Audi RS3 VS Jaguar XF
Audi RS3
Likes
- Impressive build and materials quality
- Overall performance
- You won’t grow out of it in a hurry
Dislikes
- How much power is too much?
- Front seats a bit flat at speed
- Sportback looks a bit derivative
Jaguar XF
Likes
- Beautiful to look at
- Fantastic drivetrain
- Properly luxurious
Dislikes
- The cost
- No Apple CarPlay/Android Auto
- Not really a five seater for long trips
Summary
Audi RS3
After teasing us with the S3, all-wheel-drive version of its A3 sedan and hatch (Sportback in Audi-speak), Audi has finally given us the full-fat, RS3 variant of the same car. Any time you see an `R’ and an `S’ on the badge of an Audi, you know it’s the full nine yards in terms of all-wheel-drive grip and engine performance. And the RS3 is no different.
The power is enormous, the grip prodigious and the attitude is way tougher than any other A3 variant. It’s also well equipped, safe and nicely put together. But is that extra `R’ worth the added price of admission? And is this more Audi A-Series than you really need?
The other question is, given that the S3 is such a resolved package with its own shot of high-performance, do the numbers stack up for the RS3 version? How much is too much?
| Safety rating | — |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 8.3L/100km |
| Seating | 5 seats |
Jaguar XF
If a Jaguar owner fell through a wormhole from 2003, the company they bought their car from would be  almost unrecognisable. Back then, it was a bewildering mess making an odd assortment of cars, yet to emerge into the light after Ford's confused and debilitating period of ownership.Â
Why 2003? Fifteen years is a nice round number and pre-dates the arrival of the brand-saving XF.
Today, Jaguar has three SUVs, and the gorgeous F-Type, the XE, its second-generation XF and the big XJ. It has three SUVs (the F-Pace, E-Pace and I-Pace) because without them Jaguar would be a niche manufacturer before long, because big sedans, formerly the brand's trademark, are continuing their gentle decline. Oddly enough, one of the market segments contracting even faster than sedans is wagons.Â
So what better time to launch into a draining pool from the three-metre board than now? Jaguar has bravely taken that risk and brought us the puzzlingly named XF Sportbrake.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 5.9L/100km |
| Seating | 5 seats |
Verdict
Audi RS37.4/10
If conventionally powered cars really are on the endangered list, it’s vehicles like the Audi RS3 that will remind us what we’ve lost. There’s so much fun to be had in this car, that you really need to take it to a track to tap into it safely and responsibly. And there’s the rub.
While there’s no doubting the RS3’s potential, neither is there any doubt that the driveline absolutely dominates the experience. In fact, we reckon the S3 with its more modest (but still ample) performance and friendlier nature is probably the smarter car for the everyday. It’s also cheaper by about $20,000 and while it lacks the aggressive looks, it’s still a charming car. Perhaps all the more charming for its easier-going nature and balance of abilities.
So why buy the RS3? Because it’s the one that will keep you entertained for longer if you’re a serious enthusiast driver. But if you don’t plan to use the car for track days, there’s a strong argument that the RS3 is way more car than you’ll ever need. Of course, that sentiment never stopped performance-car lovers, did it?
Jaguar XF7.4/10
With that iron fist wrapped in a velvet glove wrapped in bubble wrap engine, excellent ride and gorgeous looks, the XF Sportbrake ticks all the boxes. Apart from the entry price and options prices, there are few objective reasons not to buy the car. It's just as good as any of its German competition and arguably the prettiest of the lot.
Should Jaguar have taken the dive? Given the XF Sportbrake is a luxury wagon done right, yes.
So you've decided you want a prestige wagon? Is it the Jaguar for you, or do you need a German machine to lug your load?
Design
Audi RS37/10
While the overall shape of the RS3 suggests evolution rather than revolution, the RS3 treatment has led to a much sportier look. We still reckon the sedan is the pick of the two body styles, mainly because it looks a bit more aggressive. Certainly, though, an aggressive look is not something either version backs away from, and those deep, wide blacked-out honeycomb grilles front and rear give the thing lots of presence.
So too do the blistered fenders, allowing for the extra track width that gives the RS3 its unique footprint. The front track itself is 30mm wider, but the wider fenders also gave Audi the chance to do some creative aero-management. Unlike, say, the Toyota Supra, for instance, with its faux vents up each side, the RS3’s lower-front vents and aero-slits behind each front fender are fully functional, directing air into the engine bay and away from the brakes respectively.
Another really neat function is the LED daytime running lights’ one-act play when you unlock the doors. As the car unlocks its doors, the LEDs spell out `R’, `S’ and `3’in sequence. Blink and you’ll miss it, but it’s a lovely touch that some manufacturers will never understand.
Jaguar XF8/10
The second-generation XF is a very pretty car. A few carmakers have a had a crack at that four-door coupe idea, but Jaguar's Ian Callum got it right first go. You might expect the wagon to be a bit dumpy but it's far from it. That's not to say wagons can't be good looking - many are better-looking than the car they're based on (the weirdly proportioned Golf wagon being the exception to the rule). The XF sedan just looks right.
Anyway, the Sportbrake is basically the same until behind the B-pillar, with the roof continuing on to steeply raked tailgate glass. Obviously the lights are different back there but it's a nicely integrated job, it doesn't look like a dodgy extension. Rolling on the optional 20-inch wheels it looks amazing - low, long and well-proportioned. Unfortunately, it's more than vaguely hearse-like in black (the only First Edition colour).
Inside is standard XF, with the obvious exception of the rear seats and the big open load area. With this First Edition's glass roof the cabin seems infinite. Either way it's big and comfortable, although fit and finish could be a bit tighter.
Practicality
Audi RS36/10
Like the rest of the Audi A-series range, the RS3 is available in two body styles, a five-door hatchback and a four-door sedan. The five-door hatchback layout is the most practical of the two RS3 layouts, but both feature plenty of front-seat space and a rear seat that folds 40:20:40.Â
Paddle shifters are mounted on the steering wheel rather than the column, so they move with the wheel. That can make it difficult to select the correct paddle in a hurry with lots of lock applied.
The Drive modes are operated by a switch low down on the centre-stack that is clearly designed for left-hand-drive cars. It’s too far from the driver and needs to be cycled through in one direction, rather than being able to select the next mode or the previous one.
Beyond that, the interior is a lesson to other car-makers on how to get an interior right. There’s a quality look and feel with the possible exception of the plastic trim below the passenger-side air-vents which looks and feels a bit cheap. There are plenty of cup-holders and cubbies around the cabin with two USB plugs in the front and two in the rear (for charging).
The RS3 loses some space compared to the regular A3 because of the performance hardware. Where the hatch can take 282 litres with all seats in place (1104L with second row stowed), the sedan can swallow 321 litres.
Jaguar XF8/10
Front and rear passengers enjoy plenty of space. Storage includes a not-quite-big-enough-for-a-phone tray ahead of the rotary dial gear selector and a pair of cupholders. Those in the rear have plenty of space, except for the middle seat occupant who must straddle a stout transmission tunnel. The rear armrest holds a pair of cupholders and the doors have slim pockets.
The boot holds 565 litres with the seats in place and "up to" 1700 litres with the seats down - that latter figure does not feel like a VDA number.
Price and features
Audi RS37/10
What you’re buying here is not a car in a different size or luxury category compared with its S3 and A3 stablemates, but a car with a much broader performance envelope. So it’s no surprise to learn that a lot of the extra money goes into that type of hardware.
So rather than the class-standard four-cylinder engine, the RS3 gets a five-cylinder engine measuring 2.5 litres and enough performance to challenge many a supercar of just a handful of years ago. That philosophy also requires bigger brakes, firmer suspension and a more complex, track-oriented version of the electronic rear differential that can turn the car into a drifter or a race-track hero. Wheels and tyres are competition-spec, too.
In turn, those changes have forced other alterations such as the wider fenders and more intricate body kit, the former to physically fit the tyres, the latter to control air-flow for high-speed stability and for thermal management.
Other RS3 additions to what was an already well-equipped car in the S3, include lots of Audi’s trademark honeycomb styling panels around the car, RS3 puddle lighting, LED headlights and daytime running lights, carbon and aluminium interior inlays, RS sports seats with four-way lumbar support and a massage function.
There are two USB ports, wireless phone charging, another pair of USB ports in the rear, Bang and Olufsen stereo, head-up display, tinted glass, heated, folding exterior mirrors and Nappa leather throughout the interior. There’s also Android Auto, a wireless version of Apple CarPlay and digital radio.
The RS3 uses Audi’s celebrated virtual cockpit display with a choice of display layouts for the driver as well as a 10.1-inch touchscreen to control all the connectivity and infotainment settings. It uses the latest version of Audi’s MMI interface.
Like the other A3-based Audis, there’s a price premium for the sedan body over the hatchback, making the five-door RS3 a $91,391 purchase against the sedan at $93,891. Compared with the S3 CarsGuide tested earlier this year, that represents a pretty big jump from that car’s $70,700 (hatch) and $73,200 (sedan). That said, there’s a fair bit more going on in the RS3 in every department, but you get the sense that this comparison will be one nearly every potential buyer will make.
Like most Audis, there’s a range of optional packages, starting in the RS3’s case with the Carbon Package which brings carbon-matte inlays to the interior, side skirts, exterior mirrors and a carbon roof spoiler for the Sportback and a carbon roof-lip spoiler for the sedan. That costs $7400 on the hatch and $6300 on the sedan.
The Matte Aluminium Package is next with a few trim pieces finished in an aluminium material for $2000 extra and there’s also a panoramic sunroof on offer for $2600.
The RS Design Package gets you an Alcantara-covered steering wheel, seat belts in green or red as well as coloured elements to the seat shoulders, floor mats and the air-vent highlights. Yours for $2150.
The most serious option is the RS Dynamic Package which brings carbon-ceramic brakes with a choice of caliper colour as well as an electronic reflash to bring the top speed of the RS3 to 290km/h from its standard (limited) 250km/h. That adds another $13,000 to the price.
One thing that’s nice to see is that Audi has made even the pearl and metallic colours a no-cost option on the RS3. Other manufacturers should take note.
Jaguar XF7/10
Over the years the XF has edged its way upmarket and is now playing with the Germans in the big luxury segment. And as is now customary for Jaguar, the Sportbrake is available in First Edition guise. First Editions are available for a model's first year of production and are usually based on the top-spec (in the Sportbrake's case, that's the 30d S) with a few extra bits and pieces to make things interesting.
While the 30d S retails for $123,450, the FE weighs in at $137,300. For that you'll waft out of the showroom with 19-inch alloys, dual-zone climate control, a huge panoramic glass roof with gesture-activated roof blind, around-view camera, front and rear parking sensors, 11-speaker Meridian-branded stereo with DAB, sat nav, head-up display, electric gesture-activated tailgate, keyless entry and start, rear air suspension, auto LED headlights, auto wipers, leather trim and a space-saver spare.
Jaguar Land Rover's 'InControl' media system is presented on a whopping 12.3-inch screen and, as ever, is steadily improving but goes without Apple CarPlay and Android Auto. The sound is, as you might expect, pretty good.
Our car had a few options fitted. 'Active Safety Pack' (see below), carbon-fibre trim ($3470), driver and passenger memory pack ($3210, including perforated leather trim), 20-inch wheels upgrade ($2790), cold-climate pack ($2540), illuminated metal treadplates ($2110), privacy glass ($950), 'InControl Protect' ($630), configurable interior lighting ($540), nets and rails ($390 and $320 respectively), extra power socket ($240) and 'InControl Apps' ($100). Most of it is cosmetic and/or unnecessary and took us to $158,950.
And there is still a plethora of boxes to tick.
Under the bonnet
Audi RS39/10
While the five-cylinder engine is more or less a carry-over from the previous RS3 model, the end result is still a pretty stunning one. With 2.5 litres of capacity, the turbocharged unit accounts for 294kW of power (the same as the previous model) and 500Nm of torque (up 20Nm).
The transmission is a seven-speed dual-clutch unit that is quite a familiar sight around Audi by now, and the all-wheel-drive system uses a centre differential with an electronic clutch-pack on each rear axle to give the car a Drift mode (although Audi insists you don’t refer to it in those terms) as well as torque vectoring with the ability to shift 100 per cent of rear-axle torque to the either wheel to maximise grip.
There’s now also an RS-specific exhaust system with an active flap to increase or tame exhaust noise according to which drive model is selected. The drive modes themselves stretch form Comfort to Auto to Dynamic, altering shift points, gear-shift aggression, throttle response and suspension firmness as well as that exhaust flap.
Brakes are enormous 375mm front rotors with six-piston calipers, that hardware forcing the fitment of a 19-inch alloy wheel (specific to the RS3) for brake clearance.
Jaguar XF7/10
The First Edition ships with Jaguar's 3.0-litre twin-turbo diesel V6. Good for 221kW and a prodigious 700Nm, power heads to the rear wheels via an eight-speed ZF automatic.
With all that power and torque, the XF Sportbrake cracks 100km/h from rest in 6.6 seconds.
The air suspension means you can tow up to 2000kg with a braked trailer.
Efficiency
Audi RS36/10
Audi’s official combined fuel consumption figure for this car is 8.3 litres per 100km. Obviously, start using all that power and torque and that figure will grow significantly. Based on that, the car emits 190 grams of CO2 per kilometre, and with the 55-litre tank (which looks a bit small on paper) the range should still be around 600km between fill-ups.
The only catch with that is the high-tech nature of the engine means it requires the more expensive, Premium ULP at the bowser.
Jaguar XF7/10
Jaguar claims a combined-cycle figure of 5.9L/100km. Our time with it was mostly shuttling around the suburbs with a couple of highway runs and we managed a respectable 8.3L/100km.
Driving
Audi RS38/10
First impressions are that this is a typical Audi in the way it fits together beautifully and is made from quality materials. The ergonomics – particularly the virtual cockpit - are spot on and it even smells like an Audi. Noise is well suppressed, the controls feel quality and the front seats are comfy. But from there, the overarching view is dominated by that powerhouse of an engine.
This isn’t just a quick car, it’s actually brutal in the way it builds boost almost immediately and then hurls the car down the road. To be honest, it’s almost too much, and the way the RS3 reels in the horizon will leave some drivers ignoring other sensory inputs in order to keep up with the car. Brutality breeds brutality, too, and the subsequent steering and braking inputs required when the throttle is pinned will not always be the considered, gentle type; they’ll often be gut reactions.
Thankfully, the rest of the driveline and platform has the smarts to make all this work. There’s awesome grip from the Quattro all-wheel-drive system and the car stays flat and steers in a fast, neutral but pin-sharp way. The dual-clutch transmission feels perfect for the engine, too, with ultra-quick shifts that become more aggressive as you ramp up the drive modes. Ride quality is good but we reckon there’s less bandwidth in the various drive mode settings than exists in the same system fitted to the S3 model we drove a few months ago. While the latter offered a broad range of suspension firmness, the RS3 seems to be a bit of a prisoner of its own performance, with Audi leaning all the drive modes towards a firmer setting in the name of body control.
That’s supported by Audi’s decision to offer us some race-tack laps in the RS3 to safely explore its high-end tendencies. At this point, the car emerges as a proper track-day proposition, all that power and control blending into a car that loves being thrown around a circuit. Perhaps the front seats could do with a little more side bolstering at track-cornering speeds, but overall, it’s clear that the RS3’s brief does, indeed, include a degree of race-track use.
Jaguar XF7/10
There's no getting away from the size and heft of the Sportbrake. Where a four-cylinder sedan comes in under 1600kg - not bad for an almost five-metre-long car - up here at the top it's well over 1800kg. With big wheels and a long wheelbase it's not going to win any wards for manoeuvrability, with a big turning circle and a length that's challenging to shopping centre car parks.
The 3.0 V6 twin-turbo is a fantastic unit. It can be a bit noisy when cold but it's super smooth and with all that torque it crushes overtaking with little need for advanced planning. The Sportbrake wafts along, lazily turning over in traffic and keeping the vibe calm.
Despite those big wheels, the ride is excellent. Even when in Sport mode, it's a rare bump or surface that will cause drama. It's very comfortable and very quiet, almost to the level of the XJ limo.
If you do fancy a bit of amusement, the V6 and well-sorted chassis are ready to play. In reality, Sport mode is where both myself and my wife left the car the whole time we had it. Both of us found the steering a little too light and preferred the more lively throttle response. The XF features torque vectoring using the brakes and coupled with a well-judged stability and traction control system, it delivers a good impression of a sporty sedan.
But the XF is best when you keep it relaxed. Both in town and in the cruise, it's a lovely, quiet place to be and a relaxing, undemanding drive.Â
Only a couple of things were annoying - the light steering we've already covered. The heated windscreen was more reflection-prone so the head-up display could be hard to see in some lighting conditions. And sometimes it beeped for no apparent reason, which I eventually traced to the blind-spot warning.
Safety
Audi RS39/10
The RS3 hasn’t been crash-tested locally, but the A3 on which it is substantially based has been and scored five stars back in 2020. The caveat there is that that result related to the lighter front-wheel-drive version of the car, not the RS3’s all-wheel-drive variant.
The RS3 is well equipped from a safety perspective with seven air-bags including a head-level curtain airbag that protects occupants in both the front and rear seats. There’s also Audi’s Pre-Safe which closes the windows and sunroof and pre-tensions the seat-belts if the car thinks a shunt is imminent. In the RS3’s case, that program has been extended to include autonomous emergency braking which works at speeds up to 250km/h and can identify pedestrians and cyclists up to 85km/h.
There’s also a tyre-pressure monitoring system, lane-change warning, rear cross-traffic warning, lane departure warning with active intervention of the steering, parking cameras front and rear, park-assist, and a 360-degree camera system with various points of view.
Jaguar XF8/10
The XF comes with six airbags, ABS, stability and traction controls, forward AEB, reversing camera, lane-departure warning, and tyre-pressure monitoring.
For child seats you've a choice of three top-tether anchors or two ISOFIX points.
Our car had the $4360 Active Safety Pack, which adds blind-spot monitoring, reverse cross traffic alert, lane-keep assist, adaptive cruise and driver-attention detection. If you were to ask me, this little lot should be standard at this level.
Despite that, the XF scored a maximum five ANCAP stars following assessment in 2015.
Ownership
Audi RS37/10
Service intervals for the RS3 are every 12 months or 15,000km, whichever comes first. Audi offers capped-price servicing for the RS3 at $3580 which covers servicing costs for the first five years.
The car is covered by Audi’s five-year/unlimited kilometre warranty. The vehicle is also protected against body-rust perforation for 12 years.
Jaguar XF7/10
Jaguars are offered with a three-year/100,000km warranty with a matching roadside-assist package. You can purchase a five-year/130,000km service plan for an oddly reasonable $2200. Even more reasonable are the service intervals - 12 months or 26,000km (!).