Audi RS4 vs Lexus Lm350H

What's the difference?

What a way to send off this generation of Audi RS4 and RS5. The extra focus courtesy of those trick coil overs and drama from the exhaust plus the sharper gear changes deliver the best Audi has done with these RS products. 

There are some compromises, with the suspension favouring outright control over low-speed comfort. It’s also true that the current BMW’s M3 and M4 are more impressive, but when the products are nearly seven years fresher than Audi’s, what do you expect? 

Plus, those looking for a more restrained and polite fast executive sedan (or wagon) will gel with the Audi’s sophistication. There aren’t many of these Competition Plus RS4 and RS5s coming to Australia and they are impressive visually and from behind the wheel. It’s a fitting way to send off the current generations.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The Lexus LM is going to be a niche model. This was not designed to appeal to people that may have bought a Toyota Tarago back in the day, or even a Kia Carnival now.

It has a specific purpose for ferrying people around in absolute comfort and at that, it succeeds in a big way.

It’s just a bonus that it’s great to drive.

Welcome to the automotive equivalent of a business class airline suite.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The RS4 Avant’s 'Progressive Red' metallic helps the black milled 20-inch alloy wheels pop. Its stance is hugely purposeful with wheels tucked right up in the blistered arches courtesy of the lowered ride height — it's how the Avant would have looked in a design sketch.

The visual bulk of the long-roofed RS4 gives it the sort of proportions motoring journalists love to wax lyrical about, even if plenty of buyers still prefer coupes or lifted SUVs. 

The RS5's more flowing, elegant lines match well with the Navarra Blue paint work, silver-accented wheels and conventional leather-appointed seats within. 

Both cars have effectively identical front cabins reflecting Audi’s classy and sleek design language. The integration of technology is pretty good and the RS4’s additional red styling pack really makes it feel sporty within.

Look, people movers are not considered the sexiest of automotive body styles, but that’s changing.

The Kia Carnival and Hyundai Staria are examples of good MPV design.

And the Lexus LM steps it up again. 

It is based on Toyota’s TNGA-K architecture that underpins a bunch of Toyota and Lexus models, including the Lexus RX, and it measures a whopping 5.1 metres long and has a three-metre wheelbase.

It shares its underpinnings with the latest generation Japanese-market Toyota Alphard, which is a cult hit in Australia among the grey import set.

The front-end design is bold, with the latest take on Lexus’ big ‘spindle grille’, pinched slimline headlights and a stubby nose. 

I am a big fan of this design. It is far more than a box on wheels and it has quite a bit of presence. 

The interior design up front is modern Lexus, with a few familiar Toyota touches, and while it’s not exactly minimal, it’s still visually appealing.

The RS4's cabin is excellent, with a good mix of physical buttons and responsive touchscreens for control. There’s enough storage space for this kind of vehicle, with good door bins and well-sized cupholders in the centre as well as USB-C and -A charge points. 

Audi’s multimedia system is friendly though the large touch targets and dark background aren’t as crisp as those fitted to the latest rivals. The screen isn't as big, either, measuring 10.1 inches for the multimedia item. The RS4 supports wireless Apple CarPlay and Android Auto.

That said, Audi’s 12.3-inch digital driver’s display with bright and poppy mapping software and generous customisation remains right at the head of the pack. 

There is a panel of switches below the touchscreen for climate control, physical selection of the five-or-so drive modes and a collection of helpful buttons on the perfectly-shaped and sized leather-appointed steering wheel.

It lacks F1 or DTM wow-factor compared to the C63 and M3 with their easy-access driver mode buttons and toggles on the steering wheel but the RS4's restrained looks will resonate with those that prefer a bit more elegance inside. 

Neither the RS4 nor RS5's back seats are designed for those over about 175cm. The RS4’s roof is a little higher so it is good enough for most adults but the RS5’s sloping profile compromises things. It has two individual buckets compared to the RS4’s three-wide bench. 

Rear seat passengers get air vents, an individual climate zone, bottle holders in the doors, USB charge points and ISOFIX attachments for the outboard seats, with matching top tethers in the seat backs.

The Audi RS4’s boot is a generous 505L with under floor storage and a netted area on the driver’s side. Folding the 40/20/40 split-fold bench increases space to 1495L. That said, the RS5’s 465L is still very good, though it is not quite as practical in the real world. 

Being fitted with roof rails makes for sleek integration of roof racks for the RS4 to slip roof pods, bike racks or whatever else you might choose to take on a trip away.

While most of the fun happens in the second row of the Lexus LM, there is a lot to like in the front compartment.

The dash is dominated by a large touchscreen that houses Lexus’ latest multimedia setup. The logical menu and uncomplicated sub-menus ensure this is an easy system to navigate. Speaking of, the in-built sat-nav is one of the better systems I have experienced. 

Comfort isn’t just the domain of the second row - the driver’s seat is very supportive and comfortable, with power adjustment.

There’s plenty of glass including a smaller front quarter window that helps eliminate front blind spots, so forward visibility is exceptional. Rearward visibility is aided by the digital rear-view mirror that is designed to ensure privacy for second and third-row occupants. You don’t want the chauffeur spying on you while you’re sleeping, do you?

The other big tick for me is the driving position. Other people movers, namely the Hyundai Staria and Mercedes-Benz EQV, have very low window lines and it leaves you with a feeling of sitting on the car, rather than in it. I am sure it helps with extra light and it probably makes it easier for kids to see out of, but from a driving perspective, I find it a little disconcerting.

But the LM has flipped that. The front compartment is designed in such a way that it feels like a cockpit that you’re ensconced in. This helps the driver feel more connected with the car, and in the LM it feels like you’re sitting in the driver’s seat of a sporty sedan, not a five-metre bus. Very well done, Lexus.

And now to the main event - the second row.

Where to begin. Let’s start with space. Because there is so much of it. Unsurprisingly given the seating layout, there is an unending amount of head, leg, knee, bum, shoulder and whatever-else room. I can’t imagine anyone complaining about space back there.

Also, getting in and out is a breeze thanks to the sliding power doors on both sides. These can be opened from the front seat, and via several buttons in the rear.

Those captain’s seats are plush. Not quite Benz S-Class plush, but still.

They are adjustable six ways - power adjustable, of course - and they’re heated and ventilated. They recline almost flat, too, if you need a nap on the way to the country estate. And while you do that you can look up through the split sunroof, or close the shade a number of ways.

Is there a massage function? Of course there is a massage function. And it’s not bad. You can choose two settings - weak and firm.

Adding to the feeling of a business class airline seat, there is a fold-out table in the armrest, although it’s a smallish one. And there is dual-zone climate control in the rear.

There is a roof-mounted control panel for things like climate, sunshades and sunroof blinds, but much of this can also be controlled by the Apple iPhone-like devices clipped into both rear seats. These are closer to the seats, so it is easier to access than the roof.

Another function in the device is the Climate Concierge that features different modes - Dream, Relax, Focus, Energise. Depending on which one you choose, it alters the seat settings, massage, climate and lights to suit.

I love the massively wide side windows that are tinted (or privacy glass), too.

Other amenities include map pockets, knee and roof-mounted air vents and a 14.0-inch display screen that retracts from the roof and connects to an HDMI cable, allowing you to watch whatever you want.

The third row is not as appealing as the second. It is technically a three-person row, but the width and the fact that it has a sizeable gap in the centre suggests that this is best thought of as a six-seater van.

The seats are not as plush of course, so you might not want to spend too much time in that row unless you are a small child. But you do get USB-C ports, cupholders, air vents, lights, sunglasses holder, power side shades and grab handles.

Getting in and out of the third row can take a while. It’s all power adjustable, so you don’t have to lift anything heavy - but it takes a while for the second row seats to move forward and up.

With all seats in place the cargo space is limited. In fact, it’s just 110 litres.

That’s similar to what you get in a seven-seat SUV. But it did fit all our overnight luggage easily.

Drop the rear row and that expands to a maximum of 1191 litres in the 350h or 752 litres in the 500h.

All grades have a space-saver spare wheel.

From launch there will be two versions of the LM350h Sports Luxury on offer - front-wheel drive and all-wheel drive, priced from $160,888 and $165,888 before on-road costs respectively.

They both have seven seats across three rows and share the same four-cylinder hybrid powertrain, but an even more high-end version is on the horizon.

The LM500h will land in January 2024, priced from $220,888, and it adopts a newer more powerful hybrid powertrain. Something else that sets the LM500h apart is the seating layout - it is a four-seater. Behind the driver and front passenger compartment are two big captain’s chairs that recline flat if required. Decadent luxury. Or so the pictures suggest. We will have to wait until the New Year to sink into the sumptuous seats.

Given the positioning and interior layout, the LM will probably not appeal to people looking at a Kia Carnival, or who would have opted for the departed Toyota Tarago. It will, however, appeal to large families that aren’t short of a dollar, airport limo operators, and even as tourist transport.

Thankfully, there’s a substantial amount of standard gear fitted as standard in the LM.

The only difference in spec between the two 350h grades is the addition of all-wheel drive. Otherwise you’ll find keyless entry and start, front heated seats, automatic retractable side steps, power opening side doors, rear privacy glass, a pair of sunroofs, and semi-aniline or L-aniline upholstery.

Tech-wise, there is a digital rearview mirror, and a 14.0-inch touchscreen, a 12.3-inch digital instrument cluster, a head-up display, seven USB ports, a smartphone charger and a rear 14.0-inch multimedia display.

The 500h adds niceties like a separation partition with elevating and dimmable glass, that doubles as a 48.0-inch widescreen display to watch films and TV, or take conference calls with. It also gets two partition glove boxes, a pair of umbrella holders, two second-row phone chargers, a 23-speaker Mark Levinson 3D audio system and more.

In terms of rivals, there really aren’t many other luxury people movers on the market. Aside from the Mercedes-Benz V-Class and all-electric EQV, there are higher-grade versions of the Volkswagen Multivan, and the LDV Mifa 9 EV.

Audi’s 2.9-litre twin-turbo petrol V6 has seen plenty of use across performance products from Audi and Porsche, including the Macan S and Audi S6. 

In the RS4 and RS5 Competition Plus, it develops the same 331kW (at 5700-6700rpm) and 600Nm (at 1900-5000rpm) as the regular car. This makes it an extremely flexible engine that delivers predictable punch anywhere in the power band.

That said, it lacks the explosive character of BMW’s twin-turbo inline six — the figures are only 15kW and 50Nm higher on paper yet the M3’s response is that much more ferocious. 

Audi’s RS division has tried to capture a bit more emotion, retuning the eight-speed torque converter automatic transmission for crisper shifts. This also benefits the RS4’s 0-100km/h sprint time, which falls two tenths to 3.9 seconds in Competition Plus guise. 

The V6 breathes a little easier, too, with a different exhaust. Audi says the extra sound is down to 8.0kg less sound deadening in the car.

There’s more resonance at idle that does feel tiring sitting in traffic idling but the trade-off is a brawny mid-range baritone that develops into a shrill bark approaching the redline.

There are two hybrid powertrains available. Coming next year, the LM500h combines a 2.4-litre turbocharged petrol engine and a hybrid setup, making for power and torque of 202kW and 460Nm respectively. It is all-wheel drive and is paired with a six-speed automatic transmission.

The LM350h comes with a 2.5-litre naturally aspirated petrol engine and a parallel hybrid system, offering up a total system output of 140kW and 239Nm. The 350h comes in front or all-wheel-drive guise and uses a continuously variable transmission (CVT).

The Audi RS4 wagon is rated to use 9.5L/100km in ADR combined cycle (urban/extra-urban) consumption testing while the slipperier RS5 returns 9.4L/100km in the same test. 

We weren’t able to run accurate or particularly relevant fuel figures on the event but the trip computers showed around 12L/100km in both RS4 and RS5. 

While these numbers are high compared to your average passenger car, the Audi is more efficient than BMW's rivals, and gets remarkably close to the hybrid C63 in the real world.

The fuel tank is quite small for this kind of vehicle at 58 litres. That limits the RS4’s theoretical driving range to 611km. 

Unsurprisingly, the Audi RS4 and RS5 require 98 RON premium unleaded petrol. 

As you’d hope with an all-hybrid line-up, the LM excels when it comes to combined cycle fuel efficiency. The 350h FWD sips just 5.5 litres per 100 kilometres, while the AWD version is 5.6L/100km. The 500h is a little thirstier at 6.6L. 

Our drive was so brief we did not get to record an on-test fuel figure.

The theoretical range of the LM, considering the 60-litre fuel tank and 5.5L/100km (350h) and 6.6L/100km (500h) fuel consumption figures is about 1000km.

The time allocated to driving the RS4 Avant Competition Plus was fairly limited and we were sadly unable to sample how the highly adjustable coil over suspension performed where it makes most sense — on the racetrack. 

Still, winding country roads between Sydney and the Southern Highlands served up some challenges, demonstrating how the Competition Plus pack changes the character of the RS4 and RS5. 

The only real negative is comfort, specifically over those horrible plastic speed bumps that litter shopping centre car parks. With adaptive dampers, carmakers can set programs for these kinds of obstacles to soften and stiffen the clever shocks at just the right time. Not so the Competition Plus pack cars, which ride these bumps harshly.

That about does it, though, and everything thing else is a net benefit. The steering system addresses some criticism of the earlier RS4s. Further than a retune, the Competition Plus gets a new rack, that is non-progressive with a fixed ratio of 15:1 (instead of 13.3:1) and 2.4 turns lock-to-lock. The reactions to each input feel a hint more faithful. 

When above 40km/h the coil overs come into their own. Even though the RS4 rides firmly it doesn’t constantly jiggle over small bumps. Over sharp-edged hits, the suspension rounds the hits off so, while you feel them, there’s a sense of control and sophistication. 

Having speed limits to contend with means it is essentially impossible to find the limits of grip of the 275/30R20 Continental SportContact 6 tyres on the road and there isn’t much body roll, either.

The RS4 is still rewarding, though, getting up on its toes just enough through a series of bends to feel engaging. It gives an impression of being quite light and at 1820kg it is now considered featherweight next to rivals.

The RS4's Quattro all-wheel drive system favours the rear wheels when driving normally (60 per cent rear) and can send up to 85 per cent of the drive to the back axle. 

The tweaked electronically-controlled rear limited-slip differential amplifies the throttle steer-ability of the RS4, giving you the confidence to squeeze the gas on exit. 

It helps that the Competition Plus bucket seats are a little thinner and set closer to the floor giving you more feedback. This is the key differentiator between the RS4 and RS5 we drove — the buckets make the car feel alive. 

Strong brakes are made up of 375mm front rotors clamped by six-piston calipers. Optional carbon ceramic brakes with larger 400mm front rotors help save 6.5kg and, if you plan to use the RS4 on track, are a smart buy along with a set of Pirelli P Zero Corsa semi slick tyres ($850). 

Really, though, neither the RS4 nor RS5 are the perfect car for the track. They are plenty capable and fast on the road with just enough fun, reward and character thrown in to keep you coming back for more.

As mentioned earlier, I spent much more time in the second row as a passenger than I did behind the wheel of the LM350h. But it was enough time to capture some initial high-level drive impressions.

But let’s start in the rear. The ride in the second row is comfortable - as you’d hope. Our trek from Melbourne’s inner north down to the Mornington Peninsula included a lot of freeway, which was smooth. The only thing that disturbed the peace was a chunky bridge join that caused a bit of a thump. But we were hardly disturbed. 

Back in the driver’s seat, there’s a lot to like about how the LM350h drives. First of all, it feels smaller on the road than its ample dimensions would otherwise suggest. It even feels relatively light on the road. 

After the LM, I drove a Mercedes-Benz EQE SUV that has a similar kerb weight (the Lexus is about 2.4 tonnes), and the LM felt lighter.  

The hybrid powertrain is responsive enough, offering decent acceleration from a standing start. The more potent 500h will of course be quicker.

The transition from electric to petrol propulsion is pretty smooth in Lexus (and Toyota) models these days, and the additional noise-deadening materials in the LM ensure it’s subtle.

The 2.5-litre petrol engine is really only noticeable when accelerating hard, and the CVT a slight drone, but it’s in no way unpleasant. 

Otherwise it’s a superbly refined and quiet cabin on all but the absolute worst road surfaces. Whisper quiet power windows adds to that feeling of luxurious refinement.

Given the brief time behind the wheel, we didn’t get to test the handling capability of the LM, so that might have to wait for a review in the New Year. 

The steering is heavily weighted and doesn’t feel overly responsive, but it’s perfectly suited to this sort of vehicle.

That supple ride we experienced in the rear was also evident behind the wheel.

This was especially impressive on a couple of pock-marked peninsular back roads. The ride is also much more compliant than the Mercedes-Benz EQV I tested early in 2023.

The LM is yet to be crash tested by ANCAP, and it is unclear if it will be given the fact that it’s a niche model. However, as with other current Lexus models, it has a long list of standard safety gear.

The safety suite, including intersection assist, and a pre-collision system with vehicle, pedestrian, bicyclist and daytime motorcyclist detection.

It also comes with emergency steering assist, full-speed radar cruise control, ‘Curve Speed Reduction’, ‘Lane Trace Assist’ with lane-departure alert, automatic high beam, ‘Road-Sign Assist’ (speed signs only), ‘Emergency Driver Stop System’, a blind-spot monitor and rear cross-traffic alert.

Audi covers the RS4 and RS5 with a five-year/unlimited kilometre warranty which is now the expected norm across the premium part of the market. 

A five-year service plan can be pre-purchased, costing $3630 for both models with maintenance due annually or every 15,000km. 

After the five-year warranty period, owners can choose to extend the service packaging and warranty for two extra years at a cost of $4260. This can be done twice, extending the warranty up to nine years.

When you buy a Lexus, you get a bit more than a car. The brand has a customer loyalty program - Lexus Encore - and depending on what model you buy, you are eligible for some pretty cool discounts, bonuses and experiences. 

There are three tiers, depending on your model. UX, NX, RX and ES fall under regular Encore, and electric models the RZ and UX300e sit beneath Electrified Benefits. But the LM, as well as the LS, LC and LX are under Encore Platinum - the top tier. 

That means access to the ‘On Demand’ program that allows access to another Lexus model for a few days or longer. So if you own an LC Convertible but need an RX for a few days to ferry people around, that’s all free. There’s valet parking service loans and more.

It also includes upgrades at Lexus partners. Our launch took us to Jackalope Hotel on the Mornington Peninsula, which is a Lexus partner, and you can get a bunch of extras here as a Lexus owner that other guests won’t get.

In terms of other ownership details, the LM is covered by a five-year, unlimited-kilometre warranty, and the servicing schedule is every 12 months or 15,000km.

Lexus is yet to announce the capped-price servicing details for LM, but it is expected to cover five years, and should be in the vicinity of approximately $700 per service.