Lexus LS500 vs Audi A7

What's the difference?

The LS500 is the least logical version of the most logical option in the ultimate luxury sedan segment in which logic doesn’t often apply at all. 

Take from that what you will, but if it was me being driven around I would definitely be opting for the hybrid version of the LS instead for its smooth electrified driving characteristics and lower operating costs.

The Audi A7 is a really likeable car, one that is heavily focused on style but also emanates substance. The 55 TFSI model will appeal to many, but my initial impression is that the best buy in the range could well be the entry-level 45 TFSI. I can't wait to sample it sometime in 2019.

The distinctive but conservative style of Lexus is on full show across the LS’s massive frame. Like other cars in its class, it’s very much the image of the brand itself with styling points strong, but to me not as impressive as the LC500, which is a definitive expression of the brand.

The LS also has many styling points of the previous-generation Lexus design language which are in the process of being phased out.

The car was only updated last year, bringing with it a more recent interpretation of the brand’s big spindle grille, pointy headlight profile, and angular but traditional rear.

The LS - even in this Sports Luxury guise - does look quite menacing from certain angles. The width and stance of this car is accentuated by its curvaceous rear guards and big square front bumper, with the elegance of a classic three-box sedan maintained in a side profile.

The chrome wheel finish is a bit much for my taste, but there’s no doubt they’re real show pieces. They’d better be, too, because I hear they are incredibly expensive should you need to replace one.

The inside has highs and lows but it’s the place where you can most tell the LS has been on sale for a while.

I love the plush seats, big screen, integrated analogue clock and three-dimensional door card design, which sell the flagship luxury feel.

But this car’s age is on show with its clunky and much maligned 'Remote Touch' pad controller (which Lexus is at long last phasing out in its new cars), last-generation software suite, and its small, crowded instrument cluster.

There are a whopping nine interior trim combinations to choose from and ours has the most recently added black leather and ‘Nishijin Haku’ themed highlights which are meant to be inspired by the way "moonlight sits on an open sea".

The feel is a bit '90s, a rough textured fabric with a silver detailing and elements clad in a thin platinum foil, making you feel like you’re in a classic high-class Japanese taxi.

But I’ll admit it plays well with the ambient lighting effect in the doors, and is a unique selling point compared to the standard leather finish.

If you can't find something interesting about the design of the Audi A7, there's a good chance you're visually impaired.

The original A7 Sportback was perhaps ahead of its time in the way it blended the lines of a coupe with the practicality of a big sedan, and the new second-generation version pushes the envelope even further into the future. The vision, according to chief designer Andreas Koglin, was "a clear form with sharp lines and tight shapes", including the distinguishable 'boat tail' at the rear.

This is a technologically advanced looking car - big, long, sleek and stylish. From the LED headlights (or matrix LED and laser lights - yes, frikkin' lasers that have the same 5500 Kelvin as the sun, according to Audi) and daytime running lights, to the long, lean LED tail-light assembly, there's an illuminated, enlightened air to the A7.

Plus, with the matrix lights, both ends of the car do a sort of disco sequence as part of the start up and shut down procedure for the car.

There are a few carefully balanced lines across the body of the A7 that help catch the light, which is something you can't really say about its closest direct rival, the Mercedes-Benz CLS. It still retains the 'big-metal-small-glasshouse' look of the existing model, but there are definitely more angles and interesting elements to this new-generation car.

There are two exterior types offered for Australia - the S line that you see here is the version that'll be fitted to the two higher grade models, while the entry-grade model gets a less aggressive look to its front and rear bumpers. To my eyes, the base car actually looks more luxurious, where the S line models - when not fitted with the optional black exterior styling pack that deletes the chrome trims outside - have a slightly uneasy look in the grille area. With a black edge to the single frame grille, it looks a touch more convincing.

The A7 is still large, at 4969mm long (-5mm) and riding on a longer 2926mm wheelbase (+12mm), spans 1908mm wide (2118mm including mirrors), but it's also a little bit taller, at 1422mm (+2mm). According to Audi, the interior space has been increased by 21mm in this generation, making for a more luxurious cabin than before.

Things are a little edgier in terms of design in the cockpit, too. Gone is the appealing wraparound dashboard design, with a more driver-focused treatment evident. It looks sharper, more shapely, and has improvements to the usability inside, too.

For passengers, as you’d expect, the LS is stellar. The massive outboard rear seats offer plenty of room, and are complete with reclining, message, and cooling functions.

Adjustable vents feature, with quad-zone climate, and the screens come with individual headphone jacks and HDMI-in so you can bring with you all sorts of entertainment options for those longer journeys.

Other suitable additions worth noting include the wine cooler (although it’s a bit small for anything other than minibar-sized beverages, hardly the 007 trope of rolling out a full-size bottle of Bollinger), flip-down mirror with a light in the roof, and the touch panel controls in the armrest. I also appreciate the built-in sunshades. Nice touch.

Less impressive is the general vibe of the middle seat. With a large raised centre split in the floor and such wide and lavish outboard seats, the middle seat feels a bit forgotten.

Up front, the practicality offering includes a high level of adjustability for the seats to suit a wide range of driving positions, electrical adjust even for the steering column, and a nice wide seat which you simply sink into.

Of course, soft finishes adorn even unseen parts of the cabin so you’ll never touch a nasty hard plastic, and there are large storage areas in both the doors and centre console box.

This big armrest console also hides the USB connectivity within, and there’s a set of big cup holders with a flip-away lid if you want the wood grain design uninterrupted when they are not in use.

I have to mention the useless touchpad controller here, but hand the brand props for offering a collection of climate shortcut buttons on the dash, an actual volume knob, and truth be told you don’t need the touchpad anyway because the screen is touch. Just be ready for the matching last-generation software, which isn’t the best to use or navigate.

The boot has a volume of 440 litres which sounds plentiful, but the actual use of it is a reminder of one of the reasons SUVs are so popular.

Yes, it’s big and reasonably deep, but putting the largest CarsGuide case in there proved a bit clumsy as you have to lift it over the tall rear bumper and it only just clears the top of the relatively small opening.

I love sedans, but this is one area where you can see the benefit of a hatch opening, particularly if you were frequently doing the airport run.

According to Audi, the A7's interior is said to offer a "futuristic lounge type ambience". And if your vision of a lounge in the future includes beautiful textile finishes, quality trims, and your choice of three crisp screens to look at and interact with, it certainly lives up to that.

Unlike the existing model, which seemed to draw a bit more inspiration from the world of watercraft, the new model isn't as luxe looking, with a more tech-focused approach inside. The wraparound finish on the dash is gone, and everything is more driver-centric in its orientation - the screens are tilted just enough towards the pilot and the design of the dashboard helps anchor the person in the driver's seat as the most important in the car.

As a driver, I still struggle to come to terms with climate controls that require you to use a screen, and I think it's distracting, too. At least with the Audi screen there's the possibility to slide up or down on the temperature display to make quick changes, rather than having to tap the screen repeatedly.

The haptic feedback on the screens is something that does take a bit of getting used to, because the response time isn't as instant as some regular touchscreen systems, but the menus are all pretty logically laid out.

And of course, all the storage considerations are dealt with, including good cupholders between the seats, decent door pockets, some loose item caddies and so on. In the back there's a flip-down armrest with cupholders, bottle holders in the doors and map pockets on the seat backs. One really neat addition is illuminated seat belt buckles - clever!

Space back there is mostly good, but it's better if you're short. There's enough legroom and shoulder-room for three adults, but anyone taller than me (I'm 182cm) will likely lack some headroom due to the curvaceous roofline.

The boot is good at 535 litres - enough to deal with two golf bags, the brand claims. The shape of the boot means tall items mightn't fit, but the length and width is good, and you get tie-downs with a mesh net to keep things in order. And there's a space-saver spare wheel under the boot floor.

There are three models in the range, and considering the most natural competitors to the Audi A7 - the Mercedes-Benz CLS (from $136,900) and the BMW 6 series GT (from $123,500) - there's an argument that this car is something of a bargain. Ahem. 'Bargain' is relative, clearly.

The entry-level model is the 45 TFSI, which lists at $113,900 plus on-road costs. That's pretty close to the existing starting point for the A7, but now there's a bit more gear included as standard. It doesn't arrive until around the middle of 2019, though.

This model is comprehensively kitted out, with standard inclusions consisting of 20-inch alloy wheels, adaptive suspension, Audi's 'progressive steering' system, LED headlights with high-beam assist, an electronic tailgate with smart opening, keyless entry and push-button start, 'Valcona' leather trim and sports front seats, electric front seat adjustment and front seat heating and three-zone climate control air conditioning.

Other goodies include an LED interior ambient lighting package, head-up display, Audi's 12.3-inch 'Virtual Cockpit' digital driver information display, a 10.1-inch media screen and 8.6-inch control touchscreen, Bluetooth phone and audio streaming, USB connectivity, Apple CarPlay and Android Auto phone mirroring, and wireless smartphone charging.

Next up the model range is the 55 TFSI, which has a list price of $131,900 before on-road costs - which is the exact same price, and carries the exact same level of standard specification, as the diesel-powered 50 TDI model (also due mid-2019). This splits the difference between the existing models, but still undercuts the rivals by a good margin.

Over the entry-grade model, the 50 TDI and 55 TFSI models bring matrix LED headlights (with light animation), a different 20-inch wheel design, the S line exterior styling pack - essentially a body kit with new front and rear bumpers incorporating mesh-look diffusers and new side sills, plus S line badging.

These two models also get different interior styling, too, with S line embossed leather seats, illuminated door sill trims, a flat-bottom leather wheel with paddle shifters, dark brushed aluminium inlays, stainless steel faced pedals, black headlining, piped floor mats, electric steering column adjustment and a Bang & Olufsen 3D 705-watt sound system with 16 speakers and subwoofer.

There's a lot of safety kit included at each price point, too - see the section below for a breakdown.

Audi has tried to simplify things in terms of optional gear - apparently its customers said there was too much complexity when it came to electing bits and bobs, so the company's local arm has just one optional package... and a few other items it says are very much "buyer specific".

The 'Premium Plus' package costs $6500 for the 45 TFSI and $8000 for the other two models (and you get air suspension included in those grades). Across all grades the pack adds 21-inch alloy wheels, tinted rear glass, a panoramic glass roof, an extended upholstery package, four-zone climate control with rear touch control panel, plus a colour interior lighting package with up to 30 colours.

Other options include metallic paint (up to $2200), a four-wheel steering system ($4200) and laser headlights ($2500).

The LS500 packs a 3.4-litre twin-turbocharged V6 petrol engine with impressive peak outputs of 310kW/600Nm.

This engine is designed to replace a V8 in terms of its power and feel, and in a lot of ways it does.

It might surprise you to learn the only other place you’ll see this engine used in Australia is the Toyota LandCruiser 300 Series.

The alternative present in the LS500h is a hybrid version of the same engine, sans the turbos.

With its electric assistance, power outputs are lower than this turbo version, but get close with a combined total of 264kW.

While I like the walloping nature of the turbocharged V6 we drove, I think the hybrid is a no-brainer choice for reasons explained in the driving segment.

All three drivetrains offered in the A7 have some form of mild hybridisation. The entry-level 45 TFSI engine is a 2.0-litre four-cylinder turbo producing 180kW of power (at 5000-6000rpm) and 370Nm of torque (1600-4500rpm). It has a 0-100km/h claim of 6.8 seconds, and employs a seven-speed dual-clutch auto with quattro all-wheel drive. It employs a 12-volt mild-hybrid system to assist with stop-start traffic and uses brake regeneration, too.

The high-spec petrol is the 55 TFSI, a 3.0-litre V6 producing 250kW (at 5000-6400rpm) and 500Nm (1370-4500rpm). The 0-100 claim is 5.3sec, and it also uses a seven-speed dual-clutch auto. It has a 48-volt mild-hybrid system that uses a larger capacity battery and a belt-driven starter generator that recuperates energy in stop start traffic and, according to Audi, can also allow the car to coast for up to 40 seconds at speeds of 55-160km/h.

The same 48-volt tech is used for the only diesel model in the range, the 50 TDI. This powertrain uses a 3.0-litre turbo-diesel engine producing 210kW (3500-4000rpm) and 620Nm (2250-3000rpm), and unlike the petrols, it has an eight-speed automatic (not a dual-clutch). The claim for acceleration is 5.7sec from 0-100km/h.

Given the angry sounds emanating from under the bonnet of this LS every time I put my foot on the accelerator, I was surprised to find overall fuel consumption for the week was surprisingly good.

I used the LS to drive mostly around town, and yet it beat its own urban claim of 14.2L/100km, settling at 12.9L.100km, closer to the combined fuel figure of 10L/100km.

The hybrid is said to nearly halve this consumption, and I’m inclined to believe it based on previous experience with Toyota/Lexus hybrid systems. 

The LS500 requires at least 95RON unleaded fuel and has an 82-litre fuel tank. That means you're looking at a range of around 635km, using our real-world figure.

The mild hybrid tech in each of the A7 models help it offer miserly fuel consumption.

The 45 TFSI model claims 7.1 litres per 100 kilometres; the 55 TFSI model just a touch more, at 7.3L/100km. And as you might expect, the 50 TDI diesel model is the most efficient, using a claimed 6.0L/100km.

We only drove the 55 TFSI on test, and the dashboard indicated display of 9.1L/100km seemed pretty respectable.

For a seemingly very sophisticated car, there’s something decidedly unsophisticated about the way the LS500 feels from behind the wheel.

Immediately, it feels nowhere near as cutting edge or even as special as something like the LC500, which to me becomes the truest expression of everything Lexus.

No, the LS500 in this turbo V6 guise feels a little bit too old-fashioned. It’s quiet and under acceleration feels like a V8 of just a few years ago, but the Aisin-sourced traditional torque converter automatic transmission is, dare I say, ordinary, lacking the finesse of its German rivals. It’s a problem which is easily solved. Pick the hybrid.

Elsewhere the experience is decidedly Lexus. If you’ve driven even an IS the experience is very familiar in the LS. The touchpoints all match, the steering is light and smooth with a healthy serve of electrical assistance, and, for the most part, the ride is as floaty and comfortable as you’d expect.

I say ‘for the most part’ because there are limits to what the LS’s adjustable-height air suspension will filter out on the enormous 20-inch wheels, complete with run-flat tyres.

Small bumps and potholes are dispatched with ease. Anything too large which passes a certain thud-factor will definitely be communicated to the cabin, though, making for a strange all-or-nothing ride quality.

It is impeccably silent inside, though. The engine is distant, even under load, and tyre noise is virtually non-existent thanks to specially designed alloy wheels with hollow chambers designed to minimise this effect. Now that’s more like what I expect from a Lexus.

It handles very well for such a big unit, making it at least decent to drive for the few buyers who will actually take the helm themselves.

This is no land yacht, it’s a surprisingly agile and adept machine when faced with a bit of blacktop. And it's here where the turbocharged V6 comes into its own compared to the hybrid, offering superior driver engagement.

A lot of the time when we go on new car launches the test drive route is planned to highlight handling dynamism, with less focus on the day-to-day drudgery most of us will actually encounter.

The launch of the Audi A7 was primarily of that design, too, but (thankfully?) there was some disgusting traffic to deal with on our in and out of Brisbane, where it was clear the A7 is superbly comfortable.

Well, that is, if you get the air suspension system. The ride was impressively cushioned, untroubled by sharp edges and road joins, and the suspension eliminated pothole effects, too. All the cars I drove on the launch were the 55 TFSI model, and all had the air suspension - the cynic in me thinks there's probably a reason for that, and I'd love to sample one without it.

This stint of stop-start driving saw the engine cut out at speeds up to 22km/h when you're decelerating, allowing us to coast to a stop without the engine burning fuel.

Once we exited the city limits and found ourselves on the roads of Mt Nebo and Mt Glorious, the chance presented itself to push the A7 in some bendy bits. With the dynamic drive mode selected, the transmission in sport mode, and about a hundred corners to contend with, the big German luxury hatch showed its skills.

The air suspension kept the circa-1815kg model relatively flat in the bends, but the front seats lacked adequate side bolster support despite being called 'sports' seats. Obviously physics were at play here.

The steering was more eager in the four-wheel steer version we sampled, and that's definitely an option for the enthusiastic owner to consider. Otherwise, the steering was accurate, if devoid of meaningful feel.

And while the engine was strong in its response and the transmission clever in its shift speed and intelligence, it became clear that this was a car that seemed more adept at open road cruising than bruising a series of hairpins. It didn't disappoint in terms of dynamics - it just felt its size.

Eventually when we reached an open road, the effortlessness of the A7 came to the fore. Comfort mode engaged, it paced along beautifully, the adaptive cruise taking its surroundings in nicely. There is a touch of wind noise and the suspension can be loud when you encounter pockmarked sections, but it doesn't feel flustered at speed.

One of the nice elements of the A7's smarts is that it will pulse the accelerator pedal to warn you that you could be saving fuel - say you're approaching an 80km/h zone, and you're driving at 100km/h, the throttle will throb to let you know you could ease off. Neat.

At the end of our day of driving, I was left with the impression that the Audi A7 is more than capable as a luxury saloon, one that was relaxing to drive - even when we encountered a five km traffic jam on the way back into Brisbane. It feels well engineered, without excessive gimmickry and with enough genuine quality to leave you feeling pampered.

The Audi A7 doesn't have a five-star safety rating from either ANCAP or Euro NCAP. It's hard to see it not getting that rating, if it were to be tested, because every trim grade has an array of high-tech safety equipment.

The A7 is fitted with a surround-view camera system (360 degree camera) and there are front, side and rear parking sensors, as well as Audi's version of auto emergency braking (AEB) which it calls 'pre sense' - and it operates up to 250km/h.

There's also a reverse AEB system, lane keeping assistance, blind spot monitoring, cross traffic alert (front and rear), and there's adaptive cruise control with traffic jam assist (allowing semi-autonomous driving up to 60km/h), a system that'll stop the car if it doesn't think you can make a gap in the traffic (Intersection Assist) and a system that prevents you from opening your door into the path of cyclists, pedestrians or oncoming traffic.

There are dual ISOFIX child seat restraints in the back, as well as three top-tether attachments. The A7 has dual front airbags, side airbags front and rear, and curtain airbags (Audi claims a total of 10, but by most other makers' counts, that'd be eight).

Lexus offers a five-year and unlimited kilometre warranty, and LX buyers get three years of complimentary membership to the brand’s ‘Encore Platinum’ owner experience, which includes three years of capped price servicing, free loan cars at the time of service, invites to events, discounts on fuel at Ampol outlets, and four uses of ‘Lexus On Demand’ which lets owners swap into another Lexus model for up to eight days at a time, as well as eight free uses of valet parking at certain locations.

Servicing on the LS occurs once every 12 months or 15,000km and is fixed for the first three years at $595. Very cheap for the space it plays in.

As with all Audi models, there's a three-year/unlimited kilometre warranty offered. Mainstream brands seem to be pushing to five years' warranty, while the premium makers lag behind.

The company also offers a three-year pre-purchase capped price service plan called the 'Audi Genuine Care Service Plan', which you can bundle into your finance package. Exact pricing isn't known yet, but you can expect it to average out at about $650 for every 12 month/15,000km service (based on the previous generation model).