Lexus GS VS Audi A4
- Super-smooth V6
- Lots of interesting tech
- Lovely (if old-fashioned) interior
- Media system
- No Apple CarPlay/Android Auto
- Stylish, but simple, design
- New cabin tech a hit
- Sophisticated cabin feel
- Can lack some driving excitement
- Extra safety will cost you
- It's time to move past three-year warranties
Ah, yes, the Lexus GS. Toyota's luxury off-shoot had high hopes for the new big boy when I first saw it a few years ago. Not thousands-of-sales high hopes, but the company thought a rear-wheel drive luxury sedan stacked with gear you didn't even know you wanted would be a dead-set winner.
And to be fair, they were right. I ran a GS as a long-termer and it was impeccably-mannered. In hybrid form. It wasn't sparkling, but my goodness, it used barely any fuel; especially impressive given its size.
|Fuel Type||Premium Unleaded Petrol|
It's easy to think SUVs have already consumed Australia's new-car market, but a deeper dive into the numbers throws up some surprising results for some brands.
The question now is, is this plucky premium passenger car good enough to fight off the SUV hordes? Join me as we find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Weirdly, given all the good things I've had to say about the GS F Sport, it doesn't quite hang together. It's missing that certain something the Europeans have in their chassis, particularly the BMW 5 Series, and with ageing interior tech, it's struggling to keep up.
It's a car built for specific tastes, and they're more California than Straya. And that's perfectly okay, but unfortunately, that doesn't translate to a stampede of buyers. Having said that, none of its German rivals (or its beleaguered Japanese counterpart, Infiniti) could claim wild sales success either.
The GS is a terrific car, underrated but also just not quite there for my taste. The GS F, though, that's another thing altogether.
Does Lexus even register on your big luxury sedan radar? If it does, what stops you from taking the plunge?
The GS is ageing well, but it's still a bit heavy-handed around the headlights and a little on the slabby side along the flanks. It doesn't look poised for action, even with the F Sport additions, but nor does it look frumpy, mostly due to the whopping blacked-out spindle grille, a Lexus signature.
The rear end is good looking but a bit bluff, again neither surprising or delighting.
Little has changed inside, but it's still a very nice cabin, and always will be apart from a couple of clangers (the gear shifter looks super-cheap).
What's more, it's welcoming, lots of very nice materials, comfortable, seats - it's exactly what it needs to be. Whatever you might think of the looks, one thing is absolutely certain - if anyone builds cars better than Lexus, it's a very, very short list.
It's undeniably handsome, the A4, in all of its guises. I have a particular soft spot for the stance of the sedan, but wagon lovers will find plenty to like about the Avant, too.
Ask Audi, and they'll tell you how this is a major design update for then A4 (albeit one that's arrived in the middle of its life, rather than for a whole new model), and how almost every exterior panel has been changed or altered.
The reality, though, is it still looks like an A4, only now with a wider grille, and redesigned headlight and DRL clusters, both of which combine to give the muscular mid-sizer a lower, more athletic-looking front-end.
The sharp creases that flow down each flank give the side-view some clear definition, and I do particularly like the way those alloys fill the wheel arches, genuinely making the A4 look tough and purposeful.
The biggest change, though, is arguably reserved for the interior, where a new 10.1-inch screen takes pride of place in the dash. Audi says the new model offers 10 times the computing power of the outgoing model, owing mostly to connected car features including live traffic, weather reports and fuel pricing, as well as the ability to remote unlock or lock you car from your phone, or pre-plan destinations and send them to the vehicle's nav.
Better still, it's a touch screen, which is eleventy-billion times easier to use than fiddling with the centre controls. In fact, it's so much easier that Audi has done away with them entirely, replacing them with extra storage in the centre console.
The flat-bottomed wheel feels great under touch, leather abounds, and the dash and centre console received lashing of metallic or carbon-fibre trim.
The end result of all this is a clean and uncluttered interior space that feels very well screwed together, and rather premium.
Being a big car, there's plenty of room inside. Four passengers will be very comfortable although rear legroom was a bit on the skinny side given the car's size.
The cabin contains a good-sized console bin, four cupholders and each door pocket into which you could conceivably slot a bottle.
The 520-litre boot is a useful shape, with a sensible load height and a space-saver spare under the floor. The 5 Series and E Class both best the Lexus by 10 litres, so the GS isn't far off the norm.
It all comes down to your body style, of course, but let's start with the sedan, shall we?
It stretches 4762mm in length, 1847mm in width and 1431mm in height, and will swallow 460 litres of luggage in its boot.
Those numbers translate to pretty spacious cabin, with enough room up front for two adults to never encroach on each other's territory, and enough room in the back for me (I'm 175cm) to sit behind my own driving position with clear air above my head and between my knees and the driver's seat in front.
The Avant, or wagon, increases those dimensions to 4762mm x 1847mm x 1435mm, but also increases the cargo capacity to a considerable 495 litres with the rear seats in place, or 1495 litres with them folded flat. If yours is a life filled with kids' sport and weekends away, this is the model you want.
Finally, the allroad measures in at an identical 4762mm in length, and will deliver the same luggage space as the wagon, but you do get a more off-road focused suspension setup, delivering an extra 46mm ground clearance, a wider track front and rear, and a unique "off road mode" that uses the cars many traction and braking controls to deliver more grip off road.
Elsewhere, you'll find a plethora of storage spaces, two cupholders up front, bottle holders in each of the doors, and a new cubby in the centre console, where the media controls once lived.
Backseat riders share two USB connection ports (as well as ISOFIX attachment points in each window seat), while up-front riders get two of their own, as a 12-volt power source.
Price and features
We had the pleasure of the GS 350 F Sport for the week, which is well over $10,000 cheaper than the Luxury and is therefore the 'default. If you're not sure what F Sport means, it's Lexus' answer to an M Sport or AMG pack, without all the high-powered engine shenanigans to go with it. If that's what you're after, the V8-powered Lexus GS F is definitely for you.
Starting at $95,300, the F Sport has a spectacular standard features list - 17-speaker stereo, 19-inch alloys, variable-geared four-wheel steer (!), adaptive suspension, dual-zone climate control (with moisturising function), hectares of leather trim, head-up display, electrically-operated heated and ventilated front seats, rear sunshade, F Sport instrument screen, auto LED headlights, keyless entry and start, sat nav, front and rear parking sensors with around-view cameras and a space-saver spare.
The media system is run from Lexus' 12.3-inch screen embedded in the dashboard and controlled from an infuriating console-mounted mouse-clicker with a couple of shortcut buttons. It really is spectacularly irritating and made worse by the rotary dial stationed next to it that acts as the drive mode selector. Why not use that instead?
As ever, the system is mildly baffling to use and hard to look at, but the sound is absolutely lovely from the Mark Levinson-branded speakers. Lexus is persisting with a DVD player but it also has DAB+.
The cheapest way into an A4 remains the 35 TFSI Sedan, which will set you back $55,900, while the more sport-and-style focused S line variant will cost you $59,900.
For that, you'll find LED headlights, 19-inch alloy wheels, a new 10.1-inch touchscreen that's Apple CarPlay and Android Auto equipped, a smart key with push-button start, leather trim, three-zone climate, standard navigation and a DAB+ digital radio.
The S line version adds Audi's Virtual Cockpit (a 12.3-inch digital display that replaces the traditional driver's binnacle), as well as sportier exterior and interior styling, frameless mirrors and illuminated door sills.
The range then steps up to the A4 45 TFSI quattro S line, which is yours for $68,900 in sedan guise, or $71,400 for the Avant, or wagon. Both are S line only, so you get the sportier style, but you also build on the 35 TFSI S line's equipment list with a memory function for the driver's seat and a better Audi 10-speaker stereo.
Finally, you can opt for the more off-road focused allroad, which is available with the 45 TFSI petrol engine ($72,900), or with a smaller diesel power plant ($69,900), bot of which are quattro AWD.
Both offer aluminium-look exterior highlights, roof rails and new front and rear bumpers, as well as a mite more off-road ability.
Engine & trans
Let's start with the 35 TFSI, which is home to a turbocharged 2.0-litre engine producing 110kW and 270Nm, and that is now paired with a 12V mild hybrid system that delivers fuel savings of up to 0.3 litres per hundred kilometres.
That engine is paired with a seven-speed S tronic automatic, with power sent to the front wheels. Audi reckons it will knock off the sprint to 100km/h in 8.6 seconds on its way to a 224km/h limited top speed.
The 45 TFSI engine is the same size as the 35 TFSI, but ups the grunt to 183kW and 370Nm. It gets the same gearbox, and the same mild hybrid system, but because it's only offered with quattro, power is sent to all four wheels. Fittingly, there's a drop in the sprint time, now as low as 5.8 seconds, with the top speed increased to 250km/h.
Finally, the diesel, which is only offered in the allroad body style. The 40 TDI quattro squeezes 140kW and 400Nm from the it's 2.0-litre engine - enough to dispatch 100km/h in 7.9 seconds.
A real world 13.7L/100km is a solid miss of the claimed 9.3L/100km, which itself is hardly earth-shattering. It's a big heavy car and that's the penalty. It drinks fuel fast, so the 66-litre fuel tank does drain quickly and it's worth knowing you have to fill it with the 95 RON or better.
The diesel is the most fuel-efficient option, sipping a claimed 5.2 litres per hundred kilometres on the combined cycle, while emitting 136g/km of C02.
The smaller petrol will use 6.1 litres on the same cycle over the same distance, and expel 167g/km of C02, while the bigger petrol ups the fuel use to to 7.1 litres, but drops the C02 to 162g/km.
Fuel tank sizes vary from 54 litres for the petrol sedan, 61 litres for the diesel, and 58 litres for the petrol wagon.
There are things you expect in a Lexus. Quietness. Composure. Smoothness. The GS delivers all three of those things effortlessly. But it has a few extra things in its bag that I can't say I was expecting.
For a start, the 3.5-litre V6 moves the car without any carry-on and in doing so, I was constantly amazed at how quickly the speed in the head-up display reached the posted limit. It just doesn't feel or sound like a six second car, but there you are. The transmission is virtually faultless, the engine sound distant and refined, the power impressive.
It's a heavy car, no question, but two things work to make it feel much lighter. First - and it doesn't matter which mode you choose - the adaptive suspension somehow knocks about 200kg out of how heavy the car feels. The brakes, while a little soft on pedal feel when you first step on them, are very effective and again help to make the car feel lighter than it is.
The four driving modes are quite distinct. As usual, Eco makes everything soft and doughy or as I prefer to say, unpleasant. Normal is great for every day, with just the right throttle response and steering weight.
Moving to sport ups the aggro slightly while Sport+, while never harsh, firms everything up to the point where it starts to feel like a different car. Sport+ makes the car feel race-car pointy, the suspension holds the body in check and the power seems readily available without jerky progression
The all-wheel steer is a big part of the change in feel. It's is especially sharp in Sport+ mode. The steering's gearing changes up quite a bit, meaning a lot less steering lock required for your favourite hairpin bend. Of course, at real speed it all calms down because neither you nor Lexus are fond of sneezy lane-changes or Armco-swiping. At first I thought it just made the big car feel a bit too nervous but as I got used to it (and was able to dial it down by switching back into a less racy mode) I found it fun but a little bit out of character with the car itself.
And just because it's the F Sport, that doesn't mean it can't do all the things you'd expect from a Lexus. You can still waft, you can still creep up on people and it's really very comfortable when you're cruising or stuck in traffic.
You can't help but feel for Audi when you first slink into the driver's seat of the A4 45 TFSI. In today's motoring world, there's a heap of pressure on car company's to deliver something special with each new vehicle - some scintillating wow factor - be it a door-to-door digital screen, rocket ship acceleration or game-changing cabin materials.
And if we're honest, the A4 doesn't really do any of that. Instead, it offers a comfortable, quiet, super-competent drive experience that delivers most everything you might expect from it, and then some.
And while that might sound disappointing, here's the rub. Wow factor eventually fades, or the speeding tickets begin to pile up, and all you're really left with is how well a car goes about its day-to-day business, and it's here the A4 shines.
You'll notice I called out a particular engine at the start there, and that's because the 45 TFSI really is the pick of the bunch. It’s not that the engine is overly potent, it’s more that the power delivery feels perfectly matched to the vibe of the car - easy, plentiful, and hassle-free.
The entry-level petrol engine feels exactly that, like the entry-level choice. Perfectly capable at commuter speeds, but lacking in the fizz department should you find yourself on a winding road, and you do find yourself longing for more grunt as you exit a corner, especially heading up hill.
Same, too, the diesel, which isn't underwhelming, but feels like a particular tool for a particular job, or for those wedded to the idea of a long-distance diesel engine.
But in the words of a particular fairytale heroine, the 45 TFSI quattro feels just right. And even the most prehistoric owner can’t complain about the hybrid tech here, either. It’s seriously unnoticeable, with the Audi behaving like any other turbocharged petrol engine should, only with the added benefit of saving a little fuel.
So, to the drive experience itself. It is, in a word, very Audi. The ride might lean to the firm side of comfortable occasionally, especially over harsher road imperfections, but the cabin is quiet, comfortable, and your forward momentum is effortless, with the steering and gearbox both performing their duties seamlessly.
So seamlessly, in fact, that it can feel a little disconnected. It will get you where you’re going in comfort and with ease, but it won’t necessarily stir the soul on the way. For that, you might have to spring for the incoming S4, due later this year.
The GS scores 10 airbags, ABS, stability and traction controls, blind spot monitoring, rear cross traffic alert, forward AEB, active cruise, auto high beams and lane departure warning with lane keep assist.
The GS doesn't have an ANCAP or Euro NCAP rating while the USA's IIHS (Insurance Institute for Highway Safety) rating is good for each key crash-worthiness measure. The IIHS suite of tests is quite rigorous but differ from our ANCAP/Euro NCAP standards.
You can expect AEB with pedestrian detect, an exit warning system, lane change warning, rear cross-traffic alert, front and rear parking sensors and a reversing camera - all of which contribute to the A4's five-star ANCAP safety rating.
The high-tech stuff joins the eight airbags (dual front, front side, side bags front and rear and curtains front and rear), but if you want more, you'll have to pay.
Adaptive cruise control with Stop&Go, active lane assist, Audi pre-sense, Collision avoidance assist, high beam assist and turn assist all arrives as a package on the 35 TFSI, costing between $1900 and $2470.
The same kit, only with a head up display, park assist and a 360-degree camera will cost you between $2900 and $3770 on the 35 TFSI S line and 45 TFSI S line.
There's one area where Lexus smashes the Germans and that's after-sales. While the warranty is hardly ground-breaking at four years/100,000km and service intervals are reasonable at 12 months/15,000km, it's how it all comes together.
For the duration of the warranty, when the car needs a service, Lexus will either come and get it then return it to you, or give you a loan car. Anecdotal evidence suggests this continues long after the warranty runs out. Like, 10 years after the warranty runs out.
This is a small thing, but if there's one thing I hate about car ownership, it's the servicing experience. If I was a betting man, I'd dare you to find someone who genuinely has a problem with Lexus after-sales care.
On top of that, you get a generous roadside assist package for four years.
All Audi's are covered by a three-year, unlimited-kilometre warranty, with servicing required every 12 months or 15,000km.
You can pre-pay your service costs for three or five years, which will set you back $1710 or $2720 for petrol engines, or $2050 and $3190 for diesel engines.