Lexus IS VS Audi RS3
- Looks a lot better now
- Improved media system
- Better safety tech
- Still the same engines
- Largely the same interior
- Feeling a little old
- Lovely and powerful five-cylinder engine
- A joy to drive
- Still looks amazing after all these years
- Lacking some advanced safety tech
- Shorter warranty than some rivals
- About to be replaced
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|
You might have noticed that there are new rivals to the Audi RS3 sedan.
The Mercedes-AMG A35 sedan could be considered a competitor. Or maybe the new-generation Mercedes-AMG CLA35, or the even more expensive Mercedes-AMG CLA45 S. And you can’t forget the all-new BMW M240i Gran Coupe.
This is a segment with plenty of action. So where does one of the older players in this part of the market stand against its new competitors? Well, you might be surprised just how well it still stacks up, despite having first launched here more than three years ago.
There’s an all-new, powered-up RS3 expected in 2021, but the brand is seeing out the current model range with a new variant, the Carbon Edition, which is tested here. Is it still worth considering? You’ll have to read the lot to find out.
|Engine Type||2.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
There may be newer competitors, but it could be said that the Audi RS3 - despite being a seasoned player in its segment - is a sweet spot offering for those after a compact, sporty and eye-catching car. I'd certainly have it over its closest rivals, even if it is getting long in the tooth.
It is due for some big changes soon and you just know the next-gen model will step up the game big time in terms of interior design and improved technology. But as a swan song, the final versions of the current RS3 in Carbon Edition trim see it out on a high.
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.
I’ve long thought the Audi A3 sedan, and therefore the Audi RS3, is the most compellingly design small sedan of the modern era - possibly ever. Not many compact three-box models have the proportions and lines that this model has, and even seven years after the current-gen A3 launched this body style still looks gorgeous.
And in RS3 guise it cuts a striking figure, with the Carbon Edition adding plenty of eye-catching elements including different gloss black 19-inch alloy wheels, a gloss black exterior styling pack (logos and Audi rings in black), a panoramic sunroof, tinted windows, and Carbon mirrors. The Carbon Pack also gets rid of the matt aluminium window surrounds in exchange for black finishes.
All told, it looks extremely sleek and surprisingly modern, given the age of the platform. The interior isn’t quite as up to date, though - more on that below.
But this particular test car had the RS design package inside, which adds a number of nice additions such as black armrests with red stitching, Alcantara trimmed knee pads on the centre console (also with red stitching) to stop you bumping your knees against hard plastic when you’re out on the track, as well as red surrounds on the air vents, red trim on the outboard seat belts, and floor mats with RS3 logos and red stitch.
In terms of size, it is still a compact and urban-friendly offering, with dimensions of 4479mm long (on a 2628mm wheelbase), 1802mm wide and 1406mm tall.
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.
I mentioned the interior is starting to look a bit old, and that’s because this design - while revolutionary back in 2013 when this generation of A3 sedan launched - hasn’t changed much over the years.
Sure you can now get it with the tech you’d want, like the 12.3-inch digital instrument cluster which looks amazing, and the media system with the latest smartphone mirroring tech and wireless phone charging. But the screen itself isn’t touch-capacitive, and that means you have to use the rotary dial to go through menus - that’s not how smartphones were designed. You’re supposed to touch the screen.
So the concept of phone mirroring is flawed, here. It is good to be able to use your phone’s apps, but it’s not as easy to use as it should be.
Thankfully the media unit is teamed to an excellent, punchy sound system, and it’s the sort of car you’ll want to listen to your favourite albums in, rather than boring time-burning podcasts. It takes a certain drive experience to elicit that reaction - well, for me it does.
It’s a shame the dashboard design is looking rather plain by modern standards. The pop-up (even retractable) media screen is comparatively tiny, and while the ergonomics are good and all the buttons and switches feel of a high quality, it just isn’t quite as special feeling inside as the price tag suggests it should be.
Well, that’s until you see the sports seats. These are artworks, with beautiful stitching and superb bolstering and comfort. They really lift the ambience, and combined with the high-quality materials it feels sporty, but luxurious too. And the interior has the option of the black and red trim seen here, or black with rock grey stitching, or the blue-jeans-repelling Moon Silver with grey trim.
The seats are great, but I wouldn’t have minded being able to sit myself a little lower. I loved the feel of the part-Alcanatra steering wheel, too. There’s something about an abundance of Alcantara that just works (it’s on the door trims and the optional padded knee sections, too).
Of course there is dual zone climate control, seat heating and rear seat air-vents, and the aforementioned wireless phone charger is hidden in the centre covered armrest, and that also has twin USB ports plus a auxiliary jack.
Most other newer models have those ports and charge pads in front of the gear selector, but in the RS3 there’s not much usable space there. You can fit a wallet, but not much else, and behind it there are twin cup holders, and there are bottle holders in the doors.
Back seat space is okay but not great. My knees were hard up against the seat in front when it was set for my 182cm (6’0”) frame, and my head was scraping the lining as well. If you’re taller, you’ll also have to watch your noggin getting in an out as the door apertures are quite small.
There’s also limited foot space because of the transmission tunnel reaching from front to rear. But the seat comfort is very good.
The back seat amenities comprise a 12-volt outlet but no USB ports, and in the doors your find bottle holders while there’s a flip down armrest with cupholders as well, plus twin mesh map pockets.
While adults might find things a bit squishy in the rear (don’t expect things to be much better in any of its rivals!), there are dual ISOFIX outboard seat anchors, and three top-tether child seat points.
Boot capacity is small at 315 litres, especially for a sedan. That’s 20L less than the Sportback hatch’s rear capacity, but you can fold down the rear seats if you need extra room, with 770L available.
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 list price of the regular Audi RS3 sedan is now $86,500 plus on-road costs, which means it’s a bit pricier than when it first launched (at $84,900). That comes down to currency fluctuations over the past few years, as nothing has really changed over the period since launch in March 2017.
It’s worth noting there is a new addition to the 2020 RS3 sedan range - the RS3 Carbon Edition, as tested here - which lists at $89,900 (MSRP) and has no mechanical changes compared to the standard model, but gets a number of design changes which we’ll cover off in the next section.
That means it is considerably more expensive than the BMW M235i xDrive Gran Coupe ($72,990) and even the Mercedes CLA35 ($85,500), though the RS3 has considerably more grunt than those cars - in fact, it’s closer in terms of engine specs to the CLA45 S, though that model lists at a huge $111,200. More on horsepower below.
And of course, the RS3 sedan is only one part of the RS3 range - you might also be interested to look at the Sportback hatch version, which is more affordable ($83,800). You can get it in Carbon Edition trim, too, at $87,200.
What do you get in the RS3? Standard equipment includes: 19-inch alloy wheels in matt titanium, LED headlights and LED daytime running lights, LED rear lights with dynamic indicators, matt aluminium window surrounds, a reversing camera, front and rear parking sensors, a body kit, rear spoiler, auto headlights with auto high-beam, auto wipers, heated side mirrors with passenger’s-side auto-dipping when reversing.
Further standard gear includes adaptive cruise control with stop and go traffic assist, Audi drive select with four different modes (Auto, Comfort, Dynamic, Individual), electric front seat adjustment, front seat heating, Audi’s 12.3-inch Virtual Cockpit instrument cluster, 7.0-inch media screen with MMI touch dial controller, sat nav, Audi connect online services and Wi-Fi hotspot, Apple CarPlay and Android Auto phone mirroring, Bluetooth phone and audio streaming, wireless phone charging, two USB ports and DAB digital radio, and a Bang & Olufsen sound system with 14 speakers.
For a full breakdown of the standard safety inclusions, see the safety section below.
Our test vehicle had Nardo Grey paint, one of several no-cost optional colours that also includes Mythos Black Metallic, Kyalami Green, Daytona Grey Pearl, Tango Red Metallic, Florett Silver metallic and Glacier White metallic. Two Crystal Peal colours will cost you an extra $728: Ara Blue and Panther Black.
Our car further had the RS design package for $1950. More on that in the design section below.
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.
Unlike all of its rivals, the Audi RS3 gets an engine with five cylinders instead of four.
Yep, it’s a 2.5-litre five-cylinder turbo-petrol engine producing 294kW of power (at 5850-7000rpm) and 480Nm of torque (from 1950-5850rpm). As you can see, the power band is linear - despite the uneven number of cylinders.
How does it compare to those rivals I mentioned earlier? The A35 sedan and CLA35 both have 225kW/400Nm, so you can see why I said it was a mismatch. The BMW M235i is closer, at 225kW/450Nm despite being a lot cheaper. And the CLA45? It punts them all on engine performance, with 310kW/500Nm.
Hey, there are rumours the next-generation RS3 will have as much as 331kW. So maybe wait for that car, if you’re really interested in horsepower heroism. But trust me - there’s ample grunt on offer here.
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.
The claimed combined cycle fuel consumption figure for the Audi RS3 is 8.5 litres per 100 kilometres, which is reasonable for a car with this level of performance.
On test, across a mix of driving, I saw a return of 9.1L/100km. Not too bad.
The fuel tank capacity is 55 litres, but you need to fill it with 98RON premium unleaded petrol.
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.
There’s something really special about a five-cylinder turbocharged petrol engine.
The way that it builds pace and drama in such a linear fashion despite being inherently unbalanced is awe-inspiring.
The sound of your acceleration is actually more dramatic outside the car than in. When you’re driving and pushing the throttle hard, you’re rewarded with a muted roar - the sort you hear in movies when the kidnappee has been gagged with a cloth but can still make enough noise to get curious attention.
Outside the car it’s more prevalent, as the sports exhaust and heavy breathing air intake combine for plenty of road presence.
Audi has quite a history with this type of engine. And teamed with the brand’s “quattro” all wheel drive system and dual-clutch automatic transmission, the acceleration on offer is simply addictive.
The transmission is smooth and snappy when it shifts. In the sportier driving modes - with Dynamic selected, or in S on the transmission - the revs will rise and hold, before the transmission rapidly snaps to the next gear.
In more sedate driving - in Comfort drive mode in D - you will notice a little bit of low-rev turbo lag and transmission spool-up from a standstill. But if you do suddenly plant your foot on the throttle, it responds mightily no matter the mode.
For me, the five-cylinder engine offers a more entertaining experience than its closest high-power four-cylinder rivals. It’s quick, tremendously enjoyable to accelerate in, and just a whole lot of potentially-licence-risking fun.
The adaptive magnetic ride suspension is firm but that’s to be expected of a sports sedan with this level of intent, and in Comfort mode it actually settles pretty well. Even over repetitive pockmarks it never felt like things were getting clumsy or that it was tripping over itself. In fact it’s a beautifully composed car even in the most sporting drive mode, Dynamic, and over my drive it never felt like it was doing the wrong thing despite some challenging road surfaces.
There was immense grip and traction in tight twisting corners, and while the steering mightn’t be as pinpoint accurate in Dynamic mode as I’d like, it was still really easy to sew together a series of bends without ever feeling like things were getting out of hand.
I actually preferred to set up my own Individual driving setting, with Comfort steering and suspension but Dynamic everything else. In regular Dynamic mode the steering is a little heavy and dull while in Comfort mode the steering is lighter and makes the car feel a little bit more agile.
All told, I didn’t want to stop driving the RS3 - even after 700km. It bodes well for the next-generation model, that’s for sure.
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 Audi RS3 runs with a five-star ANCAP crash test rating that was awarded to the regular Audi A3 range way back in 2013, and things have changed a lot since then. But so has the safety offer in the A3/S3/RS3 line.
The RS3 has auto emergency braking (AEB) which Audi calls Audi pre sense front which includes low-speed pedestrian detection - but unlike other versions of the tech that run under the same banner, the one employed in this generation of A3/S3/RS3 doesn’t have cyclist detection - the next-gen model is certain to. Also missing is a surround view camera and front cross traffic alert, among others.
It does, however, have adaptive cruise control with stop and go traffic function, not to mention Audi’s active lane assist tech which can keep you in the centre of your lane, as well as lane departure warning, blind spot monitoring, rear cross traffic alert.
In the RS3 you get seven airbags (dual front, driver’s knee, front side, full length curtain), and as mentioned above, there’s a reversing camera alongside front and rear parking sensors.
As mentioned, the game has moved on a bit - and we expect the next-gen A3/S3/RS3 to get considerably more safety technology, even if this existing model’s offering isn’t terrible.
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.
Audi offers buyers the option of choosing a pre-purchase servicing plan, rather than offering a conventional capped price service plan.
That means you’ve got the option of a three-year/45,000km service plan, at a cost of $2320, or a five-year/75,000km plan at $3420. It covers most standard items, excluding brake pads or discs and wiper blades. Compared to AMG rivals, those prices are actually pretty sharp.
As you may have guessed, service intervals are pegged at 12 months/15,000km.
The brand hasn’t really kept up with rivals such as Genesis and Mercedes-Benz (both of which offer a five-year warranty), and as such Audi still offers a three-year/unlimited kilometre warranty plan at the time of publishing. That warranty cover also includes roadside assistance at no cost.