Lexus LS VS Audi A6
- That 'obnoxious face'
- Decadent and intriguing interior
- Comfortable ride
- Engines could do with more shove
- CVT in 500h is not suited for spirited driving
- Headroom could be better
- Clinical personality
- Steering feel
Almost 30 years after Lexus launched its original LS flagship sedan, the fifth generation of the car has arrived in Australia in what appears to be the brand’s never-ending battle to hunt down and beat Mercedes-Benz, BMW and Audi at their own game.
In some markets it looks as though Lexus is making headway. In the United States last year Mercedes-Benz was the best-selling luxury brand, followed by BMW and then Lexus. To give you even more insight, 50 per cent of all Lexus sales globally are in the US.
The story is different in Australia, with Lexus hardly a threat to the big three Germans, selling about a third less each month.
The Lexus LS is the Japanese prestige brand’s flagship and comes with a price that nudges up against formidable rivals. There’s the Mercedes-Benz S-Class, BMW 7 Series and Audi’s A8. Only the best cars from a few of the best brands in the world – no pressure, Lexus.
This may even be a reason to buy one – in that it’s not one of the traditional three. You could see Lexus as the popular underdog that in some ways does a better job than the usual suspects. A people’s favourite perhaps?
Just look at how often it’s mentioned in songs. According to lyrics.com.au the word Lexus has been used in 873 songs. Meanwhile Mercedes Benz appears in 500, Audi in 402 and BMW in 307.
With all this in mind we headed to the Australian launch to drive the LS 500 and its hybrid twin the 500h.
|Fuel Type||Hybrid with Premium Unleaded|
As its name implies, Audi's A6 lives in the luxury sedan zone between the brand's volume-selling, mid-size A4 and limo-length A8.
Although it sits in the same size, price and performance ballpark as BMW's evergreen 5 Series and the Mercedes-Benz E-Class, traditionally it hasn't been able to lay a glove on the other German 'Big Three' competitors in terms of sales in the Australian new car market. Although it does manage to topple the seemingly unloved Jaguar XF and Lexus GS.
So, what to do? After seven years in market, the fourth generation (C7) A6 departed the local market in June this year, and the fresh metal designed to push Audi up the leader board stands before you.
Revealed in Germany early in 2018, the fifth-gen (C8) A6 brings new engines, leading edge safety, upgraded media tech, and an evolution of the brand's distinctive design language.
We scored an early, preview drive to see if the A6 has what it takes to challenge the '5' and 'E'.
|Fuel Type||95 Ron Premium Unleaded|
The Lexus LS 500 and 500h are both exceptional cars. The ‘obnoxious’ styling especially to the grille makes the offerings from BMW, Benz and Audi look bland and overly corporate inside and out. It’s really in the dynamics department that the LS falls short of its rivals and only the LS 500 is enjoyable if you like to drive with a degree of conviction.
Both the LS500 and 500h, though, have wonderfully comfortable rides and this together with those sumptuous interiors makes these the perfect place to be if you’re in the back being swiftly and quietly taken to you next meeting.
For me the sweet-spot pick would be the LS 500 F Sport for its value and dynamic ability.
You have $200,000. Would you spend it all on a Lexus LS or would you rather go for a Mercedes-Benz S Class, a BMW 7 Series or the Audi A8? Tell us what you think in the comments below.
The new Audi A6 55 TFSI quattro S line is a composed, rapid, top-shelf luxury sedan. It's comprehensively equipped, with safety tech a stand-out, and priced to chip away at BMW and Merc's segment dominance. Owners in this part of the market tend to be rusted on loyal to their preferred brand, though, and it will be interesting to see of this impressive newcomer can shake a few of them loose.
Could this new A6 tempt you out of your 5 Series or E-Class? Tell us what you think in the comments section below.
“You’re either going to love them or hate them.” You can bet that whenever you’re told this just before being introduced to somebody then that somebody is going to be downright obnoxious. The same goes for the LS, well it’s face anyway, because those are the kinds of statements made about that grille.
The thing is, the LS needs an obnoxious face because its up against The Establishment - the Mercedes-Benz S -Class, BMW 7 Series and Audi A8, and given there’s no way they’ll ever let Lexus into their little ‘club’ it’s good that the LS has steered clear of imitating them and is boldly different.
This was also the type of thinking which inspired the grille’s creator, Tokuo Fukuichi. The so called ‘spindle grille’ first appeared in 2010 on the CT200h before rolling out to the rest of the Lexus line-up. The look polarised the opinions of fans and even executives inside Lexus. But Fukuichi was adamant the key to the brand’s survival and success was to not to be boring.
That massive gaping mouth is anything but boring, and for this new-generation LS the spindle grille has been overhauled. Yes, some car companies might make a few tweaks to a grille, but not Lexus. Using a CAD computer program, it took designers six months to refine each of the 5032 surfaces on the F-Sport’s grille and the more than 7000 on the Sports Luxury’s. If only you didn’t have to slap a number plate on these exquisitely spun net-like structures.
New LED headlights and the ‘Zorro blade-slash’ LED running lights are equally obnoxious and therefore perfectly suited for the LS’s face. So too are the enormous air inlets below them in the bumper. If only the rest of the car’s exterior was as wild and not mild and milder the further you get from the grille. The rear looks stately, modern and sleek but could have done with something more adventurous (similar to IS’s taillights).
But the LS’s insides make up for that dullness, with a cabin that’s decadent and alien at the same time. A dash which sweeps from door to door features asymmetrical string-like design elements which are a theme carved through wood and glass and stitched into leather throughout the cabin. The quality is superb, while the fit and finish is better than I’ve seen on some of its competitors.
There are four no-cost interior packages on the Sports Luxury ranging from 'Moon White' trim with walnut decorative inlays to black trim with 'Crafted Latte' inserts. But it’s the $9800 optional 'Black with hand-pleating' and 'Kiriko' glass which is a stand out. It’s an intriguing look, the pleated fabric which cascades around the hand-cut Japanese glass.
The F Sport’s cabin is less decorative with seats that hold you tighter in three no-cost option leathers from 'Moon White' to 'Flare Red' with aluminium door and dash decorative elements.
Both cabins are sumptuous, although they fall a little short in gob-smacking tech like those amazing, expansive, floating dash screens and the virtual instrument cluster in the S-Class. Yes, there’s the large screen up front and the seat-back screens in the rear but the styling of the graphics and typeface reveal the Toyota DNA.
The LS has the presence a prestige brand’s flagship car should - imposing, long and wide. Look at the LS’s dimensions. At 5235mm end-to-end and 1900mm across, the LS is longer and wider than a Mercedes-Benz S-Class, but swoops in lower at 1450mm. The LS’s wheelbase is longer than a regular S-Class’s at 3125mm, too.
Apart from the grille you can tell an F Sport from a Sports Luxury by its black brake calipers and black elements in the front bumper, boot lid and sill.
To tell a 500 from a 500h, the difference is subtle. There are the badges, of course, but the 500's rear bumper also has a different design with chrome exhaust surrounds.
In recent years Audi has shown impressive commitment to design consistency, with signature elements like the 'Singleframe grille', crisp, angular lines and tightly wrapped surfaces obvious unifying factors.
But the line between consistency and sameness is a thin one, and you could argue a strong case that, scale aside, all Audis from the last decade look much the same. And while this all-new design sharpens and tweaks the brand formula it's hardly a clean-sheet revolution.
Our test car's mega (optional) 21-inch alloys are further proof that Audi is currently playing a strong wheel design game. They fill the wheelarches to capacity and arm wrestle with the massive grille for visual prominence.
The standard S line exterior package incorporates specific front and rear bumpers with honeycomb inserts, side air inlet grilles in 'matt titanium black' with inserts in 'platinum grey', rear diffuser in the same black, this time with chrome trim, side sill trims, and illuminated aluminium door sill trims with S logo at the front.
The strongly curved roofline accentuates the car's steeply raked C-pillars, giving it a close to fastback style. Short overhangs accentuate the carefully sculpted, muscular look.
The interior is a model of design quality mixed with Teutonic restraint, the dash and instrument cluster layout showcasing the three digital screens covering instruments, media as well as heating and ventilation.
Long, horizontal vents are an Audi design favourite, the seats look and feel superb and the entire cabin reeks of quality and attention to detail.
Anything with a 3.1m wheelbase has to be practical right? Well, legroom in the back is excellent, but I can’t properly stretch out in that reclining rear seat with the ottoman without my feet hitting the seatback.
Headroom is also a bit a restricted in that rear row for me, too. That’s something to keep in mind for taller passengers (I'm 191cm tall).
A cargo capacity of 480 litres is 30 litres shy of the Mercedes-Benz S-Class, while the cooler box in the rear (that comes with the Sports Luxury trim) eats into the boot space and drops the total to 440 litres.
The LS is a five-seat sedan, but that centre rear seatback folds forward to become the armrest and houses the controls to the massage and reclining functions, plus two cupholders.
There’s another two cupholders up front and pockets in all the doors. While the storage area under the centre console armrest in the front and back is good – that’s about it for storage.
An access mode will raise the car by 30mm when getting in and lower it by 10mm when getting out. Those wide opening doors also make entry and exit easier.
At just over 4.9m long, close to 1.9m wide, and a little under 1.5m high the new A6 is marginally longer and wider, yet fractionally lower overall than its predecessor. And each of those key measures are within millimetres of its core competitors.
So, large rather than huge, yet while the wheelbase has stretched 12mm, Audi says it has eked out an extra 21mm of interior length.
Room for the driver and front passenger is generous, with ample storage provided, including dual (covered) cupholders in the centre console (also incorporating a 12-volt outlet and key holder slot), a decent glove box, and door bins allowing easy bottle storage)
The lidded storage box/armrest between the front seats is relatively shallow but includes a wireless Qi (chee) charging mat (for compatible devices), plus SIM and SD ports, as well as a pair of (Type-A) USB sockets.
Those in the back are in equally good shape. I was able to sit behind the driver's seat set for my 183cm position with heaps of head and legroom on offer.
The fold-down centre armrest features a lidded storage tray and twin pop-out cupholders. There are netted pockets on the back of each front seat and the door bins are big enough for large drink bottles.
Three adults across the rear is definitely do-able, but not a realistic long-distance option.
Ventilation, connectivity and power are also well buttoned down for back-seaters with the standard spec including climate control adjustment for the rear, plus two USB ports and a 12-volt socket.
For the record, our test example was upgraded with the 'Rear Seat Comfort Package' ($2500) consisting of four-zone climate control, heating for the two outer positions and 'extended upholstery' for the door armrest and centre console. The two central vents are also supplemented by additional adjustable outlets in the B-pillars.
Boot capacity is around the average for the class at 530 litres, and the A6 swallowed our three-piece hard suitcase set (35, 68 and 105 litres) with masses of room to spare, as it did the jumbo size CarsGuide pram.
In fact, it was able to take the biggest case as well as the pram at the same time, which is pretty impressive. Drop the 40/20/40 split-folding rear seat to liberate even more volume.
There are pop-up tie-down anchors at each corner of the boot floor, a netted storage cavity behind the passenger side wheel tub, a 12-volt outlet on the driver's side, a handy fold down shopping bag hook, an elasticised net is included, and a space-saver spare sits under the boot floor.
Price and features
The line-up is simple. There are two powertrains: the turbo-petrol V6 LS 500, and the petrol-electric LS500h hybrid, and there's no price difference between them. Then, there are two trim levels: the F Sport for $190,500 and Sports Luxury for $195,500.
Coming standard on the F Sport are 'F Sport' seats with leather upholstery, heated front and rear seats, dual-zone climate control, 28-way power adjustable front seats and head-up display. The multimedia system comes with a 12.3-inch screen, sat nav, DVD player, DAB+ digital radio, Bluetooth connectivity and a 23-speaker Mark Levinson sound system.
There’s also LED headlights, 20-inch alloy wheels and a kick-open tailgate. While the F-Sport misses out on some of the plush features of the Sports Luxury it does get hardware for better on-road dynamics which you can read about in the driving section below.
The Sports Luxury has that large screen, those power adjustable front seats and the multimedia system with that Mark Levinson stereo, too, but adds much more. The front passenger seat slides and folds itself forward to allow the seat behind it to recline and extend its ottoman-style leg rest.
Both rear seats are 22-way power adjustable and heated. If you’re lucky enough to be lounging back there, you’ll also two 11.6-inch seat-back screens with a DVD player. Plus, there’s four-zone climate control, a rear cooler box and power sun shades.
The F-Sport and Sports Luxury have their own choice of no-cost interior options. The Sports Luxury also gives you the option to buy (for $9800) one of four special interior packs – you can read about the standout one with the hand-cut glass below.
There are 11 body colours to choose from: Sonic Quartz, Sonic Silver, Titanium, Liquid Metal, Onyx, Graphite Black, Vermillion, Scarlet Crimson (a dark red), Metallic Silk, Deep Metallic Bronze and Deep Blue.
The $100K barrier is a substantial one, and the Audi A6 55 TFSI quattro S line well and truly vaults over it, landing at a price of $116,000, before on-road costs.
For context, BMW's 530i Luxury Line weighs in at $111,900, Jag's XF 35t S will set you back $128,528, the Mercedes-Benz E300 sits at $111,642, and the Lexus GS350 Sport Luxury will lighten your wallet by $106,312.
So, you'd expect this top of the three model A6 range to be packed with standard features as part of the pitch to win market share from BMW, Merc and Co. And sure enough this car is laden down with enough fruit to satisfy Carmen Miranda's milliner.
Included are 20-inch alloy wheels, sports suspension (with electronically controlled adaptive dampers), matrix LED headlights (with LED DRLs, dynamic cornering lights, auto headlight range control and rear dynamic indicators), keyless entry and start including a sensor controlled (leg swish) boot release, electric heated sports seats for the driver and front passenger (including memories for the driver), 'Valcona' leather upholstery (door trim inserts in Alcantara), three-zone climate control air, a flat-bottom leather-trimmed sports steering wheel (with manual gearshift paddles), 'aluminium fragment' interior inlays, ambient lighting, and aluminium illuminated front door sill trims (in S design).
Plus, there's Audi's smartphone interface providing Apple CarPlay and Android Auto connectivity, 'Qi' wireless charging, 10-speaker/180-watt audio driven by a six-channel amp and featuring digital radio, the 12.3-inch configurable 'Audi Virtual Cockpit' digital instrument cluster, a head-up display (colour, with speed, nav and assistance info), 10.1-inch high-res colour media touchscreen, 'Navigation Plus' (with 3D map display including places of interest and city models), and a third 8.6-inch colour display for the climate control system (with handwriting recognition and a favourites list).
The recently introduced 'myAudi' app also allows you to connect to the car and access real-time info on everything from how much fuel's in the tank, to maintenance milestones, and service warnings. You can remotely lock and unlock the car, plan journeys (at home) and send destinations and routes directly to the car.
On top of that lot, our test car featured a quartet of options starting with air suspension ($2000), stepping through metallic paint ($2200), to the 'Rear seat comfort package' described in the practicality section above ($2500), and 'Premium plus package 1' ($9800) which tips in Bang & Olufsen's '3D Sound System' (16 speakers, 15-channel amp, and 705-watt output), HD matrix LED headlights, panoramic glass sunroof, privacy glass (rear and rear side windows), LED interior lighting package (30 selectable colours and six colour profiles), electric opening and closing boot lid, electric steering column adjust, S line interior package (S line embossing on the front seats, perforated leather steering wheel grips, inlays in dark matt brushed aluminium and stainless steel pedal and footrest faces), plus 21-inch alloys. The final price, before on-road costs, totting up to $132,500.
Engine & trans
Let's talk engine specifications .The LS 500 has a 3.5-litre twin-turbo petrol V6 making 310kW/600Nm, with drive being sent to the rear wheels via a 10-speed automatic transmission. That's impressive horsepower, but this car is heavy is a weight of about 2.3 tonnes.
The LS 500h has a 220kW/350Nm 3.5-litre V6 (a different engine to the 500’s) plus two electric motors driving the rear wheels. The total power output is 264kW. Shifting gears in the 500h is a continuously variable transmission (CVT). Just a reminder, too, the LS 500h is not a plug-in hybrid. Regenerative braking re-charges the lithium-ion batteries.
If you're looking for a diesel, you won't find one here. Same goes for a manual gearbox. And, while buyers can choose an all-wheel drive (awd) Lexus LS in other markets around the world, ours are all front-wheel drive.
The VW Group (EA839) engine used in the A6 55 TFSI is a 90-degree, 3.0-litre, all-alloy, single (twin-scroll) turbo V6 featuring direct-injection, variable camshaft adjustment (intake and exhaust side) and variable valve timing on the inlet side.
It produces peak power of 250kW from 5000-6400rpm, and maximum torque of 500Nm between 1370rpm and 4500rpm.
A 48-volt mild hybrid electrical system recovers regenerative braking energy to power the stop/start system and enable coasting (for up to 40 seconds) between 55-160km/h.
It consists of a 10 Ah lithium-ion battery under the boot floor, a water-cooled belt alternator starter (BAS) mounted to the engine's front end, with a V-belt connecting it to the crankshaft.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.2L/100km, the A6 55 TFSI emitting 164g/km of CO2 in the process.
Over five days of city, suburban and freeway running we recorded a figure of 8.8L/100km, courtesy of the on-board computer. Pretty impressive for a close to 1.8-tonne luxury sedan.
Stop/start is standard, minimum fuel requirement is 95 RON premium unleaded, and you'll need 72 litres of it to fill the tank.
My first experience of the new LS was from the back seat of a 500 Sports Luxury being driven from the airport to the venue where Lexus Australia would deliver the presentation on its fifth generation of the car.
Seat reclined, I was whisked quietly and comfortably through the traffic, barely any road or wind noise, the ride was superb on that air suspension, a little floaty but still damped well enough for it not to become bouncy, with minimal head sway (the movement that makes you car sick).
Cocooned in leather with seat-back screens for audio and DVD the ride and environment was just right for a limousine chauffeuring important business types who need swift and tranquil transportation. Not for weirdos like me who were only interested in the way the front and back multi-link suspension kept a 2.3-tonne car with a 3.1m wheelbase so civilised, even through roundabouts. I wondered if this was actually the best way to experience the LS – from the back seats, being driven?
When I did drive the 500 and 500h in the two trims later it more or less confirmed that first impression. The 500 in F Sport trim was the best to drive, while the 500 in Sports Luxury was the best to be driven in. Why? I’ll explain.
The LS 500’s 3.5-litre twin-turbo V6 makes more power than the hybrid for starters, which is always a good thing when you need to move a car this heavy. Even then the LS 500’s acceleration isn’t super quick, and the engine needs to work hard when asked to get a wriggle on. That 10-speed automatic transmission is excellent though.
The same can’t be said for the CVT in the 500h which under harder acceleration does what CVTs do in that situation, make more noise without seeming to get the drive effectively to the wheels.
The 500h’s naturally aspirated V6 is a good thing, but it seems the weight of the car and the CVT work against it being exciting to drive. After a couple of hundred kilometres in a 500h blasting through the countryside steering it became tiresome rather than rewarding with the engine constantly kicking in and whining incessantly when asked for more beans, please.
This car is far better suited to slipping silently through city streets than it is galloping through the bush – that’s where the 500 is a lot more at home.
The 500 and 500h are rear-wheel drive cars, and this, along with an almost 50-50 balance, sets the ground work for good cars to pilot. The F-Sport trim adds an active rear stabiliser bar as standard equipment and brings a more sophisticated version of Lexus’s 'Vehicle Dynamic Integrated Management' (VDIM) – a stability system using data from suspension, ABS, traction control, electric power steering, the stabiliser bar and rear steering. The result is the control of longitudinal, vertical, yaw, roll and pitch movements for better ride and handling.
The F Sport trims adds bigger brakes, too with 400mm x 36mm discs on the front and 359mm x 30mm at the back, plus staggered tyres with 245mm rubber at the front and 275mm at the rear.
The electric steering is light, which makes it easy to manoeuvre in carparks, and an 11.2m turning circle is great for the class.
On the open road at speed the steering is pinky-finger light even in Sport+ mode, and while it’s smooth and accurate, I want to feel more connected to the wheels and where they’re pointed.
While the LS 500 is more the driver’s car than the 500h neither perform as well dynamically as Benz’s S-Class, but from the back seat the LS feels just as comfortable and even plusher.
The A6 55 TFSI's S line tag infers sporty performance, and there's no doubt 0-100km/h acceleration in a claimed 5.1sec is rapid.
As is increasingly the norm with Vee engines from the 'Big Three' German brands this one has its single, twin-scroll turbo located in the V6's 'hot V' to shorten gas paths from the exhaust to the turbo, and from the turbo into the inlet side.
The aim is to sharpen throttle response and deliver power in a smooth, linear flow. And with maximum torque available from just 1370rpm all the way to 4500rpm, that's exactly the way it feels.
Select Sport mode, squeeze the right-hand pedal, and the V6 delivers a firm, consistent shove in the back. Keep pushing and peak power arrives at 5000rpm, remaining on tap all the way up to 6400rpm, on the cusp of the engine's rev ceiling.
But don't expect a brash, macho personality. The A6 is quietly quick, remaining composed and relatively quiet as speed rises.
Low noise acoustic glass is a key factor here, as is a comprehensive sound absorption package throughout the cabin. Some may find the drive experience too low-key, even sterile, while others will embrace the cool sophistication.
The seven-speed 'S tronic' dual-clutch auto transmission is beautifully executed, delivering ultra-smooth shifts at around-town cruising speeds and crisp, positive changes in manual mode.
A self-locking centre differential sits at the heart of the 'quattro' all-wheel drive system, normally distributing torque in a 40/60 front to rear ratio. Up to 70 per cent of drive can be sent to the front axle and a maximum 85 per cent to the rear.
On top of that, in aggressive cornering torque vectoring by braking (Audi calls it 'Wheel-Selective Torque Control') retards the near-side wheels before they slip.
Suspension is a five-link set-up front and rear, with much of the hardware made from aluminium to fine tune response and reduce unsprung weight. Electronically controlled adaptive dampers are standard, with the switch between dynamic and comfort settings swift and pronounced.
Flick the 'Audi Drive Select' system into its softest setting and the ride smooths out to an ultra-complaint mode. Never floaty or unwieldy, just refined and well damped, despite our test car's optional 21-inch rims shod with 255/35 Pirelli P Zero rubber. But it's important to note optional air suspension was also on-board.
Tweak things up to the sportier end of the spectrum and the ride height drops by 10mm, the suspension firms up appreciably, and steering weight toughens up a few notches. Hustling the big Audi along a favourite backroad it remained balanced and predictable. But even in this context, Comfort's the better option.
Speaking of steering, the A6's electro-mechanical system supplies speed-dependent power assistance, and while it points accurately the assistance is overdone and road feel isn't a strong suit.
Brakes are 375mm ventilated discs at the front, clamped by six-piston alloy calipers, with 350mm rotors at the rear. In some enthusiastic, 'long-way-home' driving they inspired confidence with progressive feel and more than enough bite to calmly bring the 1.8-tonne A6 to heel.
Need to hitch up a boat, float or van? You're all clear up to 2.0 tonnes for a braked trailer and 750kg unbraked.
The Lexus LS has not been crash tested, but all the signs are there that this is an exceptionally safe vehicle, from the structure of the car to the advanced safety technology such as AEB (forward and reverse) with pedestrian detection, lane keeping assistance and adaptive cruise control.
For child seats there are three top tether anchor points and two ISOFIX mounts across the rear seats.
Both the 500 and 500h are fitted with run-flat tyres.
Up front we mentioned this new A6 features leading-edge safety, and the crash test dummies in Ingolstadt must have been working overtime because this car leaves nothing on the table.
The usual active safety suspects are all present and accounted for, namely ESC (with electronic wheel-selective torque control), ABS, ASR, EDL and 'Brake Assist'.
But from there the list of standard tech reads like a who's who of recent innovations, including 'Adaptive Drive Assist' (adaptive cruise control with 'Stop&Go', distance indicator, traffic jam assist and lane guidance assist), AEB (5.0km/h to 85km/h for pedestrians and cyclists, and up to 250 km/h for vehicles), 'Collision Avoidance Assist' (additional steering torque in critical evasive situations), rear cross traffic alert, blind spot warning, and lane departure warning.
The 360-degree camera set-up includes a kerb view function, with four wide-angle cameras covering the entire area immediately around the vehicle for improved visibility during low speed manoeuvres.
There's also an exit warning system (detects vehicles and cyclists when opening doors, triggering a warning light and delaying door opening), 'Attention Assist', tyre pressure monitoring, 'Audi Parking System Plus' (front and rear with visual display), and 'Intersection Crossing Assist'.
That last one operates at speeds up to 30km/h, monitoring the area in front and at the side of the car, detecting “oncoming objects” at junctions and exit roads. If the situation is critical the system triggers a visual and acoustic warning as well as a quick jolt on the brakes (at speeds up to 10km/h).
But it's not over yet, with auto headlights, rain-sensing wipers and 'Turn Assist' included. Turn Assist monitors oncoming traffic when you're turning right at speeds up to 10km/h and applies the brakes if necessary.
If all those measures aren't enough to avoid an impact passive safety leads off with front airbags for driver and passenger, side airbags for front and rear side passengers, plus curtain airbags covering both rows.
Also included is 'Audi Pre-Sense Rear' (tensioning of front seat belts, closing of windows and sunroof and flashing hazards on detection of an impending rear collision), the standard active bonnet helps to minimise pedestrian impact injuries and there's a first-aid kit as well as a warning triangle and high-vis vests in the boot.
No surprise the new A6 scored a maximum five-star ANCAP rating, the assessment done in 2018 and the score applicable from August 2019 onwards.
The Lexus LS is covered by a four-year/100,0000km warranty. Servicing is recommended every 15,000km or 12 months. There is no capped price servicing program. Being a Toyota family product the Lexus LS also comes backed by the same reputation for reliability and you may experience lower maintenance costs than perhaps its German rivals.
Audi covers the A6 with a three year/unlimited km warranty, which is in line with BMW and Merc, but lags the mainstream market where five years/unlimited km is the norm, with Kia and SsangYong at seven years.
That said, body cover runs to three years for paint defects and 12 years for corrosion (perforation).
Recommended service interval is 12 months/15,000km, and 'Audi Genuine Care Service Plans' offer capped price servicing options over three years ($1700) and five years ($2630).
In making the call between the two plans it's worth noting the four year/60,000km service is a big one including filters, a timing belt replacement, transmission fluid and spark plugs.