Audi S1 Sportback Quattro

Let's get the biggest number out the way first. Four hundred and fifty thousand. That’s how many ZARs it will take to buy this small five-door hatchback (the three-door hatch derivative is about R8k cheaper).

Yes, it’s pricey. But there are a few other heavy numbers that go some way to balancing the other side of the scale…

Try 170 kW and 370 N.m. These are the big-for-a-small-hatch outputs generated by the newcomer’s 2,0-litre TFSI engine which it shares with the Audi S3 and the Golf R (which cost roughly R50k more). In the S1, it’s detuned from 206 kW to 170 and, as is the case with its brother and cousin, the S1 comes equipped with permanent all-wheel drive in the form of Audi’s Quattro system.

Drive is directed primarily to the front wheels, but up to 50% can be channelled to the rears via a hydraulic multi-plate clutch located on the rear axle. All this power and traction translates into a claimed zero-to-100 km/h time of 5,8 seconds and 250 km/h top speed.

Given that the A1 platform (shared with the VW Polo) is front-wheel drive, the S1’s underpinnings particularly the rear of the car have been extensively revised to accommodate the Quattro drivetrain. For one thing it’s meant there’s no space to fit a dual-clutch transmission (DSG) and the S1 is available only with a six-speed manual gearbox.

For the first time in the A1 range, you get Audi’s Drive Select system that lets the driver choose between efficiency, dynamic and auto modes.

The S1 also gains a heavily revised rear suspension and, instead of the torsion beam configuration on the cooking A1s, you now get independent rear suspension in the form of a four-link setup. The front retains the MacPherson struts with lower wishbones and front axle also gets modified pivot bearings the latter of which are said to enhance the Audi’s turnin. In another first for the A1 range, the S1 features electromechanical steering.

As is the case with most of Audi’s “S” derivatives, it’s not always easy to spot one in a crowd. Actually your best chance of spotting the S1 would be now because it’s sporting all the facelifts the rest of the A1 range will see only in May. This includes new xenon headlamps and taillamp clusters that incorporate LEDs with horizontally structured graphics, and a revised grille and bumper (the facelifted A1 range will also see the introduction of new 3-cylinder turbo engines).

Besides these facelift elements, the S1 also gets a bespoke bumper, small roof spoiler, and quad exhausts. Inside, there’s S1 insignia embroidered or stamped on various interior bits, the usual grey-toned instrumentation Audi S derivatives have, and brushed aluminium pedals.

There is a R22 590 Super Sport Seat option that gives you bucket seats with nappa leather and colour-coded rear plastic cowlings that’s repeated around the gear-lever housing.

If you think this little Audi must therefore be a properly quick car, you’re quite correct ... At the launch we got to drive it at Kyalami and on the highway back to OR Tambo. You can’t tell much on the highway, of course, though it does highlight the 2,0-litre’s valvelift system that gives you access to more torque at lower revs; handy when driving in traffic. The track, though, reveals one or two of the S1’s other characteristics...

It tells you, for example, that the S1’s all-wheel-drive system is adept at railing you out of corners as it is in models that are much higher in Audi’s product range. Yes, it can be a tad understeery, but that’s more about driver error than automotive deficiencies. Go in too hot, scrabble for brakes and then get on the power too soon and the S1 will understeer a little. Having said, most other cars would understeer much more in the same situation.

Aiding and abetting this dark magic is a torque-vectoring system that actively pushes the hatchback’s rear around under sharp cornering. Its action is a little disconcerting at first, but a driver should quickly adapt to what the car is trying to do and adjust driving style accordingly.

Even in detuned mode, the S1’s 2,0-litre turbopetrol provides big dollops of shove right through the gears, which makes it easy to select the suitable ratio for each of Kyalami’s various bends. Initially, for example, I was changing down to third gear for some high-speed corners, but I subsequently learnt that keeping the shifter in fourth provided more than enough power.

The newcomer is certainly expensive, but it’s a niche model that will appeal to fans who like its rarity value. Indeed, there is another number to counter-balance the R442k and it’s 75. That’s the number of S1s that have been allocated to SA for 2015, guaranteeing prospective owners relative rarity, and so far some 40 buyers in SA have put their names down.

With Audi confirming that there will be no RS1, it means your S1 will remain the top-dog A1 model. And that number one, once added to the metaphorical scale, is the final weight that makes what initially seemed like an out-of-kilter deal altogether more attractive. Even Stevens, I believe they call it.