Audi RS3 vs Kgm Actyon

What's the difference?

The Audi RS3 is a special hot hatch and sedan I’m so glad I experienced before its five-cylinder engine is inevitably retired due to emissions regulations. Full of character and charisma, this car is far from a rational purchase, pitched at boy racers who don’t want to grow up just yet.

From a value perspective, too, while the asking price has crossed the six-figure threshold and the option prices add thousands, it’s still much cheaper than the Mercedes-AMG A45 S. Make of that what you will.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Is all of the above enough to spur you into Actyon? It should be, or at least make your medium-SUV shortlist.

Bold styling, keen pricing, an inviting cabin, loads of space and an involving driving experience make the new KGM everything we wanted from but never really got from the old SsangYong.

A bit more torque, a little less thirst and a softer ride would make a surprisingly good family-friendly medium SUV a real crowd pleaser.

We’re looking forward to what else KGM has coming in the future.

Audi has made some subtle tweaks to the RS3 that has somehow made this snarling hot hatch look even angrier.

Up front there’s a new fascia featuring more open sections, which in turn improves air flow. A black styling package is now standard so it almost looks like the entire front is open and ready to eat you alive.

The matrix LED headlights now have a darkened finish which adds to the menacing look. There are new signatures, including a special chequered flag one for the RS3 which looks top notch.

Around the side it surprises me just how much wider the front is compared to the rear. Both have big, muscular haunches, but it shows this hot hatch is a bit of a bulldog. I’m a big fan.

These haunches stand out even more when you opt for the new Daytona Grey Matte exterior paint. While the extra $11,400 for the privilege makes me wince, it looks sexy on this car.

The standard 19-inch ‘Y-spoke’ alloy wheel design remains unchanged from the pre-update car, though there’s a new, optional ‘cross-spoke’ design that looks delicious (and tricky to clean).

At the back there’s still the classic RS dual exhaust tip motif which looks mean and it’s surrounded by a new black rear diffuser with a motorsport-inspired vertical red reflector in the centre.

The new LED tail-light signature with the vertical slats is so clean and neat. It looks particularly great in low-light situations or at night.

Inside, the biggest change is the new RS steering wheel with the flat top and bottom. As standard it’s wrapped in perforated leather, but with the optional RS Design package it’s wrapped in 'Dinamica' synthetic suede. I much prefer the standard leather-wrapped unit as the Dinamica likely won’t last in the long run, especially if you’ve got clammy hands.

Other changes include more interior ambient lighting on the door cards through small slits, as well as a new shift-by-wire gear selector. The digital instrument cluster and touchscreen multimedia system set-up remains unchanged which is no bad thing because they look fantastic.

It’s disappointing Audi has stuck with an extensive use of piano black on the centre console because this gets dusty and grimy very quickly, and then can get scratched easily when wiped clean. It now also features on the steering wheel buttons, which are frequent touchpoints.

KGM currently sells no fewer than three medium-sized SUVs of roughly similar dimensions.

There’s the more-compact Korando (which arrived in 2020), the bigger and boxier Torres (released in 2024) and, of course, the new Actyon. While all sit on variations of the same monocoque-bodied platform, the newcomer benefits from additional development (and funds) under KGM ownership.

Not obvious unless viewed together, the Actyon is designed to be a sportier and more coupe-like take on the Torres, and is slightly lower at 1680mm as a result. But it’s also a bit longer at 4740mm and wider at 1920mm wide. Both share the same 2680mm wheelbase.

This may seem an extravagant niche for KGM to pursue, but it claims the original SsangYong Actyon (unveiled in 2005) beat the admittedly far-more influential BMW X6 by about three years, to become the world’s first productionised coupe-style SUV.

Whatever, today’s Actyon is a sleeker and perhaps prettier design than the Torres, with obvious Range Rover (Evoque, Velar) homages throughout, particularly when it comes to the lighting elements.

According to KGM, the grille’s lighting design is inspired by the four symbols found on the South Korean flag, representing heaven, earth, water and fire.

A nod to SsangYong’s reputation for tough, rugged vehicles are the controversial bonnet-mounted ‘handles’, a decent ground clearance rating of 206mm, squared-off wheel arches, unusually-wide C-pillars and clear Jeep Grand Cherokee overtones in the tail-light and other rear-end treatments.

What should be a visual mess seems to meld together cohesively regardless of influence, making the Actyon a distinctive, handsomely-offbeat design.

The RS3’s standard sport front seats are deliciously comfortable and offer plenty of electric adjustment. This means people of any size and stature should be able to find their desired seating position.

Thanks to the electric lumbar there’s also a massage function for the front seats. This is pretty cool to flick on and relax into, but I wish the massage was a little stronger.

While the new steering wheel looks cool interacting with the buttons on it can be a bit of a hassle. They’re touch-sensitive but do have a satisfying click if pressed harder.

There were moments where I accidentally clicked on the buttons during intensive track driving as my hands were at the nine and three o’clock positions. Not the best thing when you’re meant to be focussing.

The digital instrument cluster offers so much configuration you won’t know what to do with yourself. There’s even a new rev counter design especially for the RS3 which looks very cool.

Moving across, the touchscreen multimedia system is classic Audi. It’s easy to navigate around and hard to get lost in the sub-menus. There’s also wireless Apple CarPlay and Android Auto connectivity which is virtually a given now.

While you need to use the touchscreen for a number of features, I appreciate how Audi has retained so much physical switchgear up front. It’s particularly handy to have physical toggle switches and a small digital display that’s separate from the touchscreen for the climate control.

Another piece of physical switchgear I like up front is the rotary dial for the media controls on centre console. It’s much like an iPod, allowing you to change the volume if you rotate your finger on it like a click-wheel. Major throwback vibes.

In terms of storage up front, it’s decent but not outstanding. There are two cupholders, a wireless phone charger, a centre console box as well as a lockable glove box.

Moving to the second row, it’s clear it’s more for the sake of it, rather than having a space you’d want to use all the time. At a leggy 182cm tall, I have minimal legroom behind my own driving position.

With headroom, it’s adequate in the hatchback and not great in the lower-slung sedan. I need to kink my neck in the latter to fit, which isn’t comfortable.

The second-row bench seat is comfortable, offering enough support for short-to-medium trips. I wouldn’t want to get stuck back there for too long, however.

In terms of amenities, there are air vents mounted on the back of the centre console with a dedicated third zone of climate control, two USB-C ports, nets on the seat backs as well as a fold-down centre armrest with cupholders.

At the back there’s a power tailgate for the hatchback, however the sedan only has a power-opening boot lid. This means you need to manually shut it, which isn’t uncommon for sedans.

Boot space in the RS3 is a weak spot due to all the componentry for the all-wheel drive system and the tricky rear clutch set-up. There’s only 282L for the hatch and 321L for the sedan, which isn’t much.

In reality, however, the boot space is still usable. It’s fairly square and there’s barely any boot lip, meaning you can slide things in and out with ease.

Boot-related amenities include a netting system to keep things from sliding around, a light, some hooks and a 12V socket. There’s also a parcel cover for the hatchback.

Unfortunately there’s no spare wheel of any kind under the boot floor in the RS3 as this is where the 12V battery lives. Instead there’s a tyre repair kit. This isn’t uncommon in performance cars, though it’s disappointing if you frequently travel in the country, away from tyre repair shops.

Inside is where the Actyon really gets into its groove, as an impressive, thoughtfully engineered family-sized SUV.

Big doors open up nice and wide, revealing a welcoming interior, with a sense of space and airiness, aided by deep windows, large mirrors, a lofty driving position and – in our top-spec K60 test vehicle – the vast glassy sunroof above.

The sporty front seats look and feel fab, fit like a glove and offer plenty of adjustability for a broad range of backs and bottoms alike.

A chunky square-ish steering wheel is good to grip, and, along with the instrumentation’s distinctively angular graphics, gives off lots of BMW vibes.

In fact, it is clear that KGM has been inspired by its latest round of up-spec Kia, Hyundai and even Genesis compatriots when it comes to the Actyon’s fit, finish and presentation. There seems to be no concessions of quality or ambience in order to maintain the Actyon’s keen pricing, and that’s remarkable.

Especially as most things work so well.

Let’s take the 12.3-inch central display. No physical buttons are present, unfortunately, and that’s probably partly due to the modern, clean, horizontal look that today’s designs seem to adopt wholesale.

However, the difference here is that it does not quite suffer the same pitfalls as normal software-based, electronics-heavy set-ups.

Along the left side of the main screen border is a row of permanent fast keys for home, media and climate. Up the top of it is a tab for a temporary menu for fast access to driving modes, stop/start on/off, traction control, camera views, vehicle settings and general settings. While down the right-hand side of the screen border and close to the driver for easy access is a swipe-left tab for a detailed computerised climate-control display. This takes up one-third of screen real estate.

Sounds complicated but it is actually disarmingly intuitive. You're still prodding and swiping screens, and that’s always a potentially-dangerous distraction. But at least nothing is more than a double action away. And almost all functions are also accessible in a dedicated widget home screen. Handy.

Helpfully, KGM also provides a big, physical button on the steering wheel as a ‘favourites’ fast-key to whatever you use most. We set ours for direct drive mode access.

Meanwhile, all of the Actyon’s other main cabin functions, including the climate control, endless storage, twin USB-C ports, varying interior lighting and audio sound of adequate quality, operate without complaint.

Now, while the upper-level materials seem premium, cold and hard lower plastics beg to differ, yet they neither look nor smell cheap, so that’s a win.

But all these favourable first impressions don’t mean there isn’t any room for fixes in this South Korean family truckster.

At the very top of that list should be turfing out the very, very fiddly drive selector. Imitating Volvo’s infinitely more-effective toggle functionality, it needs two, three and even four stabs at selecting Drive or Reverse before engaging. This is a form of torture.

Running close behind is a multimedia system that needs at least 20 seconds to boot up on initial start-up. Not every time, just after a period of inactivity. Painfully slow, it’s also a hazard as the reversing camera won’t operate during this time! Fail.

Other annoyances include the lack of digital radio and wireless Apple CarPlay/Android Auto, meaning you’ll need a cord to access both via your smartphone. And finally, that C-pillar is a massive blind spot.

Meanwhile, out back, all the expected (but not always available in others) amenities are present, like air vents, twin USB-C ports, overhead grab handles, reading lights, coat hooks, a folding armrest with cupholders and an abundance of storage.

But there is also a shocking number of surprise and delight features, including electric front passenger seat adjustment – for slide and recline, adjustable backrest angles, outboard seat heaters, side window blinds, tablet holders incorporated into the back of the front headrests, shallow pockets for smartphone storage set within the larger map pockets, huge door pockets that can hold a 1.5-litre bottle and a back-row speaker-mute function for weary rear-seat travellers needing peace.

When parked, there’s enough space with the backrests dropped for a 180cm person to sleep flat on their back, highlighting the 1440 litres of cargo capacity, or an impressive 668L with all five seats up.

The only note here is that there is no luggage cover to hide valuables (or snooze underneath). Lucky the glass is all heavily tinted. Beneath the floor is a space-saver spare wheel, thankfully.

Overall, then, the Actyon’s cabin is a cavernous, classy and well-equipped affair.

If you love an underdog, you’ve come to the right place, because the Actyon – a portmanteau of action and young – is a minor player in a major league.

Medium-sized SUVs represent Australia’s largest automotive segment. So, to help get the ball rolling, even the ‘base’ K50 grade borders on bountiful.

Kicking off from $47,000, drive-away, you’ll find unexpected little luxuries like quilted leather and heated outboard seating front and back, powered and ventilated front seats, rear privacy glass, a heated steering wheel, multi-coloured ambient lighting, automatic walk-away locking, a powered tailgate (with motion sensors) and 20-inch alloys. Entry level, remember.

Plus, a space-saver spare wheel is fitted. Rural drivers thank you, KGM!

These come on top of most of the expected modern amenities, including climate control, embedded satellite navigation, a 12.3-inch touchscreen (alongside a same-sized electronic instrument display), wired Apple CarPlay/Android Auto, heated/powered folding mirrors, a reverse camera and parking sensors all around.

Thankfully, there’s also a decent wedge of advanced driver-assist safety, like autonomous emergency braking (AEB), lane-support systems and adaptive cruise control. More on those in the Safety section later on.

For an extra $3K, the K60, from $50,000, driveaway, adds a 360-degree-view camera, a panoramic sunroof with a solid shade (again, something Australians want), rear door blinds and a wireless phone charger.

But there are a few conspicuous omissions. No Actyon offers head-up instrumentation, digital radio, wireless CarPlay/Android Auto or the option of either a hybrid powertrain and/or all-wheel drive (AWD).

Still, from a value perspective, that’s a lot of kit for the cash. K60 money can’t buy you more than a basic RAV4 GX (albeit a hybrid), while you’re only at mid-grade Outlander LS, Sportage SX, Tucson Elite and X-Trail ST-L 2WD petrol.

And that’s not even taking in the Actyon’s extra length and girth that make this five-seater seem like it should offer a third row, or the very striking styling.

So far, so good.

The Audi RS3 is still powered by a 2.5-litre turbocharged five-cylinder petrol engine which produces an unchanged 294kW of power and 500Nm of torque.

This is mated to a seven-speed dual-clutch automatic transmission with drive sent through an all-wheel drive system.

Audi claims both versions of the RS3 can do the 0-100km/h sprint in just 3.8 seconds, which is technically 0.1 seconds faster than a Mercedes-AMG A45 S. Top speed is electronically limited to 250km/h.

A familiar unit if you’re an existing Korando or Torres driver, the Actyon uses a 1.5-litre, four-cylinder, direct-injection, turbo-petrol engine.

Delivering 120kW of power at 5400rpm and 280Nm of torque between 1500-4000rpm, it drives the front wheels only at this stage via a six-speed torque-converter auto supplied by Toyota-owned Aisin.

With a power-to-weight ratio of nearly 73kW per tonne, it falls behind the larger-capacity 2.5-litre non-turbo alternatives as found in the Mazda CX-5, but matches rival 2.0-litre non-turbo units as used in the Sportage and Tucson.

A trio of driving modes are offered – 'Normal', 'Sport' and 'Winter' (to control traction in slippery conditions) – while a handy pair of paddle shifters allow for some manual-ratio manipulation, though it will still change up automatically rather than bounce on the rev-limiter.

The KGM also follows class convention in its double wishbone front and multi-link independent rear-suspension set-up, though it boasts higher-than-usual ground clearances for a front-drive medium-SUV that’s resolutely not an off-roader.

Towing capacity is rated at 1500kg with a braked trailer and 750kg unbraked.

The Audi RS3 sedan is claimed to consume 8.2L/100km, whereas the RS3 hatch is claimed to consume 8.3L/100km, both on the combined (urban/extra-urban) cycle (ADR 81/02).

Both body types come with a 55L fuel tank and require a minimum of 98 RON premium unleaded petrol.

During my testing I saw an average of 9.6L/100km according to the trip computer. We did around 200km of higher speed driving heading east out of Melbourne, including some spirited sections.

Our on-test figure translates to a range of 570km on a full tank of petrol.

Without even mild-hybrid-style electrification to help improve efficiency, how does the Actyon perform when it comes to fuel economy?

The official combined cycle (urban/extra-urban) average consumption figure is 7.6L/100km with a CO2 emissions rating of 174g/km.

Which might not seem too bad, but remember this one likes to sip from the 95 RON premium petrol bowser. Filling the 50-litre tank should result in about 655km of range, on average.

So much for the theory. During our time with the Actyon, we recorded a disappointing 10.3L/100km – though it’s worth keeping in mind this included performance testing which tends to drain the tank a bit harder.

Spoiler alert, it’s a cracker.

Starting up the RS3, you’re instantly aware you’re behind the wheel of something special. Audi has made the start-up more “emotional” with this update and also “optimised” the exhaust flap control for more five-cylinder growl across a wider rev range.

When you’re on the boil, this five-cylinder sounds so fantastic. It’s the clear centrepiece of this car and I’m so happy Audi has continued to offer it.

However, thanks to the addition of a petrol particulate filter (PPF) with this latest-generation model it sounds a little muted in everyday driving. Call me a boy racer, but I want more noise.

Staying on the engine, it’s full of character and gets this small hatch and sedan moving along with ease. Even though the outputs are unchanged with this update, it’s still more than enough; 0-100km/h in 3.8 seconds shows it's more than enough.

The seven-speed dual-clutch automatic transmission in this car keeps the acceleration feeling relentless with snappy gear changes at a moment’s notice. It’s particularly fun taking control of moving between the ratios with the paddle shifters.

In slow-moving traffic, however, the dual-clutch can get a little lost and stuttery, which is a classic characteristic of this kind of transmission.

As standard the all-wheel drive system remains neutral, keeping the front and rear balanced and in check. However, if you flick to the ‘Dynamic’ drive mode you get more rear-biased action which is fun when you exit a corner with some extra heat.

There’s also still a ‘RS torque rear’ drive mode which is essentially a drift mode. Unfortunately we didn’t get to sample this during the launch program.

Additionally, there’s an ‘Individual’ mode that allows you to choose your own destiny. You could spend hours here fine-tuning your desired drive mode which is both great to see but complete nerd-core.

Like the pre-update car, there’s an electronically controlled multi-disc clutch on the rear axle which actively splits the torque between the rear wheels. However, it’s been "optimised" to allow for quicker cornering.

While this is hard to gauge without testing the pre-update and current car back-to-back, the RS3 is so dynamic it feels like you only scratch the surface on public roads. Thankfully we got to see how far we could push it on Haunted Hills, which is a fantastically complicated hill climb circuit in eastern Victoria.

In terms of the steering, there’s a progressive rack as standard which ramps up the steering intensity the more you turn the wheel. In practice, this means the lock-to-lock ratio is very short, making it easy to link up tight corners.

It also makes it easy to navigate tighter driving scenarios, like parking, though it disguises how wide the turning circle is. Expect to do three-point turns fairly often.

For the suspension, the RS3 has adaptive dampers set-up that generally errs on the sportier and firm side. There is a ‘Comfort’ mode which irons out some bumps, but larger road imperfections still transmit harshly into the cabin.

It’s also worth noting at higher speeds there’s a considerable amount of road and tyre noise that comes into the cabin. Thankfully the Sonos sound system does a great job at drowning this out.

Lastly, the safety systems in this car are generally user-friendly, though the lane-keep assist can be a little too hands-on, especially on narrow roads with poor lane markings. Thankfully you can switch this off by pressing and holding a button on the end of the indicator stalk.

Okay, this the best-driving KGM ever. No shocks there, as this is the first model under the company’s new stewardship.

But it’s also the best SsangYong ever. Faint praise maybe, considering how off-road-biased and workhorse-like so many models were/still are, yet the Actyon can hold its head up high in more-sophisticated circles.

Not that pressing the starter button reveals that straight away.

With a dinky capacity and hefty, circa-1650kg mass to overcome, the 120kW/280Nm 1.5-litre turbo four needs plenty of revs to get going, meaning there’s a moment of initial lag before the speed starts piling on. Not great if you’re in a hurry. And it's pretty vocal to boot.

Essentially, the Actyon regularly has to work harder than larger-engined alternatives to achieve the same result. A quick power-to-weight calculation tells the story: 72.8kW/tonne versus 85.6kW/tonne for the 1578kg, 135kW/245Nm 2.5-litre Nissan X-Trail.

But, once on the move, there is a decent wad of torque for spirited acceleration as well as smooth throttle responses, and enough in reserve for sufficiently quick highway overtaking. We clocked 9.7 seconds for the 0-100km/h sprint.

Three driving modes are offered – Normal, Sport and Winter. Sport holds on to the ratios for a big longer, and is best suited for open-road driving.

More torque wouldn’t go astray, though, especially when the car is fully laden.

And the six-speed auto transmission, whilst smooth, can also be slow to react to downshift requests. The abrupt and clumsy stop/start system doesn’t help when moving off the line again, either.

Things improve when on the move, aided by a handy set of paddle-shifters when you’re in the mood for some manual-mode ratio manipulation, though the software does upshift if you forget.

In the wet the KGM also feels planted. And though it does not take a lot to spin the sticky Michelin-shod front wheels, it remains composed. An AWD option would probably be a welcome addition to the range. 

You’d never call the Actyon a sports SUV, but there is a keenness to the chassis tune, reflected in the strong braking and positive steering – the latter being an absolute first for a SsangYong product.

Light enough around town to be easily manoeuvrable (with help from deep windows and surround-view cameras), it weights up nicely and consistently at speed without ever feeling too heavy, and provides just enough road grip and feedback so you can confidently push on knowing what the front wheels are doing. That’s all you can ask for in a family SUV.

Plus, the advanced driver-assist safety (ADAS) tech is pretty reigned in most times, only making itself unwelcome with occasional lane-keep assist wheel-tugging and drowsy-driver alert paranoia.

Thankfully, a quick swipe up on the multimedia screen will extinguish these and others quickly. 

Now, there’s a bit of body lean if you want to make your occupants car sick through tight corners, but a bigger problem is the Actyon’s busy/bouncy ride on anything other than smooth roads.

Blame the lack of suspension travel and standard 20-inch wheels, because they do not absorb enough of the bad stuff. 

It’s worse with one person, and the ride improves with more bodies on board, but a recalibration and perhaps smaller alloys or adaptive dampers need to be on KGM’s to-do list. It’s the only dynamic blot. Our advice is to try this on your regular commute route before you buy.

Speaking of blotting things out, the Michelin tyres’ noise-reduction abilities seem to work, and impressively at times, though adding the missing rear luggage cover might be a more-effective sound barrier over Australian coarse bitumen highways.

Still, the Actyon is neither dull nor tiring to drive. And for a new brand offering a value SUV challenger proposition, that’s better than most nowadays. 

And speaking of challenging, how does the KGM newcomer behave in independent crash testing?  

We can’t tell you, because at the time of recording, no results had been released. So, there is no ANCAP rating.

But the KGM looks like it can deliver the goods, offering a host of advanced driver-assist safety systems, including AEB, blind-spot warning, lane-keep assist and rear cross-traffic alert. And it's worth noting this tech is mercifully unintrusive (see the Driving section).

Eight airbags are also fitted (including a front-centre and full head/curtain coverage), along with adaptive cruise control, high-beam assist, front and rear parking sensors, tyre pressure monitors and LED daytime running lights.

Last, but not least, a pair of ISOFIX child-seat latch points and a trio of hooks for tether straps are fitted across the rear seat.

Like all Audis, the RS3 is covered by a five-year, unlimited-kilometre warranty. There’s also five years of roadside assistance.

Logbook servicing is required every 12 months or 15,000km, whichever comes first.

You’re able to purchase a five-year pre-paid service package for $4010. That averages out to $802 per service, which seems like a lot until you see how much Mercedes-AMG charges to service an A45 S.

RS3 owners can also purchase two-year packages to extend the warranty, roadside assistance and servicing coverage. This allows new RS3 owners to have warranty coverage for up to nine years and it’s transferable to future owners.

Owners also experience the peace of mind of a seven-year/unlimited kilometre warranty, as well five years of roadside assistance, which is better than most rivals in 2025.

Service intervals are at every 12 months or 15,000km, with alternating capped pricing of $338 or $442 per annum for the duration of those seven years.

Clearly, with such a competitive aftersales program, KGM is gunning for a firmer foothold in the most fiercely fought family SUV segment in Australia.