Cupra Leon vs Audi RS3

What's the difference?

The Cupra Leon VZe demands you give it an appropriate amount of time to get to know.

Because, as an unknown challenger brand, as a hatch in an SUV world, as a PHEV wearing an EV price tag, it is up against it. And it's too interesting a car to be summarily dismissed.

But as long as you're not expecting a pure hot-hatch-cum-ultra-economical eco warrior, the VZe is a close-enough approximation of both for it to be an intriguing and enjoyable multi-faceted small car, while also possessing a fair degree of space as well as styling flair.

If you can forgive the screwy multimedia and cope with the high pricing, there's a lot to love here.

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.

One reason why you might want a Leon over, say, one of the more common PHEV SUVs like the Mitsubishi Eclipse Cross PHEV, or even Cupra's own Formentor PHEV, is because of its pleasing, conventional five-door hatchback size and shape.

Sleek and chiselled, it is quite a looker, especially from the rear three-quarter view. And the wheels are equally pretty.

Only from front-on does the Leon seem anonymous and somewhat dated in appearance. But at least it avoids the droopy fussiness of the 308.

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.

Once standard setters, VW interiors have copped flak lately, losing the lead they once enjoyed in terms of perceived quality and functionality. A big backward step.

Within this context, the Leon's cabin is as aesthetically appealing as the exterior's, with lots of interesting angles and textures set within a broadly familiar VW-corporate multi-level dashboard design and presentation.

Most of the basics are largely fine, too. From the superbly enveloping front bucket seats and commanding driving position, to excellent ventilation and plenty of storage, there's much to commend.

The same goes for the moody, techy ambience, though it's closer to ‘chilled Audi' than ‘zesty Latin' in flavour.

Directly ahead of the driver is a 10.25-inch instrument cluster, offering several combinations of vehicle speed/operation and multimedia views.

Some of it looks good, some suffers from info-overload, but at least it's all configurable. Pick your favourite. And build quality seems up to scratch, too.

Like the Golf, there's also above-average space for longer legs and outstretched arms, while – after having to duck down a bit to get in – head and shoulder room are sufficient.

Selecting gears is a matter of manipulating a charmless stubby toggle. It works well enough, but remember when VW Group owners could interact with a Tiptronic-style lever and feel more immersed in the driving process? Memories.

That's replaced by paddle shifters, a divisive substitute that's of debatable merit in an electrified vehicle such as this, since they would serve better as regenerative braking controls.

But that's only the beginning of the confusion that ensues in the Cupra.

Reach for the 12-inch touchscreen to scroll through your many and varied media options, try and figure out the trip computer or search for an odometer reading, and any goodwill earned will be severely curtailed by just how needlessly complicated these and other once-simple tasks have become.

Plus, frustratingly, our particular car's multimedia system would just switch off mid-operation. This is not good.

We're certain time and familiarity will help make sense of working out where everything is and how to access vehicle functions located within layers of that touchscreen's myriad menus, but it is distracting and complicated.

And how is it that we could not find how to switch on nighttime illumination for the climate controls? In a week we failed to find that answer. And who ever green-lit fiddly slide controls over good old buttons? It's maddeningly frustrating.

Moving to the back seat, the Leon makes up some ground.

Two larger adults should settle into the outboard positions comfortably and snugly, aided by a pair of rear-facing air vents accompanied by a climate-control panel, two USB-C ports, a folding centre armrest with cupholders, ski-port access to the boot and useful storage via door bins and map pockets. There's even enough space for a third, smaller passenger to squeeze in between.

Further back, while the boot floor is long and flat and with a large tailgate opening to aid loading stuff in and out, the actual cargo capacity is just 270 litres, or nearly one-third down on the regular petrol Leon grades' 380L offering. This is due to the battery pack and related EV gubbins.

Speaking of which, if you need to carry charging cables there's nowhere to properly store them other than in the main boot area. And don't forget, there's no spare wheel.

At least there's a sturdy parcel shelf to keep prying eyes from seeing what you're carting around.

The VZe's interior, then, is spacious and broadly sensibly executed, but is let down – and mostly unnecessarily so – by some of the details. We strongly recommend trying before buying.

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.

This facelift for the Audi RS3 has seen the price tag rise beyond six figures for the first time.

It’s now priced from $104,800, before on-road costs for the hatchback or $107,800, before on-road costs for the sedan. This is between $9000 and $9500 more expensive than the pre-update version, depending on body style.

While this may seem like a considerable amount of money for a hot hatch it’s worth noting the Mercedes-AMG A45 S is well over $120,000, before on-roads.

As standard there are 19-inch alloy wheels, darkened matrix LED headlights, a black exterior styling package, 12.3-inch digital instrument cluster, 10.1-inch touchscreen multimedia system with wireless Apple CarPlay and Android Auto, 15-speaker Sonos audio and RS sport seats with Nappa leather upholstery.

There’s a new RS steering wheel with a flat top and bottom, as well as touch-sensitive and shortcut buttons for the 'RS Performance' drive modes. There’s also more interior ambient lighting and a panoramic glass sunroof as standard.

Optional extras include a 'Carbon Package' ($7400 hatch, $6300 sedan), 'RS Design Package Plus' ($2150) in either red or green, ceramic front brakes ($10,800) and a new 'Daytona Grey Matte' exterior paint colour ($11,400). The latter is the first time matt paint has been offered on an RS3 locally.

While there’s a considerable amount of standard kit in the RS3, it’s easy to add tens of thousands to the asking price with the options list, but as a result you can personalise the car exactly how you’d like.

Under the Leon VZe's bonnet is a variation of the German parent brand's familiar 1395cc 1.4-litre direct-injection four-cylinder turbo-petrol engine, driving the front wheels via a six-speed dual-clutch transmission.

This Euro 6-rated unit produces 110kW of power between 5000-6000rpm and 250Nm of torque from 1550-3500rpm.

Meanwhile, the 85kW/330Nm electric motor also nestled under there is fed by a 12.8kWh Lithium-ion battery pack slung out back. The system outputs combined produce 180kW and 400Nm.

Weighing in at 1634kg (tare), the VZe's power-to-weight ratio is an impressive 110kW per tonne, explaining this portly small car's feisty 6.7 second dash in the 0-100km/h sprint. However, once the battery is depleted, that drops to a much-more mundane 67.3kW/tonne.

Based on VW's 'MQB Evo' modular transverse engine architecture, the Leon features a sports-tuned MacPherson-style strut set-up up front and a multi-link rear end, while adaptive dampers and variable-ratio electric power steering are also fitted.

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.

Cupra says the combined cycle average fuel consumption figure is a startling 1.8 litres per 100km, equating to just 40 grams per kilometre of carbon-dioxide emissions. The electricity consumption claim is 11.2kWh/100km.

Out in the real world, we averaged 5.9L/100km pump-to-pump, while the car's trip computer read 5.5L. This is a disappointment.

It must be all those extra kilos the VZe has to carry around, as most of our driving was inner-urban or casual freeway cruising. The stop/start system was working overtime once that battery depleted.

We managed fewer than 40km of pure-electric driving, against a WLTP rating of 52km (or 67km using the more-lenient NEDC number Cupra quotes), with the trip computer telling us we were averaging 5.9kWh/100km – a figure likely achieved in hybrid mode with the petrol engine chiming in.

Charging times vary, with the 12.8kWh battery needing between six and eight hours plugged in at home, or about four hours using a 7.0kW AC charger via the Type 2 connector. No DC rapid charging ability is available.

Filling up the 40L fuel tank with the required 95 RON premium unleaded petrol and giving the VZe the benefit of the doubt by using the official fuel consumption average of 1.8L/100km to find out its PHEV range, you could theoretically achieve 2220km between refills.

Or about one-third of that by our real-world experience.

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.

There aren't many PHEVs out there, and that may remain the case, for Australians at least.

But the Leon VZe is definitely one of the more enjoyable of the breed to drive and ride in, with a sporty bias that lives up to its sleek and sexy styling.

With a fully-charged battery, off-the-line acceleration is brisk, and remains rapid as the revs and speed rise. It's smooth and slick in the best VW Group manner, and is accompanied by an appropriately stirring exhaust note. Especially in racy 'Cupra' mode.

The extra torque provided by the electric motor is also felt at low speeds, with little hesitation or delay from the throttle and DCT if the driver wants to instantly plug gaps in traffic.

Expertly tuned, the Cupra ought to be commended for how well-modulated everything feels and responds.

Find a fast, curvy ribbon of road and the Leon's steering comes alive, providing plenty of feel and control, backed up by a taut and agile chassis tune. Whether in 'Comfort' or 'Sport' modes, this is an athletic little hatch.

What the VZe isn't is a hot hatch.

When pushed, even in Sport or Cupra mode, it feels far heavier and less zippy than, say, a Golf GTI, lacking the latter's lithe spirit and dynamic dexterity.

That's not to say the Cupra isn't an involving, capable and secure handler or road-holder, because in isolation this is a terrific little car to hammer along. But it doesn't excite or thrill like the best of them. For more clarity on this, please drive a Civic Type R.

The driver can switch between electric, hybrid and turbo-engine-only modes to help preserve electricity, but once the battery is spent, there isn't the same level of punchy torque available.

Better, then, to instead select Comfort mode and let the adaptive dampers isolate you from those irritating bumps; while not plush, the ride is compliant enough for the VZe to make a very good impression of a grand tourer. Road noise intrusion, too, is pleasingly muted.

We're also grateful Cupra allows the driver to mix-and-match the drive modes, so you can choose a spicy engine tune with cushy suspension if you wish.

Note, however, that our Leon insisted on defaulting to Sport mode after every start-up. Using the flummoxing touchscreen to figure out how to change that to Comfort or Normal was a challenge.

Otherwise, there's much to enjoy from behind the wheel of the VZe. Probably the most fun PHEV we've ever punted around.

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.

The regular Audi A3 received a maximum five-star ANCAP safety rating back in 2020, though this only covers front-wheel drive versions and doesn’t extend to the high-performance RS3.

Standard safety equipment includes seven airbags, autonomous emergency braking (AEB), blind-spot monitoring with exit warning, rear cross-traffic alert, adaptive cruise control, lane-keep assist, driver attention monitor, front and rear parking sensors, a surround-view camera as well as a semi-autonomous parking assistant.

AEB is active from 5.0km/h and lane-keep assist activates from 60km/h.

There’s also Audi’s 'Pre-Safe' system as standard which automatically closes the windows and sunroof, as well as pre-tensions the seatbelts if the car senses it’s going to be involved in a crash.

Additionally, all owners get three years of complimentary access to 'Audi Connected Services', including online roadside assistance and remote functions through a smartphone app. There’s also 10 years' emergency SOS call support and automatic service reminders.

The Cupra comes with a five-year/unlimited kilometre warranty, which is standard fare nowadays, as well as five years of roadside assistance.

Service intervals are at 12 months or 15,000km.

The VZe is offered with a three-year or five-year service pack in place of capped-priced servicing. The price for three years is $990 (until December 31, 2023). 

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.