.90 |
| Skid pad, 200-ft. diameter (lateral g) ESC ON | 0.92 |
| Sound level @ idle (dB) | 41.2 |
| @ Full throttle (dB) | 73.2 |
| @ 70 mph cruise (dB) | 64.0 |
| Engine speed @ 70 mph (rpm) | 2,500 |
| Acceleration comments | Moving your foot directly from the brake to stomping the throttle gives a noticeable delay leaving the line, a combination of some hesitancy from the dual-clutch transmission as well as a bit of turbo lag. But once the tach sweeps past 3,000 rpm, the S3 moves forward with some dang good thrust considering it only has 292 hp. Upshifts are quick, even in the regular Drive transmission mode. Things get more interesting when you turn off traction control, put the Audi Drive Select system into the Dynamic setting and use the power-braking method (overlapping brake and throttle at the line). This invokes the launch control system, which brings the revs to 3,800 rpm before you release the brake. And the upshifts become lightning-quick. The car leaves the line with a bit of front wheelspin (even though it is all-wheel drive), and using the launch control was easily the quickest method. LC produced nearly identical times whether in Sport transmission mode or Manual mode. The little four-cylinder turbo engine sounds fantastic, with a five-cylinder-type noise. Manual shifting is via steering wheel paddles or the console shift lever (pull back for downshifts). It blips the throttle nicely on downshifts but does not hold gears to a rev limiter; it upshifts automatically at 6,600 rpm. |
| Braking comments | The brakes feel fantastic, with a firm pedal and reasonably short travel. The pedal stayed dead-consistent throughout, and distances were super-consistent, too. The car stops with zero fuss, hardly any nosedive and no side-to-side squirm. The first stop was 109 feet, the sixth stop was the shortest at 108 feet and the seventh and final stop was 109 feet. Impressive. |
| Handling comments | This car proved a stunning handler through our slalom course. Sharp, responsive and incredibly capable. It's also fun. It's most stable while accelerating, so slalom speed is dependent on entering at a lower speed than it's capable of at neutral throttle and then accelerating through the slalom course. This will occassionally result in power oversteer, but it's always a small, controllable slip angle. Steering response is immediate and incredibly sharp, and I never felt like I wanted quicker steering. The skid pad required small adjustments to be made by jumping out of the throttle, but not as much as I'd anticipated. Plus, the stability control calibration is very, very good so it's probably best to leave it on in most situations. There's enough feel to know where the front grip limit lies and drive right to it. Suprisingly, there's less reward in trying to "drive" this car over its limits than I anticipated. It doesn't rotate aggressively, and with the stellar ESC it's not worth it anyway. Just get in, set up the car like you want using Drive Select and have fun. |
| Test date | 3/3/2015 |
| Elevation (ft.) | 1,121 |
| Temperature (°F) | 61.4 |
| Relative humidity (%) | 39.9 |
| Barometric pressure (in. Hg) | 28.8 |
| Wind (mph, direction) | 2.8, crosswind |
| Odometer (mi.) | 4,015 |
| Fuel used for test | 91-octane gasoline |
| As-tested tire pressures, f/r (psi) | 39/36 |
| EPA fuel economy (mpg) | 26 combined (23 city/31 highway) |
| Edmunds observed (mpg) | 20.5 average/25.4 best/17.1 worst |
| Fuel tank capacity (U.S. gal.) | 14.5 |
| Driving range (mi.) | 449.5 |
| Stereo description | Optional AM/FM/HD/SAT Bang & Olufsen sound system with 14 speakers and 705 watts |
| iPod/digital media compatibility | Standard iPod via proprietary cable |
| Satellite radio | Standard Sirius/XM with three-month trial subscription |
| Rear seat video and entertainment | Not available |
| Bluetooth phone connectivity | Standard |
| Navigation system | Optional with 7-inch display screen |
| Telematics (OnStar, etc.) | Optional |
| Smart entry/Start | Standard |
| Parking aids | Optional parking sonar front and rear, back-up camera |
| Blind-spot detection | Optional |
| Adaptive cruise control | Optional |
| Lane-departure monitoring | Optional |
| Collision warning/avoidance | Optional |
| Night Vision | Not available |
| Curb weight, mfr. claim (lbs.) | 3,450 |
| Curb weight, as tested (lbs.) | 3,449 |
| Weight distribution, as tested, f/r (%) | 59/41 |
| Length (in.) | 175.9 |
| Width (in.) | 77.2 |
| Height (in.) | 54.8 |
| Wheelbase (in.) | 103.6 |
| Track, front (in.) | 61.1 |
| Track, rear (in.) | 60.1 |
| Turning circle (ft.) | 36.1 |
| Legroom, front (in.) | 41.2 |
| Legroom, rear (in.) | 35.1 |
| Headroom, front (in.) | 36.5 |
| Headroom, rear (in.) | 36.1 |
| Shoulder room, front (in.) | 54.8 |
| Shoulder room, rear (in.) | 53.0 |
| Seating capacity | 5 |
| Trunk volume (cu-ft) | 10.0 |
| GVWR (lbs.) | 4,641 |
| Bumper-to-bumper | 4 years/50,000 miles |
| Powertrain | 4 years/50,000 miles |
| Corrosion | 12 years |
| Roadside assistance | 4 years |
| Free scheduled maintenance | 1 year/5,000 miles |
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