Audi S3 VS BMW 1 series
Audi S3
Likes
- Crisp interior and clever dash display
- Sharp, fizzy driving experience
- Sedan version looks superb
Dislikes
- Sedan’s price premium over hatch
- RS3 will technically trump it when it arrives
- Looks alarmingly similar to old model
BMW 1 series
Likes
- Driving dynamics and performance
- Front-row layout
- Pricing remains competitive
Dislikes
- New face might divide opinion
- Second-row amenities lacking
- A tad thirsty
Summary
Audi S3
The moment Audi slaps an 'S' badge on any of its cars, you know you could well be looking at something a bit special. That single S has usually inferred a big jump in performance and an overall much sportier flavour than the Audi 'A' car on it's based on.
And now there’s an all-new Audi A3 coming to showrooms about now, the chance to take a deep dive into the equally new S3 was a no-brainer.
Describing the S3 as an A3 with more of everything sounds a bit trite, but it’s also accurate. And this is not new; Audi is as good as any other carmaker (and better than most) at taking a volume seller, piling on the good gear and letting it loose to appeal to a cashed-up buyer profile.
Available in both Audi’s usual Sedan and Sportback (that’s Audi-speak for a five-door hatch) the new S3 boasts more of everything from engine output, to handling, to luxury and connectivity. No surprises there, it’s pretty rare to hear of a car going backwards in any of those departments. But compared with the A3 – and this is the important bit – the S3 offers more of the attributes that appeal to buyers with more cash to splash.
While much of the car might be new, Audi fans will recognise the 2.0-litre turbocharged engine. It’s been tweaked this time around for more power and, significantly, Australia gets the full-fat, Euro-spec engine, rather than the slightly detuned 'hot-weather' specification we’ve seen in this model in the past.
Other changes over the new A3 include the usual S touches including lower, firmer suspension, bigger wheels and tyres and a more industrial braking package.
Inside, there’s more connectivity and multimedia potential than ever before, and safety has been given a leg-up with the latest driver aids.
The other significant thing about the S3, of course, is that until the even hotter RS3 turns up in showrooms sometime later this year, this car will represent peak A3-platform performance.
Read more about
- 2022 Audi S3 price and features detailed: Australian arrival early next year for new Mercedes-AMG A35 and BMW M135i rival
- Premium price drop: 2022 BMW 1 Series, 2 Series Gran Coupe and 3 Series gain cut-price Sports Collection model grades
- 2023 Honda Civic Type R: Engine, timing, potential performance numbers and everything else we know so far about Japan's new hero hatchback
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.3L/100km |
| Seating | 5 seats |
BMW 1 series
Can you believe the 1 Series is already in its fourth generation? It might not look incredibly like it, because this new car looks a little like the third.
But it’s been more than half a decade since the F40 1 Series debuted, so BMW decided it was already time for a new kid on the block. Meet the F70.
It’s just landed in Australia and it promises new-gen tech and features compared with its predecessor. We checked out BMW’s new baby at its Australian launch to find out if it delivers.
Read more about
- Game-changing electric SUV takes shape in leaked drawings: 2026 BMW iX3 revealed as Audi Q5, Mercedes-Benz GLC rival but will new family SUV go EV-only or offer petrol as well like spied 3 Series sedan?
- Popular plug-in hybrid luxury SUV gets $9000 price cut: 2025 BMW X3 30e xDrive added to Australian range as mid-spec alternative to Audi Q5, Mercedes-Benz GLC and Lexus NX
- Petrol and diesel car ban 'no longer realistic': BMW boss calls on the EU to reverse its ban on new petrol and diesel car sales from 2035
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | 95 Ron |
| Fuel Efficiency | 6.4L/100km |
| Seating | — |
Verdict
Audi S38/10
There are plenty of historical instances where a particular model within a broader range manages to hit the absolute sweet spot even though it’s not the fastest or most expensive variant. Porsche’s GTS specification across various models is a great example of this.
And at the risk of being proven wrong when the all-new RS3 comes along later this year, this car, the S3, might just pull off that feat.
Yes, the new RS3 will be more powerful and will offer even more grip and sporty flavour, but it will also be more expensive. And we defy anybody to drive the S3 and say that it lacks dynamism in any single area.
It’s also a magnificently balanced car with the right amount of attention paid to every aspect of its trim and performance. That, in essence, is where that `balanced’ label originates and even though it’s felt most in the actual driving experience, it permeates throughout the entire vehicle.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
BMW 1 series7.9/10
A brief dalliance with the 1 Series has left me impressed, if wanting to spend more time with it to get a better assessment of the day-to-day liveability of BMW’s entry-level model.
It’s a compelling offering if you’re after a premium small car, and even without the performance of the M135, the 118 is feature-packed.
Keeping pricing competitive should help the 1 Series buck the trend of buyers opting for small SUVs, but ultimately it’s just refreshing to see BMW putting effort into keeping a hatchback relevant (and up-to-date).
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Design
Audi S39/10
Perhaps the most striking thing about the styling of the new Audi is just how similar it looks to the old model. Okay, this is not a new thing with Audi which has made a point of not throwing a handsome design into the dumpster in pursuit of new for new’s sake.
As such, the exterior lines are taut and typically Audi clean and, with the latest LED headlights and a refinement of the Audi trapezoidal grille, the look is fresh and crisp without being a novelty act.
Inside, the virtual dash display and large, relatively flat centre console almost amount to anti-styling. Or it would if the rest of the deal wasn’t so sharply angled towards a philosophy of less is more.
Again, this is classic modern-era Audi where the game is to make a complex layout look as simple as possible. The face-level air vents also seem to have borrowed a little Lamborghini (part of the Audi family) DNA.
I particularly like the new shift-by-wire gear selector which is a nifty looking switch but works just as intuitively as a conventional shift lever. New tech meets old muscle memory, I’m calling it.
It's worth mentioning (again) just how good Audi’s customisable dashboard display is. With sharp, clear graphics and the ability for the driver to prioritise the information on display at the time, the S3’s display is still about the best in the business.
Overall, ergonomics have always been a long-suit of this brand and there’s been a clear intention to follow that tradition this time around.
BMW 1 series
The 1 Series has worn many faces over the generations and, like a lot of BMW designs that depart from tradition, this one might need to grow on some people.
That’s not to say there’s not a lot to like about the F70, but as BMW evolves its design language some changes might ruffle feathers - a lack of the iconic ‘angel eye’ headlight style being one.
But there’s still a kidney grille up front, with new design elements, plus those headlights that have a new vertical light signature are now sleeker than before, giving the new 1 a different ‘character’.
But from the rear, there are baby 3 Series Touring vibes, and it’s hard to find anything that might upset purists - there’s even the 'Hoffmeister kink' at the c-pillar. That’s the way the window angles back towards the front at the bottom.
Inside, the 1 Series has some proper sporty elements, even in the 118, that reference the M development that went into it.
There’s M-coloured stitching up over the dash fabric, for example, and illuminated aluminium panels with M-coloured lighting.
The steering wheel, wrapped in leather, is also an M feature, plus sporty seats are even present in the 118.
The interior is an overall cleaner look, in part thanks to the proliferation of features accessible by touchscreen, but BMW is refraining from going full ‘Tesla’ and removing all the buttons from the cabin.
Practicality
Audi S38/10
While SUV owners are often quick to tell you that they bought their car for its interior space, the truth is sometimes different. And without the huge wheel-wells and suspension towers of a high-riding SUV, the conventional hatch or sedan often has an advantage.
Certainly, there’s no lack of room in the S3 and the hatchback version has a wide hatch opening to make loading easier. The sedan, however, is a full 150mm longer than the hatch and that extra is all behind the rear seat.
So the boot is actually very useable with a capacity of 325 litres. Audi claims the same 325 litres for the Sportback, but that figure jumps to 1145 litres with the rear seat folded flat.
The rear seat in either variant is handily split 40/20/40 and there are storage nets on the back of each front seat, luggage nets in the cargo area and 12-volt outlets in both the centre-rear and luggage compartment. Even floor mats are standard.
BMW 1 series
Yes, a brand like BMW would probably find it hard to do away with buttons for things like drive modes and things like volume controls or car settings.
Even though a lot of them are shortcuts to a touchscreen menu, it means not needing to scroll or hunt for important driving-based features and options on the 10.25-inch screen.
Even the climate controls are permanently available on the screen so that there’s minimal distraction.
For most non-essential features, however, BMW’s Operating System 9 is a far cry from the easy-to-use iDrive system of just a few years ago, the media control wheel that fell easily to hand and navigated a simple multimedia system of only a few sub-menus.
Fortunately, the screen and everything in the cabin is within reach of the driver, so there’s no awkward leaning or stretching to do anything mid-drive.
The cabin’s physical space is otherwise nicely laid-out, the phone charger pad is out of the way, cupholders fit most receptacles nicely and the door card can hold two regular water bottles plus other small items.
There’s even a small storage ‘shelf’ under the central vents, and near the wireless charger are two USB-C ports and a 12-volt plug.
The ergonomics of the driving position and steering wheel are well-sorted, and seat adjustment and height feels good for both engaged or relaxed driving positions.
Behind that, the second row could be more spacious, even though I managed to fit my 178cm frame behind my own seating position just fine.
There’s not a lot of room to move or stretch out, so most adults will probably find the back seat suitable for short trips only.
Behind that, there’s 380 litres of boot space, or 1200L with the seats folded down.
Price and features
Audi S37/10
There’s only one trim level across the S3 range, so it doesn’t matter whether you choose the sedan or hatch, the level of standard kit remains the same. And extensive.
As with many performance variants of a platform, what you’re paying for in the S3 is the hardware that allows it to be a more aggressive, more involving drive. So, compared with the A3, the S3 gets much more engine performance, bigger brakes and improved suspension.
Inside, the S3 runs to S-specific trim and presentation (instrument display, steering wheel) standard heated, powered, four-way lumbar-adjustable sports seats, a black headliner and the 15-speaker Bang & Olufsen stereo that’s a $1500 option on some variants of the A3.
The interior is also home to a 10.1-inch info screen, dual-zone climate-control, an auto-dimming mirror, keyless entry and push-button start, wireless phone charging, rain-sensing wipers, park-assistance and acts as a Wi-Fi hotspot. Connectivity runs to Android Auto, Apple CarPlay and sat-nav.
Helping the image match the performance, the S3 also gets dark aluminium accents, alloy pedals, ambient lighting and gloss-red brake calipers to give it the visual punch the price-tag suggests.
Speaking of price, the new S3 represents a fair hike over the outgoing S3, and a sticker of $70,700 for the Sportback and $73,200 for the sedan means the new model will be tickling the $80,000-mark as a drive-away proposition.
Compared with the old model, those prices represent a leap of around $6000, not to mention a spike of around $23,000 or $24,000 over the entry-level versions of the new A3 on which it’s based.
But perhaps a more meaningful comparison is with the 40 TFSI variants of the new A3 which also feature Audi’s famous Quattro all-wheel drive system.
In that case, the price difference between the A3 and S3 is closer to $17,000; closer, but still a big tweak to the monthly lease repayment.
Given you’re starting with a premium-priced product to begin with in the A3, the extra performance and dynamics offered up by the S3 seems to be reasonably priced given the scope of their influence.
Again, you need to see it through the prism of high-end motoring, but when you do, you can see where the money has gone.
And if you have even more to outlay, there’s always the 'Premium Plus' package for the S3. That gets you a panoramic glass sunroof, head-up instrument display, 360-degree cameras, a memory function for the driver’s seat (which should be standard at this end of the market) and a memory function for the exterior mirrors. Yours for an extra $3990, which, given some makers charge that just for the sunroof, seems a pretty reasonably proposition.
BMW 1 series
The 1 Series isn’t much more expensive than before, despite a decent uptick in kit.
At $56,500 before on-roads for the entry grade 118, it’s less than $2000 pricier than its predecessor. It’s about the price of a VW Golf GTI or Subaru WRX, but trades engine power for badge power, as well as a series of features you’d expect from a premium small car.
A 10.25-inch multimedia touchscreen and 10.7-inch driver display are standard, with wireless phone charging, electric heated seats in Veganza synthetic leather, adaptive suspension and plenty of sporty styling thanks to the M Sport pack.
There’s a few more helpful features for keen drivers, even in the 118. Adaptive LED headlights with high beam assist, a head-up display, BMW’s 'Parking Assist Plus' function, speed limit recognition and tyre pressure monitoring.
The 1 Series also has keyless entry and start, an automatic tailgate, plus some standard stuff like a 40/60 split-fold rear seat and (unfortunately) a tyre repair kit under the boot floor rather than a spare tyre.
Then there’s the M135 xDrive, the hot hatch of the pair.
It starts at $82,500 and comes with extras like a massage seat for the driver, a heated steering wheel, a Harman/Kardon sound system, racier styling and a black roof, plus performance goodies like a bigger engine.
The M135 is a bit more expensive than before though, by almost $6000, and comparable rivals like the Audi S3 remain in the mid-$70K range.
Two options packs are available, with the 118's $5000 Enhancement Pack adding Metallic paint, 19-inch M alloys, a heated steering wheel, a sunroof, massaging front seats, a Harman/Kardon sound system and Driving Assistant Professional.
There's also an M Sport Package Pro able to be added to either variant, which adds sportier M styling, a black roof for the 118, and M Sports seats for the front row. This pack costs $2462 for the 118 or $2700 for the M135 xDrive.
Two options packs are available, with the 118's $5000 Enhancement Pack adding Metallic paint, 19-inch M alloys, a heated steering wheel, a sunroof, massaging front seats, a Harman/Kardon sound system and Driving Assistant Professional.There's also an M Sport Package Pro able to be added to either variant, which adds sportier M styling, a black roof for the 118, and M Sports seats for the front row. This pack costs $2462 for the 118 or $2700 for the M135 xDrive.
Under the bonnet
Audi S39/10
Here’s where a lot of the extra currency demanded for the S3 goes. Forget the 1.5-litre engine in the base-model A3, and instead move to the two-litre four-cylinder as seen in the A4 40 TFSI. Then, add extra turbo-boost (up to 1.8 bar thanks to an efficient intercooler) different variable valve timing protocols, and a direct fuel-injection system with a specific calibration and the potential to create injector pressures of up to 350 bar, and you have the S3’s powerplant.
Maximum power is 228kW at anywhere from 5450 to 6500rpm, and maximum torque of 400Nm produced in a broad range between 2000 and 5450rpm.
Transmission is a seven-speed dual-clutch unit driving through all four wheels as per Audi’s Quattro mantra, although it’s important to note this version of Quattro is the simpler, arguably less pure, on-demand system where the car behaves as a front-drive platform until the all-wheel-drive system is required to step in.
That said, with 228kW under its wheels, that’s a fair bit of the time. And compared with previous systems, this one takes more notice of driver inputs and wheel-speed to be less reactive and more active.
BMW 1 series
The two 1 Series variants have rather different running gear.
The 118 comes with a 1.5-litre three-cylinder turbo petrol engine that drives the front wheels via a seven-speed dual-clutch transmission (DCT).
It makes 115kW and 230Nm, and BMW says it’ll hit 100km/h in 8.5 seconds.
That’s in comparison to the beefier 2.0-litre four-cylinder unit in the M135, also turbocharged, but driving all four wheels via a similar seven-speed DCT.
It makes 233kW and 400Nm, and it’ll crack 100km/h in 4.9 seconds according to the Bavarian brand.
Efficiency
Audi S36/10
Audi quotes an official combined cycle fuel consumption figure of 7.4L/100km for the A3 Sportback and 7.3 litres for the sedan.
That difference is a bit of a mystery given the sedan is heavier (by just five kilograms) until you consider that the combined figure includes freeway running, at which point the sedan’s extra 150mm of length and different rear diffuser may be the aerodynamic deal-breaker.
The Sportback emits 170 grams of CO2 per kilometre (166 for the sedan) and with the 55-litre tank fitted, both variants should have a range of around 750km between fill-ups.
BMW 1 series
BMW says the 118 will sip 6.4 litres of recommended 95 RON fuel for every 100km covered, with its 49-litre tank the same as the M135’s.
In that variant, fuel use increases to 7.8L/100km, as does recommended fuel quality to 98 RON.
We didn’t get a chance to test fuel consumption properly on the launch, so keep an eye on a future review for that, but given the relatively high claim even for the 118, we’d expect the 1 Series isn’t the most frugal drinker.
Driving
Audi S39/10
Some cars take a few minutes at the wheel before they start to get chatty. Not so the S3. From the moment you grab the lovely leather tiller, haul it into gear and give the perky little turbo-motor a squeeze on the throttle, the Audi is making all the right noises and giving clear, precise feedback on its every move.
Sometimes, cars with lots of tyre, lots of all-wheel drive grip and the sort of sharp steering fitted here, can start to feed back so many responses that it becomes difficult to know which one to respond to.
Not the S3, which seems tuned to a keener driver’s priorities (as it should be, of course). As a result, the steering feedback is distinct from what the rest of the front end is doing and everything else going on is clear, quantifiable and designed to improve the experience.
That even extends to the soundtrack which, Audi told us does not use any electronics to improve it beyond amplifying the engine-bay harmonics which use the windscreen and scuttle as their 'speaker.'
Combined with the active exhaust system, this car honestly sounds like a five-cylinder engine (I opened the bonnet to count the spark plugs to make sure it wasn’t. It isn’t.)
If you’ve ever driven a five-cylinder Audi or a V10-powered R8 (two in-line fives, really) the tune will be a familiar one. Lovely, and – again - such amazing attention to detail.
The 2.0-litre engine runs fairly high boost levels, but that doesn’t seem to have affected the way it storms off the mark. Neither does the dual-clutch transmission contribute any delay, provided you haven’t managed to stand on the brake and throttle at the same time (as many left-foot brakers might).
At that point, the driveline goes into sulk mode and will force you to wait a heartbeat or two before full power is restored. This can be an issue when trying to dart across a busy intersection or merge into a traffic flow.
It’s not a new thing to Audis, but remains an annoyance to those of us who equate having two pedals with having two feet.
The driver-selectable drive modes fitted to the S3 are interesting inasmuch as they actually make a meaningful difference to the way the car operates. They alter the transmission shift points, the throttle sensitivity, steering weight and damper settings.
'Comfort' mode will be the default for most owners, and while 'Dynamic' does sharpen up the dampers ever-so-slightly beyond an acceptable day-to-day level of firmness, it also adds weight to the steering feedback.
Frankly, I don’t think it needs it and simply adding resistance feels like a token gesture. And since the steering has a (non-negotiable) variable rate in the first place, bigger inputs equal a bigger proportionate change of direction anyway.
The damping control is now the more sophisticated magnetic-hydraulic type where hydraulic pressure varies the valving rather than the simpler, previous system of energising an electro-magnet to alter the viscosity of the damping fluid.
This more finite control system has allowed more 'bandwidth' as Audi puts it, between Comfort and Dynamic damper settings.
While the auto mode is almost prescient, it’s not actually pre-emptive but rather takes into account suspension deflection, wheel-speed and driver inputs to come up with a combination of settings to make the most of the situation.
And if you really want to fiddle, you can choose 'Individual' and create an overall setting that combines bits of Comfort and Dynamic with a smattering of 'Efficiency' thrown in.
Toggle down to Dynamic and throw the S3 at some bends and it soon emerges as a pretty gripped-up piece of equipment. The front-drive bias is not really noticeable, but then neither is the transition where the computer begins to engage the rear multi-plate clutch to turn the rear axle into an active participant.
There’s certainly no lack of grip at any stage of a typical corner, and even the odd unexpected damp patch poses no awkward questions. Perhaps the biggest grumble would be the tyre roar at highway speeds, but that’s often the price of performance rubber.
BMW 1 series
The launch drive for the 1 Series included some outer-suburban Melbourne traffic, a stint of highway driving down towards the Mornington Peninsula, and a semi-rural road loop for each variant before the return journey.
So, noting that we didn’t quite get the chance to really work out what it might be like to live with the 1 Series day-to-day, first impressions showed good signs.
Both variants still drive much like you’d expect from even a front-drive BMW, let alone the AWD M135, but the chassis and suspension seem like they’d be good counterparts on a daily drive.
In the M135, communication and compliance seemed well-balanced with each other for even some particularly rough surfaces, and after torrential rain there were some potholes that would properly upset most cars that didn’t faze the 1 Series too much.
The 118 seemed to let a little more road noise into the cabin, but that might have been a symptom of different road surfaces.
The steering is accurate, but the feel in both is a little heavier than needed, especially with the thick-rimmed BMW steering wheel that you’ll know about if you’ve driven anything from Munich in recent years.
It’s a very easy car to drive fast, especially with the combination of 233kW, 400Nm, and all-wheel drive at the M135’s disposal.
The chassis and tyres work quite well together to not only hold a corner at impressive speed, but also keep the car stable so that traction isn’t an issue when launching out.
There’s also the joy of hearing a turbo spool and flutter under load, which is hard to deny as a draw for petrolheads.
Safety
Audi S39/10
No surprises for guessing that Audi has this angle absolutely covered.
Some driver-assistance technologies have now filtered down from larger more expensive Audi models, and are standard fitment on the S3. Those include collision-avoidance assistance, lane-departure warning, rear cross-traffic assistance and parking assistance programs.
There’s also adaptive cruise-control, hands-on detection, traffic-jam assist, exit warning, a rear-view camera and a tyre-pressure monitoring system.
You also get the usual six air-bags including side-front bags and curtain air-bags at head height for rear-seat passengers. The S3 also gets a centre-front air-bag; a move that is likely to become a lot more widespread in the not-too-distant future and is designed to avoid head clashes between the front-seat passengers in a side impact.
Autonomous emergency braking is fitted and can also detect pedestrians and cyclists; a first for the S3.
The S3 scored a maximum five stars for safety in ANCAP testing.
BMW 1 series
There’s plenty of active safety in the new 1 Series, new kit includes an updated 'Driving Assistant Plus', BMW calls it.
It features all the driving assist functions like lane departure warnings and rear cross-traffic alert, but the M135 gets a higher-spec version with extras like front cross-traffic alert, side collision prevention, and evasion assist.
This can be added to the 118 for $5000 in the Enhancement Package, but it seems a bit stiff to put safety features behind a paywall alongside items like a sunroof and a high-end audio system.
Mercifully, the 1 Series’ active safety systems are all pretty unobtrusive. There are very few ‘bings and bongs’ as we’ve come to call them, and any warnings are generally subtle.
There’s a quick way to turn most of them off via a physical button near the gear selector, and its adaptive cruise control is well tuned for urban, highway and rural driving.
Otherwise, the third-gen 1 Series scored five stars with ANCAP in 2019, so we will wait and see if its successor maintains that score.
It’s also got six airbags including front and side, as well as curtain airbags covering both rows.
Ownership
Audi S37/10
Audi has finally had to cave in and extend its warranty to match its competition. So, any new Audi sold after January 1 this year moves up to a five-year/unlimited kilometre factory warranty; a big step up from the previous three years of cover.
S3 buyers can also opt for Audi’s five-year service plan which costs $2580. Servicing is set down for every 15,000km or 12 months.
BMW 1 series
BMW’s got a fairly standard five-year/unlimited kilometre warranty.
The brand also uses a condition-based servicing system, which uses the multimedia to alert the owner when maintenance is required.
There are servicing packages which remove some of that uncertainty, in the 1 Series’ case a five-year, 80,000km pack costs $2210.