Audi SQ7 vs Lexus LX600

What's the difference?

There are newer options than the current Audi SQ7 and SQ8, including those which use the same platform, but don't write these luxury large SUVs off just yet.

It's a rare thing that a vehicle costing $200,000 has an air of pragmatism about it, but the SQ7 does. Its sensible leather upholstery, decent practicality, towing capability and near-excess of interior space make it a great family wagon.

As a counterpoint, the sharper looking SQ8 has minimal trade-off in comfort and interior room (at least for five) and is the kind of statement piece you'd expect for the price — especially in one of its loud paint colours.

Whichever way you leap, it's true that while the SQ7 and SQ8 are ageing, they are doing so gracefully and remain a superb option in this segment.

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

There's absolutely no doubting the new LX's off-road credentials, nor the fact that it takes luxury SUVs to new heights in the four-seat Ultra Luxury model. Do you need a massaging chair and a foot-stool to get to your camping site? Probably not, but globally, there's a distinct market for that sort of decadence.

Closer to the other end of the LX line-up, however, there's a fair bit of cross-over in price and luxury terms with the Lexus' close cousin, the Toyota LandCruiser 300 Series. That suggests there might be a LandCruiser that will do the same job for a little less money and, if that's the case, then the LX loses a little relevance, particularly the petrol-engined version here in Australia. Until, that is, you take into account buyers for whom the Lexus badge infers the bank-vault solidity and prestige that the brand has worked so hard to establish. Which is another way of saying; it all comes down to where you stand on the politics of envy.

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

If you're getting an SQ7, you'll want to tick the 'Black Pack' box because otherwise there are a lot of high-gloss silver details, especially at the rear that don't suit this tall and slightly awkward SUV.

The SQ8 is more convincing, appearing wider on the road with its new 'singleframe' grille design seemingly sucking it even closer to the tarmac like some kind of overgrown Audi RS3.

Both get an attractive new 2D design for the Audi rings and L-shaped grille details. These aid the SQ7's front end which is more muscular and purposeful than before.

The attractive lights have moved higher up the front end for enhanced presence, too. You get Matrix LEDs as standard but these candles are the hardcore HD Matrix items that feature laser light for further even longer light throw at night. They are simply awesome.

Fresh 22-inch alloy wheels and minor changes to badges finish off the exterior treatment for both cars.

The SQ8's bold specification — finished here in 'Sakhir Gold' — sets it apart from other SUVs as the metallic gold paint shimmers in the sunlight. The SQ8 is also available with whopping great 23-inch alloy wheels that you see here.

Inside, both cars share a similar architecture with 10.1-inch touchscreen for the multimedia and an 8.6-inch item below for heating and ventilation settings. 

The SQ7 is a great example of a design ageing without dating, its confident horizontal lines and well-proportioned cabin features are as attractive as they were at launch, if less impressive than the related VW Touareg's whopping 15-inch screen or the minimalist Range Rover Sport.

Adding to the feeling of quality is that signature Audi smell — a combination of leather and the Sensory Package's perfume, no doubt. The SQ7 keeps a round-bottom steering wheel which remains one of the best in the business, it's just the right size and diameter trimmed with dimpled leather.

Final flourishes include the optional contrast red stitching and seatbelts as well as eye-catching turned aluminium trims.

Perhaps the most left-field design element is the way the LX can, depending on trim level, be configured in terms of its seating. In the past, we’ve seen plenty of SUVs available with a choice of five- or seven-seat layouts, but the LX is the first time we’ve seen seating choices range from seven- to five- to four-seat layouts. If nothing else, it illustrates the breadth of applications a modern luxury SUV is expected to cover.

Those who use their four-wheel drive SUVs off-road will also note the shift back to six-stud wheel hubs. Toyota’s (and Lexus’) move to five-stud wheels a few years ago suddenly made the vehicle’s wheels incompatible with owner’s existing caravans and trailers.

The new LX has also become a committed subscriber to the engine-downsizing theory of modern vehicle design. While the previous model was available with a 4.5-litre turbo-diesel and a massive 5.7-litre petrol, the new engine capacities of 3.3 litres for the diesel and 3.5 litres for the petrol represent major philosophy changes. Both the new engines are now V6s, rather than the previous V8 layouts.

And to give the new car a James Bond moment, all models bar the entry-level version feature a fingerprint sensor to control the starter button function. Q would be pleased.

The difference between aged and dated is best summed up, though, by the excellent usability of the SQ7's cabin controls.

The separate screen for ventilation, for example, makes it simple to adjust seat or vent temperatures without interrupting the main screen's navigation instruction or other media systems.

When using wireless Apple CarPlay and Android Auto the top screen is entirely devoted to the other software with no remnants of Audi's system. It runs smoothly at all times.

Switching back to Audi's system, and there's a lack of contrast to the dark main screen and navigation. The touch targets are huge, though, and the satisfying click of the haptic feedback is welcome when driving. It seems expensive and natural in a world of feel-free touch operation.

Audi's 12.3-inch digital driver's display remains one of the best in the business. Legible and customisable with bespoke sport modes and the ability to show a full-size map, if you wish.

You can keeping devices charged with a wireless pad or there are two USB-C ports under the cushy centre armrest. A 12-volt socket is also available, and two more charge points are found in the back.

If there's one criticism in the front, it's the fairly limited storage. The door bins are big enough for a 600mL bottle but not much more and beneath the armrest the tray is shallow. The only other storage spots are the two cupholders which are the perfect size for a small take-away coffee.

While on the critiques, the drive mode selector is awkwardly hidden near the passenger below the touchscreen.

The seats are amazingly comfortable with ample support and power adjust for everything, including under-thigh length and bolsters. Several massage programs can be accessed through the menus, too.

Continuing the comfortable seating, the SQ7's second row is capacious with plenty of head, leg and toe room even for those over 180cm.

The bench slides forwards and backwards manually and the backrest is adjustable. A fold-down armrest contains two more small cupholders, and there are two separate climate zones, two vents and heated outboard seats.

However, folding and unfolding the second row is a bit complex and quite heavy work with a strange mix between electric and manual movement to access the third row — a Nissan Pathfinder does this better.

Once back there, the third row is passable for adults providing the second row is slid forward.

There are ISOFIX ports and top tether anchors for both power-deployed third row seats, so you can fit up to five children's seats in an SQ7.

The SQ8's second row is still generous but you do lose a small amount of headroom owing to the sloping roof design.

You also sacrifice some boot space, at 608L with five seats and 1755L with the second row folded. That's still a lot but the spacious SQ7's 793L/1921L figures are even better and 295L with all seven seats up is respectable. Both have sturdy 40/20/40 split-fold rear seats.

As the vehicles are equipped with air suspension, owners can raise or lower the boot floor to make it easier to load bulky objects if needed. A power tailgate is standard on both models.

A retractable luggage cover, netted pocket, boot lights and some underfloor storage complete the boot, however both cars lack a spare tyre of any sort. A tyre inflation kit is included.

The practicality of each variant of the new LX is dependent entirely on how many people you need to move. The base-model version has seven seats with a two-three-two layout, while the Sport Luxury and F Sport feature five conventional seats in two rows.

The Ultra Luxury’s four individual seats obviously make it the variant of choice for the buyer who doesn’t need the extra seats, but clearly limit its appeal for families. But if luxury is your aim, the rear passenger seat in particular is the one to be in as it can be configured to offer up to a metre of legroom and even features a footrest when the front passenger’s seat is moved all the way forward. Both rear seats are also heated and cooled and reclinable to an angle that NASA has calculated offers the maximum support for the human body.

Vents in the rear seat area allow for an air-shower (of cool air over the passengers) or an air-curtain (a blanket of warm air at shoulder height).

The seven-seat versions have a third row of seats that folds flat into the floor (a major improvement over the old fold-up third row) and the second row folds and tumbles into the footwell. There’s a 220-volt outlet in the luggage compartment, too.

Cargo space is slightly less than the old model, but with second and third row seats folded, the LX has cargo space of up to 1871L.

The single-piece tailgate of the new Lexus won’t win as many friends as the old, split tailgate design which formed an impromptu kitchen bench or covered picnic seat. But the single rubber seal of the new design may be an advantage in keeping dust out on outback roads.

Much has been made of the Toyota LandCruiser’s $90K starting price in LC300 form, so it will come as no surprise to learn the new LX is likewise bold when it comes to the sticker on the windscreen.

The range kicks off in seven-seat form with the entry level LX600 (petrol) and LX500d (diesel) priced at $152,300 and $148,800 respectively. Of course, at these price points, entry-level is a relative term, and the list of standard features is a long one, indeed.

Lexus has gone for a tech-heavy look and feel here, with a 12.3-inch main display, a 7.0-inch lower screen as well as 8.0-inch multi-function display screen and even a colour head-up display for the driver. Lexus’ latest generation multi-media system is used, but may require some familiarisation for some owners.

The entry-level car also gets 20-inch alloy wheels, heated and powered front seats, leather-accented upholstery, a premium 25-speaker stereo system, LED headlights and active height control of the suspension via hydraulically-adjustable dampers.

Lexus has also fitted 'Multi-Terrain Select' and 'Multi-Terrain Monitor 2' to allow for different types of terrain and grip conditions as well as giving the driver a 360-dgeree camera’s-eye view of the track and the vehicle crossing it.

If that’s not enough, Lexus also offers what it calls an 'Enhancement Pack' which adds 22-inch alloy wheels, a sunroof and a kick-sensor tailgate for an extra $5500.

The next step up the LX ladder is the Sports Luxury model with a price-tag of $165,800.

For the extra money, you get a premium leather covering for the seats, and the front seats become heated and ventilated. There’s also a heated steering wheel, a cool box (much appreciated in Australia) a split rear-seat entertainment system and specific trim including timber veneer.

The new F Sport is next and adds not just more equipment but more capacity to the car’s off-road aspirations. That’s down to a Torsen rear differential which is torque-sensing in the way it distributes drive to each rear tyre, as well as performance dampers at each corner.

Dark exterior accents and a mesh grille help justify the F sport’s sticker of $171,800, as do interior touches such as seats with extra bolstering and some aluminium trim accents.

Which brings us to the headline act, the Ultra Luxury, which represents a huge price jump to $210,800. As well as extra equipment such as a rear touchscreen for climate control, wireless device charging, the Ultra Luxury is designed as a vehicle where the owner is more likely to be in the rear seat rather than the driver’s seat.

A strict four-seater, the vehicle has a pair of plush rear bucket seats (Lexus calls them captain’s chairs) which recline a full 48 degrees and feature a massage function. The passenger’s rear seat even runs to an ottoman and the entire cabin is trimmed in plush, quilted leather. Surely, with this layout, Lexus has achieved peak oligarch.

The SQ7 and SQ8 both use a 4.0-litre twin-turbo 'hot vee' V8 petrol after the diesel SQ7 was abandoned in mid-2022.

It is the same engine you'll find in just about every application of this MLB platform, including the Porsche Cayenne, Bentley Bentayga and Lamborghini Urus — though it makes more power elsewhere.

In Audi's two medium-sporty SUVs it produces 373kW at 5500rpm and 770Nm between 2000-4000rpm.

In practice, it's a swelling, punchy engine without much top-end sparkle — though 4.1 seconds to 100km/h is nothing to scoff at.

The V8 also produces a rather splendid soundtrack, striking the right balance between Detroit burble and motorsport bark for this application.

An eight-speed torque converter auto transmission has been retuned for improved shift logic and it remains buttery smooth. It's pleasing enough just manoeuvring slowly around a car park, where you can feel just well calibrated the long travel throttle and transmission logic are.

While the Toyota LandCruiser 300 Series is a diesel-only proposition, the Lexus LX takes a broader view of what its buyers will want in such a vehicle.

As a result, there’s a choice of petrol or diesel power for the LX range, with both engines covering all variants apart from one. To add weight to the theory that the Ultra Luxury model is for people for whom fuel costs really don’t matter, it’s available only as a petrol vehicle.

The turbo-diesel engine is the 3.3-litre V6 twin-turbo unit we see in the 300 Series. It’s unusual in that it uses hot-side-in technology where the exhaust system and turbochargers live inside the vee of the engine, rather than hanging off each side as is much more common. Lexus claims greater efficiency from this layout with less plumbing between the cylinder head and turbo units as well as a more compact design.

Outputs for the turbo-diesel are 227kW of power, with an impressive 700Nm of torque produced anywhere between 1600 and 2600rpm, which is where the engine will spend most of its operating life.

The petrol engine is also a V6 and also twin-turbocharged. It measures 3.5 litres and, again, features a design that allows a smaller capacity engine to exceed the outputs of the physically larger, previous model. To that extent, it makes 305kW of power and 650Nm of torque; both impressive figures.

There’s only one transmission available on the LX, and that’s a 10-speed conventional automatic. To compliment that rugged, ladder-chassis design, the LX also has a transfer-case with proper off-road gear ratios. This is what gives the vehicle its rock-crawling and river-crossing abilities, while permanent four-wheel drive and the Multi-Terrain Select system mean no-fuss operation.

With 2340kg to heave around, not even the 48-volt mild hybrid system can save the SQ7's fuel consumption — it's a thirsty beast.

The rated ADR combined cycle (urban, extra-urban) figure is 11.8L/100km and indulging in the ample performance resulted in 16.5L/100km on the trip computer. The SQ8 was much the same.

The SQ7 is certified to tow up to 3500kg (braked), equal to a Toyota LandCruiser or Nissan Patrol.

A fairly large 85L tank gives the SQ7 a theoretical driving range of around 720km from a fill-up. Naturally, 98 octane unleaded is required.

Much has been made of the new LandCruiser’s fuel-tank reduction to its new total of 110 litres. The LX follows suit with an 80-litre main tank and 30-litre auxiliary tank, but it’s worth remembering the improved efficiency of the new drivelines will maintain the range to a useful total. The base-model diesel version also misses out of the second tank for an 80-litre total.

Toyota claims a combined figure of 8.9 litres per 100km for the diesel and 12.1 litres for the petrol. On the open road, both variants will get pretty close to those targets (even though they’re a combined urban-highway figure) so the touring range remains useful and better than 1000km for the turbo-diesel with the twin tanks.

Our drive loop started in South-East Sydney where the SQ7's burbly V8 and air suspension fitted right in, easily soaking up the worst of the concrete expansion joints and sharp-edged potholes.

It is a joy to waft around in the refined SQ7 with its remarkably good vision out the front and back (with 360-degree cameras to help elsewhere). Standard rear-wheel steer allows the back tyres to rotate up to 5.0 degrees, giving the 5072mm long SQ7 a better turning circle (12.5m) than a Q3 small SUV.

Its driven home further by the excellent drive mode customisation. Along with the standard programs, you can set an 'Individual' mode up with various selections for the suspension, steering, powertrain response and exhaust noise.

Following the SQ7, our time in the SQ8 took in some more twisting roads and the combination of 23-inch alloys with firmer suspension settings meant that, even in 'Comfort', 'Auto' or 'Balanced' drive modes, the coupe-styled model had a busier ride.

Both SQ7 and SQ8 featured 'Sport' adaptive air suspension, sitting 15mm lower than normal with the ability to drop the ride height up to 40mm in 'Dynamic' mode or raise it 50mm in lift mode to get out of sticky situations.

Audi chose not to specify the Dynamic pack on the SQ8, though, and the difference is noticeable compared to the SQ7. The coupe SUV rolls a little more in hard cornering and doesn't engage the rear end in quite the same way.

Back in the SQ7, turn in may feel a little less sharp owing to the taller height but the active roll stabilisation and Quattro electronically-controlled limited-slip differential splitting power between the two rear wheels makes for a more confident vehicle with better punch out of corners.

Grip is prodigious and the SQ7 is always in control with 285/35R22 Bridgestone Turanza T005 tyres.

A 2.4-turn lock-to-lock steering system is well-judged, remaining light in Comfort but adding enough weight and precision in Dynamic.

The brakes — 400mm front rotors clamped by six-piston calipers with optional ceramics — are reassuring and feel Autobahn ready. 

The Audi SQ7 with Dynamic Pack is like an Olympic swimmer that's put on some kilos and had a few kids but can still gap his teenage son in a 50-metre freestyle race.

This is perhaps the perfect expression of Audi's 'S' models USPs, being totally normal when pottering despite huge reserves of talent. 

Lexus surprised us a bit with its choice of test roads for the LX’s launch. As well as some twisty bitumen which might not, on the surface, have seemed the most LX-friendly terrain, the launch also threw in some steep if not otherwise too taxing off-road work.

The steep downhill section highlighted the fact that the LX has probably the best hill-descent control we’ve sampled. Not only is it simple to use with speed variation via the rotary knob that otherwise controls the drive modes, it’s also consistent and doesn’t stumble or lock-up wheels and bang brake calipers intermittently.

The second surprise was how well 2.6 tonnes of luxury off-road SUV handled the winding blacktop. It’s no performance-oriented SUV with its live rear axle and off-road-worthy suspension settings, but it can be hustled along in a pretty tidy manner if you concentrate and keep it flowing.

Beyond that, it was pretty civilised at everything else, too, and although it’s not a compact vehicle by any means, the cameras and sensors ensure that it’s not too much of a brain-teaser to park.

The LX seems to have slightly better noise suppression than the LandCruiser on which it’s based and the diesel version doesn’t seem quite as vocal under load. That said, it’s still very quiet and when rolling along at highway speeds and low engine revs, even the diesel is tomb-like in its silence.

But the petrol is next-level refined. There’s a small degree of engine raspiness when you rev the petrol V6 hard (and you won’t mistake it for a V8) but it’s a sophisticated soundtrack and, at a steady throttle, the petrol LX is even more silent.

The two engines have vastly different torque curves, but the 10-speed transmission is so on top of things that it can tailor its shift-pattern to make the absolute most of whatever torque and power are being produced. You can just feel the transmission holding a gear a little longer when the driver dials up max thrust, but in the interests of getting a heavy vehicle moving swiftly, using a clever transmission is the smart, modern way to do it.

Steering is a fraction light to be completely tactile, but that’s a function of the off-road abilities, and we’re pleased to report that the turning circle is very good given the exterior dimensions and makes tight city work much easier.

The shift paddles are, ironically, likely to be of most benefit when off-road and it’s here that the LX lays the SUV pretenders to waste. With low-ratio gears in the transfer case and that clever 10-speed, the LX will climb up some amazing places. It’s fair to say that, like all good off-roaders, you’ll run out of brave pills before the LX runs out of talent.

And while the suspension does a good job off-road, the live rear-axle and independent front suspension also combine pretty well on the blacktop. There’s some initial thump on pattery bumps that are felt more than heard. But as the bumps get bigger, the LX gets even better at dispatching them.

The variable ride height feels like air-suspension but is actually a clever hydraulic adjustment to the dampers to increase their length and, therefore jack the vehicle up for off-roading. Strangely, the ride seems to become a fraction firmer (and we mean a fraction) as the height cranks up, but most owners will never notice it.

What they will notice is the composure that the LX has in most settings. No, it’s not the fastest or tidiest handling SUV out there, but it’s well beyond good enough. And off-road? Very, very little is likely to touch it.

Lexus’ latest safety innovations have made it on to the new LX, and as well as the now-usual driver aids and passive safety gear, there are fitments such as an autonomous braking system that can identify cyclists in daylight hours and pedestrians any time of the day or night.

There’s also intersection turn-assist which minimizes the chances of a crash when turning across oncoming traffic, as well as emergency steering-assist to help with fast inputs in a crash-avoidance situation.

The adaptive cruise-control now also features curve-speed reduction if the car thinks a corner is being tackled at too high a velocity. Along with that is road-sign recognition, blind-spot monitoring, tyre-pressure monitoring, 10 airbags (12 in the Ultra Luxury) and Multi-Terrain Monitoring which allows for a transparent on-screen outline of the car, allowing the driver to see what’s around and even underneath the vehicle.

Audi recommends SQ7 and SQ8 owners bring their car in for a service every 12 months or 15,000km.

Service pricing is not cheap, with a five-year package costing $4600 for either model. For reference a basic service plan for a BMW X5 costs $3450 for five years.

Audi has moved to a five-year, unlimited kilometre warranty with owners able to extend that (for a fee) up to nine years with Audi Advantage. An extra two years of warranty and scheduled servicing costs $4360 for the SQ7 and $4160 for SQ8.

Additionally, customers get access to Audi's loyalty programs with event invitations, ambassador experiences and discounts offers from select partner companies.

Lexus Australia recently upgraded its factory warranty to five years/unlimited kilometres (up from three years). That’s better, but by no means a real advantage over most of its competition.

Capped price servicing is available at $595 per service for the first three years. The catch there is that servicing is every six months or 10,000km, an area in which Lexus trails its main competitors.