Audi RS3 vs Toyota Camry

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.

Ah, gotta love a sedan that knows its audience and the ninth-gen Toyota Camry Ascent proves once again why it’s a popular choice.

On top of the space and practicality, you get a shiny new design and technology. Overall the Camry Ascent is a well-rounded base-model - what’s not to love?

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.

There is a strong 'taxi'-association with the Camry because of how popular it is as a commercial fleet car and while the design has been updated and modernised, that vibe still remains. It's a Camry, after all.

But the new tapered nose with its slim LED headlights look sharper than the previous model and the rear slopes into a neat spoiler that accentuates a sharper rear end.

The new design looks far more modern and dare I say it: sporty.

A lot of the changes are in the cabin where the Camry benefits from a completely restyled dashboard that looks sleek and stylish, with the tech screens integrated into the panelling.

The cockpit still feels very driver-oriented, which is always appreciated, but now not at the expense of the front passenger.

The cloth seats look much nicer than the standard basic stuff you usually get and there are enough tactile dash and door panels to make it feel cosy, despite it's soft-touch points still looking too plasticky.

The overall feel for the cabin is one that is pleasant and well-built, although cloth seats always give me anxiety when kids are around.

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.

Sedans tend to fly under the radar when people think of cabin space but that's a mistake. Head- and legroom in both rows will make taller occupants very happy and the transmission tunnel isn't massive, so middle seaters will still be able to get comfortable.

Despite being a low-profile car, access is easy enough and it's only the sloping roofline at the rear that might make you bump your head as you get in.

Seat comfort is excellent with thick padding and cushioning to be enjoyed. The front seats are manually adjustable but lack lumbar support, which you'll notice on a longer trip.

The window sills don't sit too high, so my seven-year old had a good view this week but the cloth seats have upped the anxiety as he tends to be messy. He also loves having directional air vents and that keeps him happy on hotter days.

Storage is great for the class with a 7.0L middle console, large glovebox that can hold a manual and other bits, two map pockets, four cupholders, four drink bottle holders, a sunglasses holder, and a functional centre console tray that has multiple cubbies to delight those that travel with lots of stuff.

The boot capacity hasn’t changed and sits at a large 524L capacity, which is decent for a sedan. The boot aperture isn’t too narrow either, so it's easy to access items that roll to the back. The rear seat has a 60/40 split, to open up storage as well.

The boot has a powered boot release that can be accessed via the key fob and while you have to manually close it, it's a super light lid to operate.

Technology feels well-rounded now with the upgrades and the touchscreen multimedia system sports the same system you'll find in Lexus models, which is far superior to the older Toyota software. Basically, it's simple to use and looks good, which is a great combo.

The phone mirroring apps are now wireless and that means one less cable to worry about and charging options are good with five USB-C ports (3/2), and a 12-volt socket but you do miss out on a wireless charging pad at this grade level.

Basically, the Camry now offers better technology and style but the practicality of the cabin remains at an all time high.

There are now only three model grades available for the Camry and they are all offered exclusively with a hybrid powertrain. The model on test for this review is the enrtry-grade Ascent.

With the hybrid powertrain and new tech, the entry price is $4939 dearer than before and it now carries a $39,990 before on-road costs price tag. Of the mainstream medium sedan rivals, only the ageing Mazda6 Sport sedan is more affordable at $36,290 MSRP.

What’s interesting to note is that some of its other rivals, the new Honda Accord e:HEV RS and Skoda Superb, are only offered in one highly-specified grade and they come with corresponding price points. The Accord sits at $64,900 drive-away, and the Superb at $69,990 drive-away. So, if you’re in the market for a sedan, there is a good sense of value for the Camry at the moment, despite its price hike.

Standard equipment for the new Camry includes cloth upholstery, an 8.0-inch touchscreen multimedia system with satellite navigation, Toyota Connect app, wireless Apple CarPlay and Android Auto, dual-zone climate control, keyless entry and start, 7.0-inch digital instrument cluster, digital radio and Bluetooth connectivity.

Practical features include 17-inch alloy wheels, temporary spare tyre, power-release boot lid, and manual release buttons for the rear seats in the boot area.

Strangely though, the base model still misses out on rain-sensing windscreen wipers for some reason.

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 2025 Camry has the new and improved hybrid system that Toyota is rolling out and a redesigned electronic continuously variable transmission (CVT) – both changes are welcome to the 2.5L four-cylinder engine.

This combo produces up to 170kW of power, which is up from the previous model but the torque remains the same at 221Nm. 

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.

The outgoing model had an excellent combined fuel cycle figure already but the new hybrid system improves it again to just 4.0L/100km. With the 50L fuel tank, that gives you a theoretical driving range of up to 1250km. Outstanding for a family car!

After doing 803km this week and those kilometres being mostly open-road driving, which is where hybrids are at their least efficient, my real-world figure was 4.4L, which is still great. Expect it to be even better in the city.

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.

Toyota really does the hybrid thing well – the engine and electric motor handle duties effortlessly between them, with minimal fuss like noise or gear changes.

The well of power feels deep enough to really let it loose on the highway, if need be, but that also makes it zippy in the city.

This is sure-footed in most scenarios and I like the comfort that brings to the driving.

The steering is direct enough to feel responsive but not sporty. It handles corners well and suspension is well-tuned, so you don’t wince when you hit bumps.

Being set low and having average-sized windows means visibility can be a little hampered when heading down a hill as you bob and weave to see around the rear-view mirror and thick pillars.

The Camry is 4920mm long (33mm longer than previous gen) and it fills out a space. With it's low profile, you have to be careful not to scrape the bottom on anything but it’s still relatively nimble in a car park because of its tight steering and clear 360-degree camera system. 

The Camry has a brand-spanking new five-star ANCAP safety rating from this year (2024) and now sports eight airbags, including a front-centre airbag.

The safety features list is impressively long with all of the biggies included like blind spot monitoring, SOS call button, driver attention alert, safe exit warning, rear occupant alert, forward collision warning, LED daytime running lights, rear cross-traffic alert, lane departure alert, lane keeping aid, traffic sign recognition, intelligent seatbelt warning, a 360-degree view camera system, and front and rear parking sensors.

The adaptive cruise control has a new cornering feature, which will slow your speed down in corners but it didn't always activate and when it did, it slowed down too dramatically to make the system feel smooth to use.

All other systems feel well-tuned for daily driving.

There are ISOFIX child-seat mounts on the outboard seats and three top-tether anchor points but two seats will fit best.

The new Camry has auto emergency braking (AEB) with car, pedestrian, motorcycle, cyclist and backover function, which is operational from 5.0 to 80km/h (up to 180km/h for car).

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 Camry comes with a five-year/unlimited kilometre warranty but that can be upped to seven years if you exclusively service with Toyota and on schedule, which is good for the class.

You get five-years capped-priced servicing at just $255 per service, which is extremely reasonable and intervals are good at every 12-months or 15,000km, whichever occurs first.

The Camry likes the good stuff though and only drinks a minimum of 95 RON unleaded petrol.