Audi A8 vs. Lexus LS600h
11-12-07, 12:49 PM
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Audi A8 vs. Lexus LS600h
Audi A8L 4.2 TDI
So, it’s no surprise that the 2008 model-year facelift has largely left the looks alone. The A8 in our pictures is a current 2007 version, but order one now and your new saloon will arrive with a reworked grille, fresh front and rear lights, plus a different wing mirror design.
Standard equipment has been changed, too, although the interior remains mostly unaltered. While it isn’t as modern as some in the class, it feels expensive without being flash. And as with the Lexus, it’s very hard to fault the quality and finish, although the metal switches and use of wood give the A8 a higher-quality air.
The controls are logical and user-friendly, while our only criticism of the driving position is that the seats are rather firm. This gripe can also be levelled at the rear chairs, but at 130mm longer than the standard A8, this long-wheelbase version is still a very relaxing car to travel in. Noise from the diesel engine has been well subdued – recorded from the back seat, its reading at idle was 39dB, which was identical to the Lexus’s.
The Audi is louder than the LS at 30mph and 70mph – at 55dB and 65dB respectively – but while there is an element of gruffness to the V8 diesel under acceleration, it’s as smooth and quiet as most petrols. Only the Lexus’s exceptional refinement makes the A8 seem even vaguely noisy.
Despite their completely different approach to technology and engineering, the two cars are very evenly matched in terms of performance. The Audi’s V8 diesel delivers effortless punch from 1,500rpm, with the A8’s aluminium construction helping to keep the weight below two tonnes, and ensuring surging acceleration times. The twin-turbocharged common-rail diesel provides a great mix of speed and flexibility, and it’s a mystery to us why BMW and Mercedes don’t follow suit and bring their V8 diesel luxury models to Britain.
Complete with steering wheel paddles (a feature that highlights the A8’s more sporting orientation), the Audi’s Tiptronic gearbox allows better manual control than the Lexus, although upshifts are slightly smoother in the Japanese car.
While there’s a silkiness to the Lexus’s driving manners that the Audi simply can’t match, the A8 does try to include the driver, rather than isolate them. On an A-road, this gives the German saloon a substantial advantage. The steering is more in touch with the road, roll is better controlled and, as a result, the 4.2 TDI instils far more confidence and feels less cumbersome.
Ride quality remains good, too. The A8 benefits from adaptive air-suspension, which allows you to select from four settings via the MMI system. As with the Lexus set-up, it continuously regulates damping, and although slightly firmer than its rival, the A8 is still effortlessly luxurious. It lacks the ultimate cushioning and mechanical isolation of the hybrid, but its fluent handling makes it a very pleasant car to drive.
The Audi doesn’t come close to matching the Lexus’s standard kit tally. Yet it is £18,680 cheaper, which means you’ve got cash to spare to indulge yourself in the options list. And if you still wanted to drive a hybrid, you could afford to buy a Toyota Prius and have change left over.
Lexus LS600h L
It shares the subtle shape of the standard LS, and is only set apart by the LED lights, a transparent blue coating on the badge and discreet hybrid logos. While some buyers will love this, for many it’s likely to be too conservative.
The longer wheelbase of our test car doesn’t make it stand out any more, although passengers behind the driver will appreciate the extra 120mm length and significant improvement in rear space.
Our model was fitted with the optional back seat relaxation pack, which takes the price up to £88,000, and allows you to recline, extend a footrest and enjoy a massage. With a central control box for the audio and climate systems, plus a pop-down DVD screen, the LS is certainly a great car if you’re being driven around.
As you would expect in a Lexus, the quality of the interior is faultless – the cabin is impeccably trimmed, and fit and finish is superb. But while there is very little to criticise on a technical level, the LS’s cabin doesn’t manage to generate the sheer sense of occasion that’s apparent in the A8.
The driving position is also flawed. There’s nothing wrong with the sumptuous seat, but it doesn’t adjust low enough, and the amount of steering adjustment is far from sufficient.
However, mechanical refinement is unrivalled. Road and engine noise is remarkably subdued – a reading of 63dB at 70mph is one of the lowest we’ve recorded this year – and the hybrid drive functions have been meticulously integrated.
You need never be aware you’re driving a petrol-electric car. In traffic, the 5.0-litre V8 stops and starts with no more than a murmur, and at low speeds, the switch between power sources is utterly seamless. With the battery producing maximum torque at all times, acceleration is amazingly smooth and linear.
But the LS wasn’t as fast as we expected. The hybrid system develops 439bhp, yet it didn’t accelerate any quicker than the Audi. This is largely due to the fact the Lexus weighs 465kg more, at 2,410kg. Still, if you look beyond the seven-second 0-60mph time, the LS is still a rapid car that builds speed effortlessly.
Where it really falls down is on a key part of its claimed benefits. Unless you treat it incredibly gently, you’ll never get close to Lexus’s claimed economy figure of 30.4mpg – we managed only 19.4mpg over the course of 1,100 miles.
Nor is the LS600h a dynamic masterpiece. Away from its natural environment (motorway cruising or silent city driving), the Lexus comes a little unstuck. On twisty A-roads, the combination of weight, light steering and size make it cumbersome. Thanks to its four-wheel drive, active air-suspension and stability control, the Lexus never feels unsafe, it just lacks sharpness.
The electro-hydraulic brakes also take some getting used to. We found it hard to bring the LS to a halt progressively, as the pedal oscillates under your foot, causing the car to slow jerkily. The CVT transmission is far smoother, though, and aside from a small amount of tyre patter,
the saloon deals with rough roads beautifully.
Add this sublime comfort to the astonishing standard equipment and hi-tech underpinnings, and it’s clear to see why this is the ultimate Lexus. Just don’t buy one expecting to save the planet.
The Verdict
There’s no doubt the LS600h is the ultimate example of Lexus’s technical prowess. It blends all the firm’s hybrid know-how with the quality, refinement and hi-tech gadgetry for which it’s famed.
As a result, the luxury saloon offers class-leading mechanical refinement and cabin quietness. The trouble is, it comes across as being rather bland.
More crucially, while the low 219g/km emissions are very impressive, it’s hard to get the car to run on battery power alone. And our average of less than 20mpg suggests there are few reasons to opt for the hybrid over the standard LS460, which performs as well and is only slightly less economical.
This poor result, combined with the fact the Lexus costs so much, means the Audi A8 earns an easy victory here. Not only is it £20,000 cheaper, it’s also better designed from superior materials, just as fast and around 10mpg more efficient.
Nevertheless, if your passion for hybrids is matched only by the size of your wallet, the LS600h is a fine luxury car that sends out the right message – even if it doesn’t work as well as a Toyota Prius, which costs a quarter of the price.
http://www.autoexpress.co.uk/carrevi...s_audi_a8.html
So, it’s no surprise that the 2008 model-year facelift has largely left the looks alone. The A8 in our pictures is a current 2007 version, but order one now and your new saloon will arrive with a reworked grille, fresh front and rear lights, plus a different wing mirror design.
Standard equipment has been changed, too, although the interior remains mostly unaltered. While it isn’t as modern as some in the class, it feels expensive without being flash. And as with the Lexus, it’s very hard to fault the quality and finish, although the metal switches and use of wood give the A8 a higher-quality air.
The controls are logical and user-friendly, while our only criticism of the driving position is that the seats are rather firm. This gripe can also be levelled at the rear chairs, but at 130mm longer than the standard A8, this long-wheelbase version is still a very relaxing car to travel in. Noise from the diesel engine has been well subdued – recorded from the back seat, its reading at idle was 39dB, which was identical to the Lexus’s.
The Audi is louder than the LS at 30mph and 70mph – at 55dB and 65dB respectively – but while there is an element of gruffness to the V8 diesel under acceleration, it’s as smooth and quiet as most petrols. Only the Lexus’s exceptional refinement makes the A8 seem even vaguely noisy.
Despite their completely different approach to technology and engineering, the two cars are very evenly matched in terms of performance. The Audi’s V8 diesel delivers effortless punch from 1,500rpm, with the A8’s aluminium construction helping to keep the weight below two tonnes, and ensuring surging acceleration times. The twin-turbocharged common-rail diesel provides a great mix of speed and flexibility, and it’s a mystery to us why BMW and Mercedes don’t follow suit and bring their V8 diesel luxury models to Britain.
Complete with steering wheel paddles (a feature that highlights the A8’s more sporting orientation), the Audi’s Tiptronic gearbox allows better manual control than the Lexus, although upshifts are slightly smoother in the Japanese car.
While there’s a silkiness to the Lexus’s driving manners that the Audi simply can’t match, the A8 does try to include the driver, rather than isolate them. On an A-road, this gives the German saloon a substantial advantage. The steering is more in touch with the road, roll is better controlled and, as a result, the 4.2 TDI instils far more confidence and feels less cumbersome.
Ride quality remains good, too. The A8 benefits from adaptive air-suspension, which allows you to select from four settings via the MMI system. As with the Lexus set-up, it continuously regulates damping, and although slightly firmer than its rival, the A8 is still effortlessly luxurious. It lacks the ultimate cushioning and mechanical isolation of the hybrid, but its fluent handling makes it a very pleasant car to drive.
The Audi doesn’t come close to matching the Lexus’s standard kit tally. Yet it is £18,680 cheaper, which means you’ve got cash to spare to indulge yourself in the options list. And if you still wanted to drive a hybrid, you could afford to buy a Toyota Prius and have change left over.
Lexus LS600h L
It shares the subtle shape of the standard LS, and is only set apart by the LED lights, a transparent blue coating on the badge and discreet hybrid logos. While some buyers will love this, for many it’s likely to be too conservative.
The longer wheelbase of our test car doesn’t make it stand out any more, although passengers behind the driver will appreciate the extra 120mm length and significant improvement in rear space.
Our model was fitted with the optional back seat relaxation pack, which takes the price up to £88,000, and allows you to recline, extend a footrest and enjoy a massage. With a central control box for the audio and climate systems, plus a pop-down DVD screen, the LS is certainly a great car if you’re being driven around.
As you would expect in a Lexus, the quality of the interior is faultless – the cabin is impeccably trimmed, and fit and finish is superb. But while there is very little to criticise on a technical level, the LS’s cabin doesn’t manage to generate the sheer sense of occasion that’s apparent in the A8.
The driving position is also flawed. There’s nothing wrong with the sumptuous seat, but it doesn’t adjust low enough, and the amount of steering adjustment is far from sufficient.
However, mechanical refinement is unrivalled. Road and engine noise is remarkably subdued – a reading of 63dB at 70mph is one of the lowest we’ve recorded this year – and the hybrid drive functions have been meticulously integrated.
You need never be aware you’re driving a petrol-electric car. In traffic, the 5.0-litre V8 stops and starts with no more than a murmur, and at low speeds, the switch between power sources is utterly seamless. With the battery producing maximum torque at all times, acceleration is amazingly smooth and linear.
But the LS wasn’t as fast as we expected. The hybrid system develops 439bhp, yet it didn’t accelerate any quicker than the Audi. This is largely due to the fact the Lexus weighs 465kg more, at 2,410kg. Still, if you look beyond the seven-second 0-60mph time, the LS is still a rapid car that builds speed effortlessly.
Where it really falls down is on a key part of its claimed benefits. Unless you treat it incredibly gently, you’ll never get close to Lexus’s claimed economy figure of 30.4mpg – we managed only 19.4mpg over the course of 1,100 miles.
Nor is the LS600h a dynamic masterpiece. Away from its natural environment (motorway cruising or silent city driving), the Lexus comes a little unstuck. On twisty A-roads, the combination of weight, light steering and size make it cumbersome. Thanks to its four-wheel drive, active air-suspension and stability control, the Lexus never feels unsafe, it just lacks sharpness.
The electro-hydraulic brakes also take some getting used to. We found it hard to bring the LS to a halt progressively, as the pedal oscillates under your foot, causing the car to slow jerkily. The CVT transmission is far smoother, though, and aside from a small amount of tyre patter,
the saloon deals with rough roads beautifully.
Add this sublime comfort to the astonishing standard equipment and hi-tech underpinnings, and it’s clear to see why this is the ultimate Lexus. Just don’t buy one expecting to save the planet.
The Verdict
There’s no doubt the LS600h is the ultimate example of Lexus’s technical prowess. It blends all the firm’s hybrid know-how with the quality, refinement and hi-tech gadgetry for which it’s famed.
As a result, the luxury saloon offers class-leading mechanical refinement and cabin quietness. The trouble is, it comes across as being rather bland.
More crucially, while the low 219g/km emissions are very impressive, it’s hard to get the car to run on battery power alone. And our average of less than 20mpg suggests there are few reasons to opt for the hybrid over the standard LS460, which performs as well and is only slightly less economical.
This poor result, combined with the fact the Lexus costs so much, means the Audi A8 earns an easy victory here. Not only is it £20,000 cheaper, it’s also better designed from superior materials, just as fast and around 10mpg more efficient.
Nevertheless, if your passion for hybrids is matched only by the size of your wallet, the LS600h is a fine luxury car that sends out the right message – even if it doesn’t work as well as a Toyota Prius, which costs a quarter of the price.
http://www.autoexpress.co.uk/carrevi...s_audi_a8.html
11-12-07, 04:31 PM
#3
30.4mpg imperial is still pretty high.
Also.. £18,000 more.. yeah but were they comparing base prices? Cause the "relaxation package" aka Executive Package is a hefty package and raises the price substantially.
Also.. £18,000 more.. yeah but were they comparing base prices? Cause the "relaxation package" aka Executive Package is a hefty package and raises the price substantially.
the 600 is supposed to be in a class of the V12's.
11-12-07, 05:49 PM
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11-12-07, 06:00 PM
#8
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The diesel A8 is Audi's entry into the more fuel economical A8 so it makes some sense to me to compare it.
I'll agree with them that hte Audi has a more substantial feel and aura to its interior and overall driving experience, but that's where the buck stops to me. The LS is far more refined (which counts for a lot in this class) and if they dropped off that optional package the price would be more reasonably compared while its options list would still beat out the A8 overall...
Imperial gallons (larger than US gallons) and UK ratings standards both make UK mileage ratings very different (higher) than here in the US.
I'll agree with them that hte Audi has a more substantial feel and aura to its interior and overall driving experience, but that's where the buck stops to me. The LS is far more refined (which counts for a lot in this class) and if they dropped off that optional package the price would be more reasonably compared while its options list would still beat out the A8 overall...
Imperial gallons (larger than US gallons) and UK ratings standards both make UK mileage ratings very different (higher) than here in the US.
11-12-07, 09:21 PM
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11-14-07, 05:54 PM
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A much fairer comparison would have been the one I was cross-shopping, which is the LS600hL to the S8. Then you are truly comparing the flagships of each company, and the pricing is neck-and-neck.
11-14-07, 06:09 PM
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11-14-07, 06:13 PM
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If a cheaper car beat the LS600hL, then why would they need to compare a more expensive, better car to the LS? It already lost to the little brother of the S8
11-14-07, 08:36 PM
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