Lexus IS VS Audi A8
- Looks a lot better now
- Improved media system
- Better safety tech
- Still the same engines
- Largely the same interior
- Feeling a little old
- Unmistakably Audi
- Amazing interior design
- Groundbreaking safety features
- Pricey options
- Most of its autonomous tech locked out for Aus
No it isn’t an all-new car. It might look like it, but the 2021 Lexus IS is actually a heavy facelift of the existing model, which originally went on sale way back in 2013.
There have been significant changes to the look of the new Lexus IS, including a revised front and rear end, and the company has widened the track and made “substantial chassis changes” to make it handle more adeptly, too. Plus there is a whole raft of newly added safety features and in-car technology, despite the cabin being, largely, a carryover affair.
Suffice to say that the new Lexus IS 2021 model - which the brand describes as having been “reimagined” - carries over a few strengths and weaknesses of its predecessor. But does this Japanese luxury sedan still have enough quality traits to compete with the likes of its main rivals - the Audi A4, BMW 3 Series, Genesis G70 and Mercedes-Benz C-Class?
Let’s find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
In a world where genuine wood trim and nappa leather comes in a Mazda6 for under $50,000, premium brands like Audi have been forced to come up with new hallmarks to underpin their status and asking prices.
The new, fourth-generation Audi A8 is no different, packing hardware capable of autonomous driving well ahead of what is currently allowed on any public roads, along with an array of safety, efficiency and convenience firsts for the brand that cement the model's position at the top of the four-ringed luxury tree.
The current S-Class may measure your vital signs and aim to improve your general well-being, but it won't give you a foot massage. If you tick the right options boxes, the new A8 will.
We were among the first to drive the new A8 at its Australian launch around Sydney last week.
|Engine Type||3.0L turbo|
The new-look Lexus IS takes several steps forward over its predecessor - it’s safer, smarter, sharper to look at and still pretty well priced and equipped.
It is feeling its age inside, and the competition has moved on in terms of engines and EV tech. But even so, if I was buying a 2021 Lexus IS, it would have to be the IS350 F Sport, which is just the most fitting version of this car, though the IS300h Luxury does have plenty to like for the money, too.
The new A8 is a very accomplished machine, and can certainly be optioned up with enough toys to entertain and comfort whether you're riding in the front or back.
It's not possible to say if its better than the S-Class or 7 Series in isolation, but it has a unique design ambience that's unmistakably Audi. If you're a four-ring devotee, you won't be missing out.
Based on this test, the sweet spot of the range is the long-wheelbase 55 TFSI. At this end of the market, it's fair to say the extra $12,000 for the added length and $3000 for the smoothest and most powerful engine are worth it.
Regardless of the bigger wheels, we'd probably spring for the Premium plus package and the Executive package's rear seat with the Entertainment package for all the most impressive toys. This would mean a total list of almost $250k, but it's arguably how Audi intended the new model to be.
Also check out Peter Anderson's video review from the A8's international launch:
Would you consider the new A8 over an S-Class or 7 Series? Tell us what you think in the comments section below.
You either get the Lexus look or you don’t, and I think this latest version is possibly more agreeable than the IS in years gone by.
That’s partly because the brand has finally done away with the odd spider-eyes twin-section headlights and daytime running lights - now there are more traditional headlight clusters, which look a lot more resolved than before.
The front end still features a bold ‘spindle’ grille, which gets different treatment depending on the grade, and the front, to my eye, looks better than before but still very much stuck in its ways.
At the side you’ll notice the giveaway windowline hasn’t changed, despite the chrome trim line having broadened as part of this facelift, but you can tell the haunches have muscled up a bit, with the new IS now 30mm wider overall, and the wheel sizes are 18s or 19s, depending on the grade.
The rear accentuates that width, with an L-shaped lighting signature now spanning the entire re-sculpted boot lid, giving the IS a pretty tidy rear end design.
Overall dimensions for the IS are 4710mm long, making it 30mm longer nose to tail (on an unchanged 2800mm wheelbase), while it now spreads across 1840mm (+30mm) and is 1435mm tall (+5mm).
The exterior changes really are impressive - I think it is a more purposeful but also more pleasant looking car now than it ever has been in this current generation.
The interior? Well, there’s not a whole lot to talk about in terms of design changes, aside from the repositioned and larger media screen - which sits 150mm closer to the driver because it’s now a touchscreen with the latest smartphone mirroring tech. Otherwise it’s a carryover affair, as you can see from the interior pictures.
At first glance the new A8's exterior styling may look a tad obvious, with unmistakably Audi design adding a bunch of straight lines to make things look more serious.
The reality is far more considered, being the first whole design to emerge under Audi Design boss Marc Lichte's stewardship. Previewed by the first Prologue concept in 2014, the result has an elegance that underlines its position as Audi's flagship and is less likely to be confused with an A6 than the S-Class can be with the E-Class.
If you're after the ultimate in design details and lighting performance, you can also opt for $13,200 laser headlights that can double the range of LED headlights to 600m ahead. This option also brings OLED tail-lights with jewel-like filaments less than 1.0mm thick.
Compared with the third-generation model it replaces, the size of the new A8 is 37mm longer, 13mm taller but 4.0mm narrower, riding on a 6.0mm longer (2998mm) wheelbase. The long wheelbase version is 130mm longer again in wheelbase and overall.
In A8 guise, it combines aluminium, steel, magnesium and CFRP to result in the biggest material variety used in an Audi to date. Kerb weight ranges from 1995kg for the short-wheelbase petrol model to 2020kg for the long-wheelbase version, with the diesel versions adding 55kg respectively.
A 15-spoke, 19-inch wheel design is standard for Australia, but the Premium plus package fitted to all the cars we tested brings a 10-spoke 20-inch design, while the options list includes another three choices of 20-inch wheels. You can also get 21-inch alloys with the optional Sport package.
As you'll see in the interior images, the A8 represents another significant step forward for Audi design, with horizontal themes and numerous traditional controls now hidden beneath touchpads.
Key among these is the deletion of the centre console controller for the multimedia system, which has been replaced by an 8.6-inch secondary touchscreen beneath the 10.1-inch main screen. Apple CarPlay and Android Auto smartphone interfaces are available via USB connection, and the A8 will act as a mobile Wi-Fi hotspot if you sign up for a data plan.
This split layout is less imposing than using one giant screen as in a Tesla, and both give haptic and acoustic feedback to commands to simplify use while driving. All versions also score the excellent 12.3-inch 'Virtual Cockpit' display ahead of the driver.
All A8s also now get a smartphone-like back seat remote controller, which enables control of temperature settings, seat adjustment, lighting, media functions and window blinds (when optioned) via its 5.7-inch OLED touchscreen.
Another surprise detail is that the interior door handles are now power assisted, which represents the lengths Audi has gone to in reducing control weights.
The interior design of the IS, as mentioned, hasn’t changed dramatically, and it is starting to feel old compared to some of its contemporaries.
It’s still a nice place to be, with comfortable front seats with electric adjustment and heating across all grades, and cooling on many variants, too.
The new 10.3-inch touchscreen media system is a nice unit, and means you can essentially do away with the silly trackpad system that still resides near the gear selector, so you may still end up bumping it accidentally. And the fact the IS now has Apple CarPlay and Android Auto (though neither are wirelessly connectable) does further its appeal on the multimedia front, as does the standard 10-speaker Pioneer stereo - though the 17-speaker Mark Levinson unit is an absolute blinder!
The centre stack below the media screen retains a CD player, and still has the electromagnetic temperature adjustment sliders as well. That part of the design is dating it just as much as the transmission tunnel console area, which looks a bit out of touch by modern standards, though still incorporates a pair of cup holders and a reasonably large centre console bin with soft armrest padding.
The front doors feature trenches with bottle holders as well, while in the rear doors there is still no drink storage - a carryover annoyance from the pre-facelift model. However, the middle seat in the back doubles as an armrest with pop-out cupholders, and there are rear air vents too.
Speaking of that middle seat, you wouldn’t want to sit in it for long, as it has a raised base and uncomfortable backrest, plus there’s a huge transmission tunnel intrusion eating into leg and foot space.
Outboard passengers also miss out on toe room, which - for my size 12s - is an issue. And it’s hardly the roomiest second row in this class for knee room and headroom, as my 182cm frame was a touch squished behind my own driving position.
Children will be better catered for in the back, and there are two ISOFIX anchorages and three top-tether attachment points for baby seats.
The boot capacity varies on the model you buy. Choose an IS300 or IS350 and you score 480 litres (VDA) of cargo capacity, while the IS300h has a battery pack that robs it of some boot space, with 450L available.
Choosing the biggest sedan in the line-up isn't just about outdoing your neighbours, it's also fair to expect enough room to stretch out and ponder your stock options.
Despite the new A8's minor 6.0mm wheelbase growth, the interior dimensions have grown 32mm in length, which has expanded legroom as well as headroom.
Fundamental practicality elements are covered as well, with a cupholder and bottle holder for each outboard passenger, an array of USB and 12-volt charge points and two ISOFIX child seat mounts for the back seat. There's also a Qi wireless phone charger within the centre console.
Boot space is a useful 505 litres, and while there's no split-fold for the back seat, there is the capacity to bring curtain rods home from Bunnings via the ski port. There is also a space saver spare wheel beneath the boot floor.
Price and features
The updated 2021 Lexus IS range has seen a number of pricing changes, and a reduction of variants, too. There are now five IS models available, down from seven prior to this update as the Sports Luxury model has been axed, and you can only get the IS350 in F Sport trim now. However, the company has expanded its “Enhancement Pack” strategy across the different variants.
Opening the range is the IS300 Luxury, which lists at $61,500 (all prices listed are the MSRP - not including on-road costs, and are correct at time of publishing). It has the exact same equipment as the IS300h Luxury model, which is $64,500, and that ‘h’ stands for hybrid, which will be detailed in the engines section.
The Luxury trim is equipped with items such LED headlights and daytime running lights, 18-inch alloy wheels, proximity keyless entry with push-button start, a 10.3-inch touchscreen multimedia system with satellite navigation (including live traffic updates) and Apple CarPlay and Android Auto smartphone mirroring tech, plus a 10-speaker sound system, eight-way power-adjustable front seats with heating and memory settings for the driver, and dual-zone climate control. There’s also auto headlights with auto high beam, rain sensing wipers, power steering column adjustment, and adaptive cruise control.
Indeed, there’s a raft of safety technology included - more on that below - and there’s also a number of Enhancement Pack options.
Luxury spec models can be equipped with a choice of two Enhancement Packs: the $2000 Enhancement Pack adds a sunroof (or moonroof in Lexus speak); or Enhancement Pack 2 (or EP2 - $5500) further adds 19-inch alloy wheels, a 17-speaker Mark Levinson sound system, cooled front seats, high-grade leather-accented interior trim, and a power-operated rear sunshade.
The IS F Sport trim line is available across the IS300 ($70,000), IS300h ($73,000) or the V6-powered IS350 ($75,000), and it adds a number of additional features over the Luxury grade.
As you can probably tell, F Sport models get a sportier look, with a body kit, 19-inch alloy wheels, standard fit adaptive suspension, sports front seats with cooling, sports pedals, and five drive modes to choose from (Eco, Normal, Sport S, Sport S+ and Custom). The F Sport grade also includes a digital instrument cluster with an 8.0-inch display, as well as leather-accented trim, and scuff plates.
Buying the F Sport grade allows customers to add further goodies by way of the Enhancement Pack for that grade, which costs $3100 and includes the sunroof, 17-speaker sound system and rear sunshade.
What’s missing? Well there’s no wireless phone charging in any grade, and no USB-C connectivity either. Note: the spare wheel is a space saver in the IS300 and IS350, but there is only a repair kit in the IS300h as there are batteries where the spare wheel would go.
There’s no go-fast IS F model sitting at the top of the tree here, nor is there a plug-in hybrid to compete against the circa-$85K BMW 330e and Mercedes C300e. But the fact the IS models all come in below $75K means it’s a pretty decent value proposition.
The fact that the new A8's entry price has dropped almost $6000 to $192,000 is likely to have less impact than a $19,990 Hyundai i30 special, but Audi's claim that it offers up to $36,000 more value than before may lower a few bifocals.
Introducing Audi's new naming scheme, which no longer makes reference to engine capacity in preparation for electrification, the diesel base model wears a 50 TDI badge, before moving $3000 north to the petrol 55 TSFI. Either models can be had in long-wheelbase form (signified by a capital L after A8) which will cost you an additional $15,000 respectively.
The $210,000 A8 L 55 TFSI at the top of the price list is more than $42,000 cheaper than the previous V8 diesel 4.2 TDI and a more than $120,000 less than the previous S8 Plus, but a new performance flagship is due to appear in the near future.
Value is rather subjective at this end of the price scale, but by comparison the entry RRP for the new A8 undercuts the base 7 Series by $34,900, the S-Class by $3900, but starts $1871 above the Lexus LS.
Both the A8's 50 and 55 engines come with the same trim levels, but when the standard kit is this lengthy it's more a matter of features not included in the A8, rather than those that are.
As you might expect, there's an array of options available. These accessories range from the aforementioned wheel choices and laser lighting to $3600 Alcantara headlining, $4500 all-wheel steering, a $5200 night vision system, or $12,100 3D Bang & Olufsen sound system with 23 speakers.
There are five options packages also, starting with the $6690 'Entertainment package' which brings a six-disc DVD/CD changer (on top of the standard DVD/CD player) and twin tablets for the rear seats which mount to the front seat headrests.
The nappa leather trim can be expanded to the upper and lower dash and glovebox, door trims, headrests, centre console, steering wheel airbag cover and the backs of the front seats with the 'Full leather package' for an extra $9950.
If you can't hold out for the sport edition S8, you can almost look the part with the $9950 'Sport package', which brings a more aggressive front and rear bumper, 21-inch wheels, all-wheel steering and expanded 'piano black' interior trim.
Audi Australia tells us all A8s ordered to date (along with both cars pictured here) have ticked the $11,000 'Premium plus package', which brings 20-inch rims, adaptive windscreen wipers with integrated jets, chrome exterior details, ambient lighting with variable colours, black control buttons, digital TV, electric rear sunblinds, the full leather package mentioned above, interior fragrancing with ionisation technology, rear tinted windows, softer rear headrests and ventilated massage front seats.
If you've already selected the rear seat entertainment system, you can also choose the $18,500 'Executive package' which brings individual reclining back seats and extended centre console - which also eliminates the centre rear seat - with folding tables, front and rear seat ventilation and massage function, heated armrests all round and a heated steering wheel. It's the Executive package that also brings the heated rear passenger-side footrest and the foot massage USP.
Engine & trans
The engine specs depend on the powertrain you choose. And at a glance there’s no variance between the earlier version of the IS and the 2021 facelift.
That means the IS300 model still runs a 2.0-litre turbocharged petrol motor producing 180kW of power (at 5800rpm) and 350Nm of torque (at 1650-4400rpm). It has an eight-speed automatic transmission, and like all IS models, it is rear-wheel drive (RWD/2WD) - there is no all-wheel drive (AWD/4WD) model here.
Next up the spectrum is the IS300h model, which has a 2.5-litre four-cylinder Atkinson cycle petrol motor teamed to an electric motor and nickel metal hydride battery pack. The petrol engine is good for a 133kW (at 6000rpm) and 221Nm (at 4200-5400rpm), and the electric motor produces 105kW/300Nm - but the combined total maximum power output is 164kW, and Lexus doesn’t provide a maximum torque figure. The 300h model runs a CVT automatic transmission.
The big horsepower offering here is the IS350, which runs a 3.5-litre petrol V6 engine, producing 232kW of power (at 6600rpm) and 380Nm of torque (at 4800-4900rpm). It runs an eight-speed auto.
All models have paddle-shifters, while the two non-hybrid models have seen tweaks to the transmission software that is said to “estimate driver intentions” for better enjoyment.
You might be surprised to learn there's no V8 in the new A8's arsenal - for now, the S8 could change that - but an even greater sign of the times is the return of a petrol version for the first time since 2013. Efficiency gains are the main reason for the petrol comeback, which is explained in detail under the fuel consumption heading below.
Both the 210kW/600Nm 50 TDI turbo-diesel and 250kW/500Nm 55 TFSI petrol specifications use 3.0-litre turbocharged V6s which may seem to be simply plucked from existing models, but they bring mild hybrid technology to the Audi line-up for the first time.
Unlike conventional hybrids that use an electric motor to provide horsepower to drive the vehicle, a mild hybrid (or MHEV) enables the combustion engine to be switched off when the vehicle is coasting or braking, or effectively as an extension of a start/stop system which conserves fuel when a car is stationary.
The A8's mild hybrid system is facilitated by the move to a 48 volt electrical system, with a supplementary 10Ah lithium-ion battery mounted in the boot to keep the electrical systems fed for up to 40 seconds with the engine switched off. Audi claims the system has the capacity to save up to 0.7L/100km.
An extra starter motor has been integrated with the alternator to restart the engine more smoothly via a belt, rather than the conventional cog and ring gear used by the dedicated starter motor for cold starts.
Both engine specs deliver their max torque rating from just above idle, with the 50 TDI at 1250rpm and the 55 TSFI at 1370. Claimed 0-100km/h acceleration performance figures are an impressive 5.9s and 5.6s respectively.
Like all recent longitudinal-engined Audis, the new A8 uses a version of ZF's much lauded eight-speed torque converter auto gearbox, and both engines send power to all four wheels via the 'quattro' all-wheel drive system.
The optional all-wheel steer system can twist the rear wheels by as much as five degrees, reducing the turning circle by around 1.0m at slow speeds. While at higher speeds, the rear wheels move parallel with the fronts by as much as two degrees to improve stability, particularly for rapid lane changes and evasive manoeuvres.
All new A8 variants carry a maximum braked towing capacity of 2300kg.
There’s still no diesel model, no plug-in hybrid and no full electric (EV) model - which means that while Lexus was at the forefront of electrification with its so-called “self-charging” hybrids, it is falling behind the times. You can get plug-in versions of the BMW 3 Series and Mercedes C-Class, and the Tesla Model 3 plays in this space in full-electric guise.
As for the fuel-sipping hero of this trio of powertrains, the IS300h is said to use 5.1 litres per 100 kilometres on the combined cycle fuel test. In reality, our test car’s dashboard showed 6.1L/100km across a mix of driving.
The IS300 with its turbocharged 2.0L engine is next best for fuel use, claiming 8.2L/100km. On our short launch drive of that model, we saw 9.6L/100km on the dashboard.
And the full-fat IS350 V6 petrol claims consumption of 9.5L/100km, while on test we saw 13.4L/100km.
The emissions for the three models are 191g/km (IS300), 217g/km (IS350) and 116g/km (IS300h). All three are Euro 6B compliant.
Fuel tank capacity is 66 litres for all models, meaning your mileage range for the hybrid model could be considerably longer.
Gone are the days where full-size luxury sedans got away with devil-may-care fuel consumption, and even though they still spin six cylinders and need to move around two tonnes, the 55 TFSI petrol versions manage an 8.2L/100km official combined figure. This is when using at least 95 RON Premium unleaded of course.
As you'd expect, the diesel fuel economy is even better with 5.9-6.0 official figures across wheelbases.
With a fuel tank capacity of 72 litres, this suggests a theoretical range between fills of 878km for the petrol models, and between 1200-1220km for the diesels. The A8's spec sheet lists the option of an 82-litre tank if they aren't quite far enough for you.
With the engine at the front and drive to the back, it has the ingredients for a pure driver’s car, and Lexus made a bit of a big deal about the new-look IS being more focused thanks to chassis adjustments and track width improvements - and it does feel a pretty nimble and tied-down car in the twisty stuff.
It is competent at stitching together a series of corners, and the F Sport models are particularly adept. The adaptive suspension in those models includes both anti-dive and anti-squat tech, which is designed to make the car feel solid and flat on the road - and it does, thankfully without feeling twitchy or uncomfortable, with good suspension compliance even in the most aggressive Sport S+ drive mode.
The 19-inch wheels on F Sport models are fitted with Dunlop SP Sport Maxx rubber (235/40 front, 265/35 rear) and there’s plenty of tarmac tenacity.
The grip from Luxury-spec models on 18s could be better, with those Bridgestone Turanza tyres (235/45 all around) proving not quite the most enthralling.
Indeed, the IS300h Luxury I drove felt very different in character to the F Sport IS300 and 350 models. It was surprising how much more of a plush-focused model the Luxury grade feels, and likewise it wasn’t as impressive in dynamic driving due to the tyre grip and less-enthusiastic drive mode system. The non-adaptive suspension is a touch more jittery too, and while it’s not to the point of discomfort, you might expect better for a car on 18s.
Across all models the steering is accurate and direct enough, with predictable response and decent feel to the driver’s hands for this electric power steering setup. The F Sport models have even further retuned steering for “an even sportier drive experience”, though I found at times it could feel a little numb for rapid changes of direction.
As for engines, the IS350 is still the pick. It has the best zest, and feels the most fitting powertrain for this model. It sounds good, too. The auto transmission is pretty clever, there's easily enough pulling power, and it's probably going to be the last of the non-turbo V6s in Lexus's line-up when this cars life-cycle is up.
The IS300's turbo engine was the most disappointing, lacking some urge and constantly feeling bogged down by turbo lag, transmission confusion, or both. It felt underdone in enthusiastic driving, though in dull day-to-day commuting circumstances it came across as more acceptable, though the remapped transmission software was far less impressive in this application than in the IS350.
The IS300h was a lovely, quiet and refined experience all around. It’s the one you should go for if you don’t really care about all that go-fast stuff. The powertrain is proven, it accelerates with nice linear delivery, and at times it’s so hushed I found myself looking down at the instrument cluster to see if the car was in EV mode or if it was using the petrol engine.
Our test started in the worst of Sydney morning traffic, which presented the chance to put the latest adaptive cruise assist (ACA) system through its paces on a very clogged Eastern Distributor.
I'm a huge fan of active cruise control systems that guide the vehicle from speed to a stop, but the A8's ability to start moving again is another step beyond. It helps you avoid being ‘that guy' who hasn't noticed the traffic moving, and would no doubt work wonders for traffic flow if all cars were so equipped. Given the chance, Audi says this system works all the way from 0-250km/h.
No matter what your reaction to the A8's exterior, the freshness of the interior design is like no other, and everything you touch feels first class.
The four-spoke steering wheel has a surprisingly large diameter and is shared with the upcoming A6, but uses thinner spokes than the norm to promote visibility of the virtual cockpit display as the wheel is twirled.
The haptic and acoustic screens make it as easy as we've experienced to handle a touchscreen while driving, but not quite as simple as the previous console controller.
Front and rear seats are softly padded for comfort rather than support, and unsurprisingly there's ample room in every direction for this 172cm tester, regardless of wheelbase.
All examples of the A8 we drove were optioned with the Premium plus package, which means one inch larger 20-inch alloys. Despite all A8s coming standard with adaptive air suspension, small bumps like cats eyes and expansion joints are more noticeable than you might expect. As is often the case, the standard 19-inch alloy wheels are likely to be the solution.
We drove both engines and wheelbase choices at the A8 launch event, and you need to be paying close attention to hear any extra noise from the diesel. It does make a muted groan under throttle, but likely worth the 300-plus kilometres of extra range if that's what you're after.
The diesel's smoothness is also no doubt aided by its use of active engine mounts. If you're after outright refinement and performance, the petrol is the one for you but neither feel in any way sluggish.
Heading through the bends of the Royal National Park and then back over the hills via Macquarie Pass at pace, there was no disguising the fact that the A8 is a big car, and it tends to float unless you select 'Dynamic' from the drive mode selector. Regardless of mode, it's more planted than any luxury SUV.
Making a bee-line back to Sydney via the Hume, the A8 simply wafted along at 110km/h in near silence. As you'd expect.
The facelifted version scores auto emergency braking (AEB) with day and night pedestrian detection and daytime cyclist detection (from 10km/h to 80km/h) and car detection (10km/h to 180km/h). There’s also all speed adaptive cruise control with low speed following.
The IS also has lane keeping assistance with lane departure warning, lane trace assist, a new system called Intersection Turning Assist which will brake the car if the system judges the traffic gap isn’t big enough, and there’s also road sign recognition.
Plus the IS has blind-spot monitoring on all grades, as well as rear cross-traffic alert with auto braking (below 15km/h).
And beyond that, Lexus has added new Connected Services features, including an SOS call button, automated collision notification if an airbag deploys, and stolen vehicle tracking.
Where is the Lexus IS built? Japan is the answer.
The airbag count has been further bolstered by an industry-first centre airbag, which has been designed to prevent head clashes between front seat occupants. This also represents Audi thinking beyond any Euro NCAP or ANCAP criteria.
It also comes with Audi's exit warning system, which warns the driver of passing cars or cyclists but can now delay the door opening in case the driver doesn't see the warning light.
A front-mounted laser scanner replaces the usual radar system for active cruise control and front AEB, which doubles the range of a radar scanner to 80m and enables both functions to work at speeds up to 250km/h.
This laser scanner is also key to the A8's Level 3 autonomous preparation, but local laws limit its capability to active cruise control with lane assist.
On paper, Lexus’s ownership offer isn’t quite as enticing as some other luxury car brands - but it has a strong reputation for blissful ownership.
The Lexus Australia warranty period is four years/100,000km, which is better for duration than Audi and BMW (both three years/unlimited km) but not as accommodating as Mercedes-Benz or Genesis, each of which offer five-year/unlimited km warranty.
The company has a three-year capped price servicing plan, with maintenance every 12 months or 15,000km. The first three visits cost $495 each. That’s okay - but Lexus doesn’t offer free servicing like Genesis, and nor does it offer prepaid service plans - for three to five years for a C-Class, and five years for Audi A4/A5, for instance.
There is complimentary roadside assistance for the first three years, too.
That said, the company has its Encore ownership benefits program that allows a number of experiences and deals, and the service team will collect your car and return it, leaving you with a loan car if you need it.
Like all Audis, the new A8 is covered by a three year, unlimited kilometre warranty. This is short of the five year-plus periods becoming more common among mainstream brands, but equal to the terms offered by BMW and Mercedes-Benz. Lexus differs by offering a four year, 100,000km plan.
Service intervals and capped price servicing mirror the previous A8, with a 12 month/15,000km schedule, and maintenance costs for the first three services can be wrapped into a package for $1900.
We had no issues during our test, but any common faults, common problems or reliability issues are likely to appear on our A8 problems page.