Audi S3 VS Lexus IS
Audi S3
Likes
- Crisp interior and clever dash display
- Sharp, fizzy driving experience
- Sedan version looks superb
Dislikes
- Sedan’s price premium over hatch
- RS3 will technically trump it when it arrives
- Looks alarmingly similar to old model
Lexus IS
Likes
- Sleek and efficient hybrid drive
- Graceful ride
- Spec improvements
Dislikes
- Slow
- Busy interior design
- Fiddly and over-complicated software
Summary
Audi S3
The moment Audi slaps an 'S' badge on any of its cars, you know you could well be looking at something a bit special. That single S has usually inferred a big jump in performance and an overall much sportier flavour than the Audi 'A' car on it's based on.
And now there’s an all-new Audi A3 coming to showrooms about now, the chance to take a deep dive into the equally new S3 was a no-brainer.
Describing the S3 as an A3 with more of everything sounds a bit trite, but it’s also accurate. And this is not new; Audi is as good as any other carmaker (and better than most) at taking a volume seller, piling on the good gear and letting it loose to appeal to a cashed-up buyer profile.
Available in both Audi’s usual Sedan and Sportback (that’s Audi-speak for a five-door hatch) the new S3 boasts more of everything from engine output, to handling, to luxury and connectivity. No surprises there, it’s pretty rare to hear of a car going backwards in any of those departments. But compared with the A3 – and this is the important bit – the S3 offers more of the attributes that appeal to buyers with more cash to splash.
While much of the car might be new, Audi fans will recognise the 2.0-litre turbocharged engine. It’s been tweaked this time around for more power and, significantly, Australia gets the full-fat, Euro-spec engine, rather than the slightly detuned 'hot-weather' specification we’ve seen in this model in the past.
Other changes over the new A3 include the usual S touches including lower, firmer suspension, bigger wheels and tyres and a more industrial braking package.
Inside, there’s more connectivity and multimedia potential than ever before, and safety has been given a leg-up with the latest driver aids.
The other significant thing about the S3, of course, is that until the even hotter RS3 turns up in showrooms sometime later this year, this car will represent peak A3-platform performance.
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| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.3L/100km |
| Seating | 5 seats |
Lexus IS
One question frequently discussed in the skunkworks of the CarsGuide office is: What exactly does Lexus stand for?
When the brand debuted its original export-market IS sedan in 1999 the messaging was more or less clear: Toyota’s premium sub-brand was here to be a Japanese BMW.
The brand even employed Nobuaki Katayama – chief engineer on the iconic Corolla AE86 program – to again take the reins of its small rear-wheel drive sedan program.
As the years went on though, Lexus changed. Fundamentally geared toward the US market, the second-generation (wild IS F aside) became a bit more sedate and softer around the edges, while the third generation strayed even further from the sedan’s performance-inspired roots, leaning into a plush interior, hybrid drive, and even CVT transmissions.
This brings us to today’s Lexus IS. Essentially a heavy facelift of the third generation (which arrived back in 2013), the brand has “reimagined” its core sedan with a tweaked design and updated technology for 2021.
Is it enough to keep it relevant against its ever-present European rivals and the newly arrived threat from Hyundai’s Genesis G70? I took a signature IS300h hybrid for a week to find out.
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | — |
| Fuel Efficiency | 4.9L/100km |
| Seating | 5 seats |
Verdict
Audi S38/10
There are plenty of historical instances where a particular model within a broader range manages to hit the absolute sweet spot even though it’s not the fastest or most expensive variant. Porsche’s GTS specification across various models is a great example of this.
And at the risk of being proven wrong when the all-new RS3 comes along later this year, this car, the S3, might just pull off that feat.
Yes, the new RS3 will be more powerful and will offer even more grip and sporty flavour, but it will also be more expensive. And we defy anybody to drive the S3 and say that it lacks dynamism in any single area.
It’s also a magnificently balanced car with the right amount of attention paid to every aspect of its trim and performance. That, in essence, is where that `balanced’ label originates and even though it’s felt most in the actual driving experience, it permeates throughout the entire vehicle.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Lexus IS7.6/10
Smooth, cosy, quiet, the IS looks and feels better than ever, but without a doubt this hybrid version is a car best suited to cruising the dense metropolis of Chiba at midnight more than it is carving up a bunch of S-bends in the Australian countryside on the weekend.
While that might still limit its appeal for fans of German sports luxury sedans and place it further from the original IS’s ambitions, it does offer an intriguing efficiency and luxury focused alternative, without the compromises brought by rivals with more sporting intent. In a way then, the IS 300h perhaps inadvertently best embodies what Lexus is as a brand.
Design
Audi S39/10
Perhaps the most striking thing about the styling of the new Audi is just how similar it looks to the old model. Okay, this is not a new thing with Audi which has made a point of not throwing a handsome design into the dumpster in pursuit of new for new’s sake.
As such, the exterior lines are taut and typically Audi clean and, with the latest LED headlights and a refinement of the Audi trapezoidal grille, the look is fresh and crisp without being a novelty act.
Inside, the virtual dash display and large, relatively flat centre console almost amount to anti-styling. Or it would if the rest of the deal wasn’t so sharply angled towards a philosophy of less is more.
Again, this is classic modern-era Audi where the game is to make a complex layout look as simple as possible. The face-level air vents also seem to have borrowed a little Lamborghini (part of the Audi family) DNA.
I particularly like the new shift-by-wire gear selector which is a nifty looking switch but works just as intuitively as a conventional shift lever. New tech meets old muscle memory, I’m calling it.
It's worth mentioning (again) just how good Audi’s customisable dashboard display is. With sharp, clear graphics and the ability for the driver to prioritise the information on display at the time, the S3’s display is still about the best in the business.
Overall, ergonomics have always been a long-suit of this brand and there’s been a clear intention to follow that tradition this time around.
Lexus IS
Look closely and quite a lot has changed. This is really a story of doing a facelift right. Lexus has kept all the great-looking bits of the car that launched in 2013, like its striking side profile and angular accents, while dumping most of its least popular elements like the spidery front light-clusters and busy front splitter, in favour of something more refined and conservative.
It even adds some new flair in the rear three-quarter, with dramatic LED light-clusters working their way into a trendy highlight strip across the boot lid.
These changes all add up for a much tougher, sportier, and nuanced design compared to the outgoing car. One that manages to make an eight-year old design look as contemporary as ever.
I even liked our test car in its plain black shade, although I'm less sure about those conservative-to-a-fault, almost Camry-esque alloy wheels.
On the inside, sadly not a whole lot has changed. The busy design looked dated when this generation of IS launched in 2013, and it still looks dated now.
The visual assault of buttons, toggles, displays, textures, and trims is a lot to take in, and makes the cabin feel smaller than it is.
It probably didn’t help the sensory overload of this car’s interior as I hopped out of the stripped-back interior in the Tesla Model 3 I had the week before.
My less-than-impressed brother, a student of design, described the IS’s interior best when he told me “It’s a bit maximalist, don’t you think?”
If nothing else, at least Lexus hasn’t blatantly imitated anyone else when it comes to its interior, but the brand remains firm on dorky design items like the laptop touchpad, redundant drive-select dial, and odd vacant panels under the climate unit which do it no favours.
A welcome upgrade for the 2021 model year is the new media screen, a highlight piece perched atop the dash. It’s bright, has excellent contrast, and doesn’t seem to fall victim to glare.
The Apple CarPlay support I used was seamless and sharp and made the most of the available real-estate in its widescreen layout.
I somehow didn’t mind that the instrument cluster in this base car is analog. It almost suits the IS’s character better than a digital set-up would. Also offered is a small information display between the dials which I used for monitoring the hybrid drive.
A final note on the IS’s design. The fit and finish is quality, inside and out. It leaves you with an impression that this is an immaculately built vehicle, one that should be a must for all luxury cars, and always a strong point for Lexus.
Practicality
Audi S38/10
While SUV owners are often quick to tell you that they bought their car for its interior space, the truth is sometimes different. And without the huge wheel-wells and suspension towers of a high-riding SUV, the conventional hatch or sedan often has an advantage.
Certainly, there’s no lack of room in the S3 and the hatchback version has a wide hatch opening to make loading easier. The sedan, however, is a full 150mm longer than the hatch and that extra is all behind the rear seat.
So the boot is actually very useable with a capacity of 325 litres. Audi claims the same 325 litres for the Sportback, but that figure jumps to 1145 litres with the rear seat folded flat.
The rear seat in either variant is handily split 40/20/40 and there are storage nets on the back of each front seat, luggage nets in the cargo area and 12-volt outlets in both the centre-rear and luggage compartment. Even floor mats are standard.
Lexus IS
Well, the IS is a sedan, so it doesn’t quite have that high-riding appeal of an SUV, and for this update it has even leaned further into its low-slung proportions with a roofline that descends a further 15mm and a boot lid which is 31mm lower overall.
As with the previous car, the interior is quite closed-in thanks to that busy dash design and large centre console. Rather than feeling claustrophobic though, it is best described as cosy, with lots of plush finishes throughout the doors and centre stack befitting a luxury nameplate.
Adjustability is great for the front two occupants and there are two large bottle holders between the seats, a large but shallow console box under the armrest, bottle holders with adjoining bins in the doors, and a smallish glove box.
That’s about where storage ends though, with no extra trays or bins in front of the oddly placed shifter, just an awkwardly finished plastic panel where it feels like a little tray or storage cutaway should be.
The touchpad for operating the media screen joins an unnecessary drive-select cluster in eating up centre console space where there could be more storage.
The rear seat is quite limited on space despite being lavishly trimmed. I fit behind my own (182cm/6'0") driving position with little knee or headroom to spare.
Again, it’s cosy and very comfortable, but if you're taller or wider than me you may run into issues.
The centre rear seat is all but useless for adults, with the IS’s rear-drive architecture necessitating a huge transmission tunnel that almost comes as high as the seat base itself.
Storage is limited to pockets on the back of the front seats, small bins in the doors that double as handholds, and a drop-down armrest with two bottle holders.
There are no power outlets for rear passengers, but there are dual adjustable air vents.
Boot space is 450L which is a little small for the class. It’s impressive the hybrid only managed to lose 30 litres compared to petrol-only IS variants, though, so best to count your blessings.
The largest CarsGuide travel case easily fit in the wide but short available space.
Price and features
Audi S37/10
There’s only one trim level across the S3 range, so it doesn’t matter whether you choose the sedan or hatch, the level of standard kit remains the same. And extensive.
As with many performance variants of a platform, what you’re paying for in the S3 is the hardware that allows it to be a more aggressive, more involving drive. So, compared with the A3, the S3 gets much more engine performance, bigger brakes and improved suspension.
Inside, the S3 runs to S-specific trim and presentation (instrument display, steering wheel) standard heated, powered, four-way lumbar-adjustable sports seats, a black headliner and the 15-speaker Bang & Olufsen stereo that’s a $1500 option on some variants of the A3.
The interior is also home to a 10.1-inch info screen, dual-zone climate-control, an auto-dimming mirror, keyless entry and push-button start, wireless phone charging, rain-sensing wipers, park-assistance and acts as a Wi-Fi hotspot. Connectivity runs to Android Auto, Apple CarPlay and sat-nav.
Helping the image match the performance, the S3 also gets dark aluminium accents, alloy pedals, ambient lighting and gloss-red brake calipers to give it the visual punch the price-tag suggests.
Speaking of price, the new S3 represents a fair hike over the outgoing S3, and a sticker of $70,700 for the Sportback and $73,200 for the sedan means the new model will be tickling the $80,000-mark as a drive-away proposition.
Compared with the old model, those prices represent a leap of around $6000, not to mention a spike of around $23,000 or $24,000 over the entry-level versions of the new A3 on which it’s based.
But perhaps a more meaningful comparison is with the 40 TFSI variants of the new A3 which also feature Audi’s famous Quattro all-wheel drive system.
In that case, the price difference between the A3 and S3 is closer to $17,000; closer, but still a big tweak to the monthly lease repayment.
Given you’re starting with a premium-priced product to begin with in the A3, the extra performance and dynamics offered up by the S3 seems to be reasonably priced given the scope of their influence.
Again, you need to see it through the prism of high-end motoring, but when you do, you can see where the money has gone.
And if you have even more to outlay, there’s always the 'Premium Plus' package for the S3. That gets you a panoramic glass sunroof, head-up instrument display, 360-degree cameras, a memory function for the driver’s seat (which should be standard at this end of the market) and a memory function for the exterior mirrors. Yours for an extra $3990, which, given some makers charge that just for the sunroof, seems a pretty reasonably proposition.
Lexus IS
To be precise the variant we’re looking at here is the IS 300h Luxury. It’s the base IS trim with the hybrid powertrain and it wears a before on-road costs (MSRP) of $64,500.
Base car or not, the new IS is very well specified. Now standard are 18-inch alloys (up from 17s), full LED headlight clusters, eight-way power adjustable front seats, dual-zone climate control, 10-speaker audio system, and importantly a brilliant new 10.3-inch multimedia screen with widescreen Apple CarPlay, Android Auto, built-in navigation, and DAB+ digital radio support.
Keyless entry and push-start ignition also continue to be offered, as well as a leather-look interior trim which in our car was in a rather contrasting 'Ochre' colour option.
Our IS 300h was also fitted with the creatively named ‘Enhancement Pack 1’ which adds an openable moonroof for $2000. The significantly more expensive ‘Enhancement Pack 2’ ($5500) adds the moonroof alongside 19-inch alloys, upgraded LED headlights, interior ornamentation, scuff plates, a panoramic reversing camera, 17-speaker premium audio, ‘leather-accented’ interior trim, ventilated front seats, and an electric rear sunshade.
These packs are seemingly largely unnecessary but are also very cheap for a brand at the premium end of the market.
Lexus has made pretty much all of its high-end active safety equipment standard on this base ‘Luxury’ for 2021, alongside some previously unavailable tech which we’ll take a look at in the safety section of this review.
At this price the Lexus IS 300h goes into battle against the Mercedes-Benz C 200 ($66,900), BMW 320i ($70,900), Audi A4 35 TFSI ($55,900), and the ever-looming threat of Hyundai’s Genesis, which offers its similarly-sized G70 in base form at $59,300.
Some of these base-spec rivals are cheaper, some are more expensive, but did you notice none of them are hybrids?
Access to Toyota’s affordable and popular hybrid drive is a real point of difference for the Lexus brand, and we expect it’s a key drawcard for the loyal customer base. More on that later.
Under the bonnet
Audi S39/10
Here’s where a lot of the extra currency demanded for the S3 goes. Forget the 1.5-litre engine in the base-model A3, and instead move to the two-litre four-cylinder as seen in the A4 40 TFSI. Then, add extra turbo-boost (up to 1.8 bar thanks to an efficient intercooler) different variable valve timing protocols, and a direct fuel-injection system with a specific calibration and the potential to create injector pressures of up to 350 bar, and you have the S3’s powerplant.
Maximum power is 228kW at anywhere from 5450 to 6500rpm, and maximum torque of 400Nm produced in a broad range between 2000 and 5450rpm.
Transmission is a seven-speed dual-clutch unit driving through all four wheels as per Audi’s Quattro mantra, although it’s important to note this version of Quattro is the simpler, arguably less pure, on-demand system where the car behaves as a front-drive platform until the all-wheel-drive system is required to step in.
That said, with 228kW under its wheels, that’s a fair bit of the time. And compared with previous systems, this one takes more notice of driver inputs and wheel-speed to be less reactive and more active.
Lexus IS
The IS 300h does stand out from the luxury sedan crowd by offering a hybrid drivetrain at a reasonable price. Some rivals offer plug-in options further up the price scale cementing them as a niche option, but the beauty of this Lexus is its very mild $3000 price jump over the base petrol car.
The base car’s 2.0-litre turbo is dumped in favour of a 2.5-litre non-turbo Atkinson-cycle four-cylinder hybrid set-up similar to the one proving popular in the Toyota Camry and RAV4.
The petrol engine produces 133kW/221Nm on its own, and the electric motor produces 105kW/300Nm. Toyota says the “combined system output” of this is 164kW.
Either way, that's less than the base 2.0 turbo. The 300h also swaps out an eight-speed torque converter automatic in favour of a continuously variable transmission. Rare in a rear-wheel drive car.
Efficiency
Audi S36/10
Audi quotes an official combined cycle fuel consumption figure of 7.4L/100km for the A3 Sportback and 7.3 litres for the sedan.
That difference is a bit of a mystery given the sedan is heavier (by just five kilograms) until you consider that the combined figure includes freeway running, at which point the sedan’s extra 150mm of length and different rear diffuser may be the aerodynamic deal-breaker.
The Sportback emits 170 grams of CO2 per kilometre (166 for the sedan) and with the 55-litre tank fitted, both variants should have a range of around 750km between fill-ups.
Lexus IS
As you might hope this hybrid IS has an astoundingly low official/combined fuel consumption rating of 5.1L/100km.
I was pleased to find that after a week of mainly urban driving conditions, our IS was returning a figure of 6.9L/100km. Not bad at all, especially for a class where fuel consumption can get a little out of hand with turbocharged engines or V6s.
Of course, using the hybrid system to your advantage over the long term will get this number much lower, as I discovered on my long-term test of the Toyota Corolla hybrid which essentially uses a smaller version of the same system.
Certainly, if fuel consumption is a high concern, you’re better off with this car than the top-spec V6 (IS 350) which will easily see consumption enter double digits.
Lexus recommends a minimum RON rating of 95 for the IS 300h, and the fuel tank is 66 litres regardless of variant, giving the hybrid an impressive theoretical range of around 1000km.
Driving
Audi S39/10
Some cars take a few minutes at the wheel before they start to get chatty. Not so the S3. From the moment you grab the lovely leather tiller, haul it into gear and give the perky little turbo-motor a squeeze on the throttle, the Audi is making all the right noises and giving clear, precise feedback on its every move.
Sometimes, cars with lots of tyre, lots of all-wheel drive grip and the sort of sharp steering fitted here, can start to feed back so many responses that it becomes difficult to know which one to respond to.
Not the S3, which seems tuned to a keener driver’s priorities (as it should be, of course). As a result, the steering feedback is distinct from what the rest of the front end is doing and everything else going on is clear, quantifiable and designed to improve the experience.
That even extends to the soundtrack which, Audi told us does not use any electronics to improve it beyond amplifying the engine-bay harmonics which use the windscreen and scuttle as their 'speaker.'
Combined with the active exhaust system, this car honestly sounds like a five-cylinder engine (I opened the bonnet to count the spark plugs to make sure it wasn’t. It isn’t.)
If you’ve ever driven a five-cylinder Audi or a V10-powered R8 (two in-line fives, really) the tune will be a familiar one. Lovely, and – again - such amazing attention to detail.
The 2.0-litre engine runs fairly high boost levels, but that doesn’t seem to have affected the way it storms off the mark. Neither does the dual-clutch transmission contribute any delay, provided you haven’t managed to stand on the brake and throttle at the same time (as many left-foot brakers might).
At that point, the driveline goes into sulk mode and will force you to wait a heartbeat or two before full power is restored. This can be an issue when trying to dart across a busy intersection or merge into a traffic flow.
It’s not a new thing to Audis, but remains an annoyance to those of us who equate having two pedals with having two feet.
The driver-selectable drive modes fitted to the S3 are interesting inasmuch as they actually make a meaningful difference to the way the car operates. They alter the transmission shift points, the throttle sensitivity, steering weight and damper settings.
'Comfort' mode will be the default for most owners, and while 'Dynamic' does sharpen up the dampers ever-so-slightly beyond an acceptable day-to-day level of firmness, it also adds weight to the steering feedback.
Frankly, I don’t think it needs it and simply adding resistance feels like a token gesture. And since the steering has a (non-negotiable) variable rate in the first place, bigger inputs equal a bigger proportionate change of direction anyway.
The damping control is now the more sophisticated magnetic-hydraulic type where hydraulic pressure varies the valving rather than the simpler, previous system of energising an electro-magnet to alter the viscosity of the damping fluid.
This more finite control system has allowed more 'bandwidth' as Audi puts it, between Comfort and Dynamic damper settings.
While the auto mode is almost prescient, it’s not actually pre-emptive but rather takes into account suspension deflection, wheel-speed and driver inputs to come up with a combination of settings to make the most of the situation.
And if you really want to fiddle, you can choose 'Individual' and create an overall setting that combines bits of Comfort and Dynamic with a smattering of 'Efficiency' thrown in.
Toggle down to Dynamic and throw the S3 at some bends and it soon emerges as a pretty gripped-up piece of equipment. The front-drive bias is not really noticeable, but then neither is the transition where the computer begins to engage the rear multi-plate clutch to turn the rear axle into an active participant.
There’s certainly no lack of grip at any stage of a typical corner, and even the odd unexpected damp patch poses no awkward questions. Perhaps the biggest grumble would be the tyre roar at highway speeds, but that’s often the price of performance rubber.
Lexus IS
There is no doubt the IS 300h is capable. You can feel it through the car’s solid rear-drive underpinnings, silky smooth steering, and reactive chassis.
What this car doesn’t offer is excitement in quite the same sense as many of its rivals. That’s down to this hybrid’s drivetrain. It just doesn’t have that powerful follow-through in the same way turbocharged BMWs or Audis or Mercedes do.
If it’s that 'sports luxury' experience you’re seeking better off looking to the base 2.0-litre turbo or the V6 and their eight-speed automatics.
The 300h does offer something a bit different. The gentle refined efficiency of Toyota’s signature hybrid system in a luxury rear-drive package that’s smaller than this car’s ES bigger brother.
While it may feel capable thanks to the lighter suspension components and altered track that the brand has committed to for this update, the hybrid drive matches this car’s softer character brought about by its gentle suspension tune and light steering.
This is an easy car to drive around a city, it filters out bumps nicely, while offering near silence in the cabin and breezy steering for every day scenarios like manoeuvring in tight parking lots.
The CVT auto and instantaneous torque available from the electric motor make it best at traffic speeds, being both reactive and predictable, with silent acceleration when inching forward at the lights or cruising along at 50km/h.
As you might expect though, the wheezy Atkinson cycle engine and CVT conspire for a noisy and less than engaging experience under heavy acceleration.
It’s not as though you’re rewarded with particular vigour either, with this combination being a bit sluggish when a lot is asked of it.
It loses its reactivity and refinement at higher speeds or in the corners on country roads as the transmission elastically tries to keep up with the demands of the driver.
Still, few luxury sedans are quite as purpose-built for the toils of a city, and if you want to get drawn into this car’s hybrid drive antics, it’s easy to make a game out of saving fuel by trying to rely on its low-speed electric motor capability.
Really then, it leans into its urban luxury appeal. A luxury sedan for the streets of Tokyo. An ideal car in this class for the urban environment.
If you don’t care for the thrill of a turbocharger or frequently seek to explore the twists of your nearest B-road, you could do worse than the comfort and ambiance the 300h offers.
Safety
Audi S39/10
No surprises for guessing that Audi has this angle absolutely covered.
Some driver-assistance technologies have now filtered down from larger more expensive Audi models, and are standard fitment on the S3. Those include collision-avoidance assistance, lane-departure warning, rear cross-traffic assistance and parking assistance programs.
There’s also adaptive cruise-control, hands-on detection, traffic-jam assist, exit warning, a rear-view camera and a tyre-pressure monitoring system.
You also get the usual six air-bags including side-front bags and curtain air-bags at head height for rear-seat passengers. The S3 also gets a centre-front air-bag; a move that is likely to become a lot more widespread in the not-too-distant future and is designed to avoid head clashes between the front-seat passengers in a side impact.
Autonomous emergency braking is fitted and can also detect pedestrians and cyclists; a first for the S3.
The S3 scored a maximum five stars for safety in ANCAP testing.
Lexus IS
A full active safety suite is now standard across the IS range, including freeway-speed auto emergency braking with pedestrian detection (works during the day and at night) and cyclist detection (works during the day only), and a new intersection braking feature, lane keep assist with lane departure warning, blind spot monitoring, rear cross traffic alert with reverse auto braking, traffic sign recognition, adaptive cruise control, and auto high-beam assist.
There is also an auto SOS function, as recently added to the Toyota Yaris Cross, which automatically triggers if an airbag is deployed. On the topic of airbags, every IS has a thorough suite of 10 (dual front, dual side, quad head, dual front knee).
This all adds up with the standard array of stability, brake, and traction controls for a maximum five-star ANCAP safety rating, although the IS was last assessed way back in 2016.
The IS is built in Japan.
Ownership
Audi S37/10
Audi has finally had to cave in and extend its warranty to match its competition. So, any new Audi sold after January 1 this year moves up to a five-year/unlimited kilometre factory warranty; a big step up from the previous three years of cover.
S3 buyers can also opt for Audi’s five-year service plan which costs $2580. Servicing is set down for every 15,000km or 12 months.
Lexus IS
Lexus gets slightly ahead of the luxury pack with an extra year of warranty. While BMW and Audi still sit on three, Lexus offers four, but it is limited to 100,000km and is still outdone by Mercedes-Benz and Korean newcomer, Genesis, offering five-year/unlimited kilometre promises.
The IS has capped price servicing fixed at $495 for the first three years of ownership with roadside assist, and the brand will even pick up and drop off your car, or offer a free loan car during every 12 month or 15,000km service.
It’s worth noting that German rivals offer pre-paid service packages out to five years, and Genesis is trying to make a splash with free servicing.
Lexus does offer a luxury ownership program dubbed ‘Encore’ which includes invites to experiences and certain partnerships with restaurants and the like to keep potential owners enticed.