Audi RS3 vs Land Rover Defender

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.

The Land Rover Defender 130 P500 V8 is big, roomy and great to drive. It’s supremely plush without sacrificing practicality and if you’re in the market for a spacious, comfortable and refined package and aren’t afraid to open your wallet, then this long Landie is well worth your consideration.

Do you need the V8? Of course you don’t – and the diesel variants make a lot more sense anyway in terms of day-to-day fuel efficiency – but, geez, it's a lot of fun to drive.

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.

The Defender 130 measures 1970mm high, 5358mm long (including rear-mounted spare wheel; 5099mm without), and 2105mm wide (with the wing mirrors out). It has a 3022mm wheelbase and a listed kerb weight of 2745kg (unladen).

It is big, but really it’s no more intimidating to drive than a Toyota LandCruiser 300 Series or Nissan Patrol.

Upper large SUVs have a Federal Chamber of Automotive Industries-defined footprint bigger than 9801mm – think 300 Series LandCruiser (close to 5.0m long), Hyundai Palisade (almost 5.0m long) and Nissan Patrol (almost 5.2m long).

In terms of styling, the 130 strikes an effective balance between the distinctive shape and spirit of the old-school Defender with the new-generation’s pomp and presence – and the striking Carpathian Grey paint on this variant complements that blend.

The current-generation Defender is no city-soft shadow of its former adventure-tackling self that Landie lovers everywhere feared it might be. But it’s modern and sleek enough to put the minds of urban dwellers/weekend warriors at ease.

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.

The Defender 130 is well-suited to people-carrying duties thanks to its three-row seating.

And don’t forget this test vehicle has (optional) Captain Chairs in the second row. 

The cabin has a distinctive premium look and feel about it, without sacrificing anything in terms of just how practical it all is. It’s a pleasant mix of durable materials – carpet mats and soft-touch surfaces – and stylish touches, such as a metal Defender-stamped section in front of the front passenger. 

Layout is user-friendly and this is an easy cabin in which to swiftly become comfortable as all controls easy to locate and operate even when busy negotiating with your teenagers who gets what song next.

Storage spaces include a deep centre console, glove box, twin cupholders between driver and passenger, sunglass storage, door pockets and shallow spaces positioned about the cabin for your everyday carry gear.

Charge points include USB-Cs up front and a wireless device charging tray.

The driver and front passenger get ample room and plenty of amenities and those behind them also fare well with adequate room for everyone – even those in the third row. 

All seats are comfortable and the front seats are 14-way power-adjustable with heating, cooling and memory.

The second row – two outboard Captain Chairs in this test vehicle – have a headrest and armrests for both passengers.

The third-row seats are heated and configured in a 40/20/40 pattern.

The rear cargo area is small in this seven-seater, although it offers a listed 389 litres with all three rows up and in use. That area has a sliding cover (which conceals your valuables from the prying eyes of nefarious types), cargo-restraint points, power sockets and a shallow underfloor storage space.

With the third row folded down, there is a listed 1232 litres of space. The maximum loadspace volume behind the front row is a listed 2231 litres.

There is a lot more to admire inside this Defender’s cabin for those who love the interiors of plush SUVs, but rather than spending my time stroking leather accents, going ‘ohhhh-ahhhh’ over a sunroof or reflecting on the butt-warming benefits of a heated seat, I like to actually drive. 

So I did. A lot.

The 2025 Land Rover Defender 130 P500 V8 has a manufacturer’s suggested retail price of $216,197 (excluding on-road costs). But because our test vehicle has a raft of options onboard – matte protective film ($6840), 'Carpathian' exterior pack ($2400), second row heated and cooled a pair of Captain Chairs with winged headrests as the second row ($1930), Carpathian grey premium metallic paint ($1040), and a rubber load space mat ($320) – it has a price as tested of $228,727 (excluding on-road costs).

The Land Rover Defender 130 P500 V8's standard features include an 11.4-inch multimedia touchscreen (with Apple CarPlay and Android Auto), wireless device charging, a head-up display, interactive driver display, as well as 22-inch satin dark grey wheels, quad outboard-mounted exhaust pipes, 'Terrain Response 2' with 'Dynamic Program', privacy glass, a heated steering wheel and an electrically-adjustable steering column.

Also included are bright metal pedals, configurable cabin lighting, a load space cover, satin chrome gearshift paddles, illuminated metal tread plates (with V8 branding), four-zone climate control, 'Ebony Windsor' leather and Kvadrat (wool blend textile) seats, Meridian audio, 'Online Pack' (with data plan), a head-up display, a 12V power socket in the boot and the 'Pivi Pro' multimedia system.

Paint choices on the Land Rover Defender 130 P500 V8 include 'Fuji White' (solid) or 'Santorini Black' (metallic with body-coloured roof) – or you can opt for 'Carpathian Grey' (premium metallic with black contrast roof), which is a $1040 option (price correct time of writing).

This Defender is available with the 'Extended Black Exterior Pack' ($1707) or the 'Carpathian Exterior Pack' ($2396).

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.

The Land Rover Defender 130 P500 V8 has a 5.0-litre supercharged V8 petrol engine (producing 368kW at 6000-6500rpm and 610Nm at 2500-5000rpm), an eight-speed automatic transmission and all-wheel drive system.

This is a very effective and fun combination of gutsy V8 and clever auto.

The Defender has permanent all-wheel drive and a dual-range transfer case with high- and low-range 4WD.

It also has Terrain Response 2, an off-road-focussed driver-assist system, which will make any off-roading newbie look and, more importantly, feel like a dirt-track driving champion.

The system includes switchable modes - 'Grass/Gravel/Snow', 'Sand', 'Mud and Ruts' and 'Rock Crawl'. 

This tech optimises throttle response, engine outputs, transmission shifts and diff control to best suit the terrain. It also has centre and rear diff locks.

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.

Fuel consumption is listed as 12.7L/100km and that's on a combined (urban/extra-urban) cycle. On this test I recorded 14.9L/100km.

The Land Rover Defender 130 P500 V8 has an 90-litre fuel tank so, going by my on-test fuel figure, you could reasonably expect a driving range of about 604km from a full tank. 

Fuel requirement is 95 RON premium unleaded. 

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.

What's it like to drive? It’s bloody great.

This is a big vehicle – have I mentioned that already? – but powered by this V8 the Defender 130 punches along with nary a care in the world. 

Throttle response is crisp, and the 5.0-litre supercharged petrol’s 368kW and 610Nm are always readily available for a snap-punch standing-start, or to smoothly and safely overtake other vehicles on the open road.

This Defender has an official 0-100km/h sprint time of 5.7 seconds and a listed maximum speed of 240km/h!

By the way, it doesn’t hurt that the V8’s growl is piped through quad outboard mounted exhausts.

The eight-speed automatic transmission is supremely clever but the shifter’s stubby size and awkward location (under the multimedia system’s touchscreen) is annoying.

Otherwise, this V8 130 is smooth and refined, with tremendous road-holding abilities despite a Landie legacy of past-generation Defenders being about as composed as dodgy tractors.

What’s more, comfort levels are exceptional in a vehicle model once considered a form of punishment in which to travel.

Steering has a well-weighted driver-friendly feel to it and this upper large SUV never feels too cumbersome to navigate through even busy city streets, even though it has a turning circle of 12.8m.

Some body roll creeps in every now and again – especially when you become energetic throwing this giant around corners, etc – but otherwise this big bulky vehicle is well controlled and comfortable.

The air suspension negates the majority of thumps and bumps you might be expecting to get from a vehicle riding on 22-inch wheels and low-profile tyres over irregular road surfaces.

Our test vehicle was on 22-inch rims and 275/45 R22 Continental CrossContact RX “SUV performance” tyres, which are fine for driving on sealed surfaces, but if you’re looking to do any off-roading in this Defender get a set of more appropriate all-terrains.

I wasn’t driving the 130 to test its 4WDing prowess this time, but it’s still worth noting the Defender’s off-road measurements include 293mm of ground clearance (with air suspension), a wading depth of 900mm, and approach, departure and ramp-over angles of 37.5, 25.8 and 27.9 degrees, respectively.

This Defender 130 has a gross vehicle mass (GVM) of 3380kg and a gross combined mass (GCM) of 6380kg.

It has an unbraked towing capacity of 750kg, and braked towing capacity of 3000kg (with maximum 300kg on the towball), which is somewhat of a disappointment and sub-par for the upper large SUV segment.

The Defender 130 does not have an ANCAP safety rating but it does have plenty of safety gear as standard including a plethora of airbags (driver, front passenger, and first, second and third row (head) and side for first row passengers).

Driver-assist tech includes AEB, adaptive cruise control, driver condition monitor, blind-spot assist, lane keep assist, a 3D surround camera, 360-degree parking aid, traffic sign recognition and adaptive speed limiter and more.

It has other tech, such as ‘transparent’ bonnet view, wade sensing, a tyre pressure monitoring system and tow hitch assist, which comes in handy for on- and off-road tourers.

It also has child-seat top tether anchorage points on the backs of both second-row seats and all three third-row seats. And there are ISOFIX anchors on the second and third row outer seat positions.

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.

The Defender has a five year/unlimited km warranty with five years of roadside assistance included.

The vehicle will let you know when it needs to be serviced – isn’t it bloody clever? – and prepaid service plans are set for five years/130,000km (maximum km) at a total cost of $3750.