Flatten the accelerator and the engine wakes up and chimes in with a not-so-subtle thump of 273lb ft from about 2000rpm, but by 4500rpm, the show is over, more or less. The engine will still pull cleanly, but no more urgently, nearer the redline. Given that its four-cylinder growl lacks a little bit of detail and audible charm, you’d say the engine is both impressive and effective – but it’s short on enticing character.
More transformative than that engine, in fact, is the S1’s four-wheel drive system. It's a proprietary set-up driven by a multi-plate clutch rather than the passive, Haldex-type system that Audi has used on its transverse-engined cars in previous years.
Under normal conditions, it splits engine torque 60/40 front to rear, but when wheelspin is detected up front, up to 50 per cent of drive goes rearwards. So there’s always a healthy portion of power at the rear wheels, whether the front ones have started to run out of grip or not.
The upshot is that the S1 corners quite sweetly. Audi’s habitual bias towards handling stability is a little bit in evidence; the car’s front end doesn’t exactly dart towards an apex, and you have to work quite hard to induce any throttle-off slip from the rear. But still, the S1 feels quite grippy and direct enough on turn-in, when there’s very little body roll to eat away at directional response.
Passing the apex and from there on out, you drive the S1 more like a Mitsubishi Lancer Evo or a new Golf R than a Mini JCW. Ask for power early to wake up that turbo, let the driveline worry about which axle to send it to, trim your line with the steering as that driveline introduces some neutral cornering attitude and be ready with the next gear – because you’ll need it sooner than you think.
It may not quite be the match of what’s on offer in a Ford Fiesta ST or a Mégane RS, but there’s plenty fun to be had if not a great deal of delicacy. The car’s torque-centric powertrain can also feel a bit brutish if you time your gearchanges badly or you’re injudicious with the accelerator.
The ride is flat but ever-firm. Very firm with the variable dampers operating in Dynamic mode. Uneven cross-country roads tend to flummox the chassis slightly, leaving the car either to thump and hop its way onwards over the bumps or to fidget and pitch just hard enough to suggest you should ease off until the smooth surfaces return.
And four-wheel drive or no, the car’s 273lb ft of torque is more than enough to corrupt the car’s steering – which is otherwise nicely weighted but isn’t as informative as it might be.