Audi RS3 vs Ford Tourneo Custom (2024)

Deep dive comparison

2023 Audi RS3 2024 Ford Tourneo Custom


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?


Within its limited niche, Ford seems to be right on the money with the new Tourneo Custom.

Though van-derived, it’s chosen the right one to be based on, with the sophisticated engineering, well-sorted suspension, strong body and sound interior presentation that are the hallmarks of the latest-generation Transit Custom.

Of course, we need to try the newcomer out on Australian roads, but it is clear that Ford is on a good thing here. And so are consumers seeking a capable, roomy, comfortable and enjoyable eight-seater MPV.


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.


At this juncture, it’s worth noting that ‘Transit’ and ‘Tourneo’ are now the parent sub-brands for its specially-created Ford Pro division’s vans and MPVs, respectively.

Both T nameplates consist of several children models, like the ‘Custom’ that’s Ford-speak for D-segment-sized as tested here, as there are the smaller ‘Connect’ (C segment – think Renault Kangoo-sized) and even tinier ‘Courier’ (B segment) models we don’t get yet in Australia, as well as the giant ‘Cargo’ (E segment) that we do.

Confused? You’re far from alone.

Anyway, the latest Custom generation of Transits and Tourneos has benefited greatly from a huge engineering rethink.

Now, for Australians who’ve never known the previous-gen MPV version released elsewhere in the world in 2012, this comparison won’t matter much.

But for everybody else, including our NZ neighbours, the 2025 model (that’s nearly two years old now already) is longer and wider than before, with a stretched wheelbase to boot.

Tourneo Custom length, width, height and wheelbase dimensions are 5050mm, 2148mm, 1983mm (approximately) and 3100mm, respectively.

For this iteration of Customs, the front wheels have been pushed forward to create more space in the front part of the cabin, the body is more aerodynamic, the roof remains under 2.1m so height clearances aren’t a worry, the side doors are larger and the floor is lower, both providing easier access.

Oh, and compared to the Transit Custom, the Tourneo Custom has modified springs for better ride comfort.

What we’re saying here is the latter is built-for-purpose for transporting people around, and it shows.


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.

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.


In theory, being based on a van is no bad thing when you need a family MPV.

Being derived from the latest Transit Custom is a much stronger start, though, given all its ergonomic advancements.

These begin with a lofty and expansive driving position allowing for superb vision out, comfortable yet supportive front seats perched up high for that commanding SUV feel, ahead of a large touchscreen that’s angled towards the driver.

The latter features Ford’s 'SYNC 4' multimedia system, that's proven to be fast and intuitive. It's powered by a 5G modem for over-the-air software updates for the scores of modules within the vehicle, and also comes with Alexa voice commands.

Additionally, the Tourneo Custom offers effective ventilation, and easy access to a plethora of storage, including in the doors, behind the configurable digital instrumentation pod, and even within a new space ahead of the front passenger where an airbag used to be (due to it being repositioned above the windscreen).

There are big grab handles to help haul you in and out safely, USB A/C outlets near shelving areas for minimal cable entanglements, lots of LED lighting and several cupholders, including one that folds out of the way to allow walk-through access to the second row.

And speaking of the back seats… here is where the Tourneo shines.

With a massive amount of space in all directions to play with, the middle trio of seats can slide and recline and swivel 180 degrees for social and fun times if required.

Especially as the middle seat of the second row can be folded into a small table with cupholders. Guaranteed to be loved by kids of all ages.

On that subject, ISOFIX child-seat anchorage points are fitted to both rear seat rows, while all individual seats can also be fully removed. When’s the Sundowner version coming?

This is all possible because of the flexible track-based seating system in the second and third rows. This in turn allows all manner of people-to-luggage configurations.

With all seats up in place, maximum cargo length behind the front seats is 2622mm, or between 1280mm and 1790mm behind the middle row depending on seat position, and between 515mm and 725mm behind the third row with all occupants in place.

Translating this all to luggage volume, with all eight seats up, it varies from 673 litres (VDA) to 1045L, 2102L to 2408L in five-seat mode and a handy 4683L with second and third row seating removed.

Plus, there’s storage underneath them and ventilation is provided for all outboard occupants, as well as USB ports, cupholders, individual lights… the works.

It’s really smartly packaged and thoughtfully presented.

Result? The Tourneo combines all the packaging benefits of an MPV with an SUV’s lofty seating, making it very family-friendly and thus easy to live with. It’s a win-win situation.

Yes, it’s a little wider than an SUV, but really, no longer than a Mazda CX-9. So once hesitant consumers realise that the boxy Ford isn’t even that large or long after all, its advantages in transporting lots of people comfortably and securely are undeniable.

The Tourneo is really very easy to live with.

Price and features

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 alsoAndroid Auto, a wireless version of Apple CarPlay and digital radio.

The RS3 uses Audi’s celebrated virtual co*ckpit 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.

Price and features

Whether you’re a parent with more kids than you care to admit, a hotel operator searching for a civilised airport-run or someone with loads of friends, the new Tourneo Custom has been priced and positioned in such a way that it should make most Australians’ shortlist for an MPV (Multi-Purpose Vehicle, or people mover).

And here’s why.

When it arrives here before the end of the year, the Tourneo Custom will come in two, surprisingly well-equipped eight-seater short-wheelbase flavours.

The base Active from $65,990, before on-road costs, includes a lengthy list of driver-assist tech like AEB, lane support systems and adaptive cruise control. Check the Safety section below to find out more.

It also scores LED headlights, keyless start, tri-zone climate control, heated front seats, a 13-inch touchscreen with a 5G modem, Alexa voice command, wireless Apple CarPlay/Android Auto, satellite navigation, a wireless charger, powered sliding side doors and 17-inch alloys.

The extra $5K for the Titanium X, from $70,990 before ORC, adds a fixed-glass panoramic roof, a 360-degree camera, powered front seats, an audio upgrade, synthetic leather (rather than cloth) seat trim and glossier alloys.

Both grades also include track-based sliding and easily removable second- and third-row seating, with the middle ones also rotatable by 180 degrees for rear-facing travel. More on that later on.

Fun fact. Ford’s been in the MPV space before with some success, so why didn’t it just revive the old Spectron name from the 1980s? The Gen-X kids who are nowadays likely the key demographic would instantly know what the Tourneo Custom is all about.

Anyway, there are cheaper options like the petrol-powered and seven-seater-only LDV Mifa from China, as well as the sleeker and more-SUV-esque Kia Carnival (the segment bestseller, FYI) and related Hyundai Staria eight-seaters, both of which hail from Korea.

But the British and German-engineered, Turkish-built Tourneo Custom is keenly priced and competitively equipped against other mid-sized van-based wagons – namely Japan’s Granvia, the German Vito made in Spain and VW’s T6.1 Multivan equivalent from Hannover.

Clearly there’s lots of MPV competition for the Ford, but the Blue Oval is well-prepared.

Under the bonnet

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.

Under the bonnet

Like the Transit Custom, the Tourneo Custom comes with a 2.0-litre, four-cylinder turbo-diesel that Ford hilariously calls 'EcoBlue'.

It delivers 130kW of power and 390Nm of torque to the front wheels via an eight-speed automatic transmission. That’s enough grunt for a 2500kg braked trailer towing capacity.

To help keep the circa-2321kg Tourneo Custom in control at speed, there’s a wishbone front end and semi-trailing arm independent rear suspension system out back.

Sadly, though, we’re not going to get the PHEV plug-in hybrid petrol-electric version offered elsewhere, anytime soon.

But, don’t worry, electrification fans, because apparently the E-Tourneo EV version might come to Australia in 2025. Fingers crossed!


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.


Ford reckons this car is about 100kg lighter than its predecessor, and it’s 13 per cent more aerodynamically efficient, which should translate into lower fuel consumption figures in the real world.

There aren’t any Aussie-specific economy figures available just yet, but the heavier LWB Tourneo Custom we tested in Europe should average 8.2L/100km, according to the WLTP figures.

Driven pretty briskly on German roads, our trip computer begged to differ, saying we slurped diesel at a rate of 11.3L/100km.

For the record, the Tourneo Custom LWB PHEV is rated at just 1.9L/100km. Pie-in-the-sky figures, but our instruments told us in an example we also pounded along the same routes, that it averaged sub-7.0L/100km numbers. Quite a difference there.

Bring on that plug-in hybrid, Ford!


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 co*ckpit - 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.


The Tourneo Custom drives as you'd expect. It's a large but very manoeuvrable boxy wagon with light steering, responsive handling and a hunkered-down road stance.

Under that snub bonnet is a 2.0-litre, four-cylinder, turbo-diesel engine. This is a single-turbo version of the unit we find in the Ranger, and after a moment’s hesitation due to turbo-lag, it powers forward eagerly. Just like in the Aussie-developed Ford ute.

Backed up by the slick-shifting eight-speed auto, around town, the Tourneo Custom feels easy and light on its feet, and seems to find the right gear as required.

Aiding its urban capabilities are a tight turning circle, excellent vision afforded by the huge windows, lofty seating, a clear camera and large mirrors.

There was plenty of sound deadening in our test vehicle, because the engine sounded muffled and distant, as it responded strongly at speed to throttle inputs.

With just one person to carry around, you’d call the Tourneo Custom’s performance strong. How it feels with all seats occupied, we’ll have to wait and see.

There’s a decent wedge of torque, though, and most diesel rivals offer similar engine outputs without too much trouble.

Again, we’ll have to wait and see on Australian roads what it feels like with the Brady Bunch being carted around out back!

Where the Tourneo Custom shines compared to other van-based rivals is that it’s more enjoyable to drive and better to ride in, with natural and linear steering, accurate handling, reassuring grip and a settled ride.

Part of the reason why is that Ford has introduced a specially-tuned independent rear suspension system across the Tourneo Custom range, meaning it seems to dodge the all-too well-known fidget and harshness normally associated with van-based MPVs.

There is some road drone coming through from the back, and the ride can become a little bit busy over some imperfect surfaces anyway. But, generally, for an airport-run style eight-seater people mover, the Ford does the job with plenty of aplomb.

Refined and fun to drive, the Tourneo Custom could turn out to be the driver’s – as well as the passenger's – pick of eight-seater MPVs in Australia. Again, only local testing will confirm that, but first impressions over in Europe are promising.


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.


The Tourneo Custom with 'Safety Pack', expected to be standard for Australia, and recently received a four-star (from a possible five) Euro NCAP rating.

Full specifications are yet to be confirmed for Australia, but we know that it will include several airbags (front, front-curtain, front-side, front centre and rear curtain for both rows), AEB with car-to-car, cyclist and pedestrian detection as well as intersection assistance, front and rear parking sensors, a reversing camera, lane keeping assistance, blind-spot warning, rear cross-traffic alert and adaptive cruise control.

The AEB system kicks in from 5.0km/h while the lane-support systems start at 60km/h.

There are also ISOFIX anchor points in both rear rows.

More info will drop closer to the Tourneo Custom’s local launch.


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.


Ford also provides security in the form of a five-year/unlimited kilometre warranty, as well as seven years of conditional roadside assistance. Service intervals are every 12 months or 30,000km – whichever comes first.

Finally, there’s also fixed-price servicing outlined on the company’s website, with the first five workshop visits averaging a not insubstantial $739 each.

Audi RS3 vs Ford Tourneo Custom (2024)


What is the most common problem with the Audi RS3? ›

That said, the RS3 comes with its own faults. The most common issues are associated with the engine, fuel pump, and electronics issues with the top mounts and with the MAF sensor. Most of these issues can be corrected with timely and thorough maintenance before problems arise.

Is Ford Tourneo Custom a good car? ›

Considering its considerable size and bulk, the Tourneo Custom handles impressively well with the precise steering making it keen in corners. It also rides smoothly, dealing very well with rough road surfaces.

What cars compare to the RS3? ›

Our list of Audi RS3 replacements
  • BMW M2.
  • Mercedes-AMG A45 S.
  • Volkswagen Golf R.
  • Honda Civic Type R.
  • Toyota GR Supra.
Mar 25, 2024

How reliable is the RS3 engine? ›

The RS3 isn't perfect though and as with any high-strung engine arrangement, can be susceptible to issues. Here are some of the more common faults that you could encounter with an Audi RS3. The RS3's 5-cylinder engine, especially in earlier variants, has been known to consume larger amounts of oil than expected.

What are the disadvantages of the Audi RS3? ›

Things We Don't Like
  • Not So Sporty Exhaust. Our test car came equipped with a $1,000 sport exhaust, which was something of a disappointment. ...
  • Highway Handful. As rewarding as the RS 3 can be to drive in the twisties, keeping it going in a straight line on the highway proved to be less fun. ...
  • Cramped Quarters.
Jun 2, 2023

Why was the RS3 discontinued? ›

While the current RS3 has been around for a couple of years, Audi took it off sale entirely in early 2023 due to supply constraints, making its return highly anticipated.

Why is RS3 so good? ›

Overall the RS3 is deeply impressive. The engine warbles away, grip is consistent and strong, body control just the right side of telling you what's going on without leaning.

What does RS3 compete with? ›

Strictly the hierarchy goes like this: normal A3 vs normal 2 Series, S3 vs M240i, and the RS3's traditional rival would be the full-fat M2.

Is an RS3 a supercar? ›

Audi has revealed the new RS3 and in doing so has probably changed the whole hot hatch thing forever. It's ridiculously quick. The headline number is 3.8, which is the time it takes the RS3 to get to 62mph from standstill.

Which Audi engine to stay away from? ›

Engine to Avoid: 3.0-Liter TFSI Supercharged DOHC V6

The largest of those are the camshaft timing chains and the crankshaft. It also tends to use up excessive oil and not warn you when your levels are low. That said, avoid Audi makes with this 3.0-liter V6 engine.

Is an Audi RS3 expensive to run? ›

Yearly servicing might not cost much more than any other Audi A3, but you can expect to spend far more on consumable parts, particularly if you regularly make full use of the RS3's performance. The wide, 19-inch tyres are costly and brake parts won't be cheap, either.

How much does it cost to maintain RS3? ›

2022 RS 3 Sedan 4dr Sedan AWD (2.5L 5cyl Turbo 7AM)
Year 1Year 2
Taxes & Fees$4,658$349
4 more rows

What is Audi biggest problem? ›

What are the most common issues with Audi vehicles? Common issues reported by Audi owners include electrical problems, such as faulty sensors or issues with the MMI (Multi-Media Interface) system. Other common issues include oil leaks, coolant leaks, and suspension-related issues.

What to look out for when buying RS3? ›

On the test drive check that all gears engage cleanly, and watch for other common issues including faulty Haldex clutch system pumps. These are highlighted by repeatedly illuminating the traction control light. Leaks around the bevel boxes or drive shafts should be replaced under warranty on later cars.

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