BMW 228i vs Lexus LX450D

What's the difference?

The BMW 2 Series coupes and convertibles combine understated good looks with great dynamics and top-shelf quality. Extra equipment, especially the iDrive6 multimedia system, has brought it up to speed in terms of tech and value, while the M240i sets the compact performance benchmark. And if you really want to push the envelope, the M2 is right there at the top of the under $100k performance pyramid.

If you're in the market for the best-of-the-best SUV wagon, then you could do a lot of worse than get in a LX 450d. It looks good, is packed with standard features and is supremely comfortable. The 450d also has an suite of safety tech worthy of the hefty price-tag and it works well as a daily driver and has plenty of touring potential, even though we doubt it'll ever get anywhere near achieving those claimed fuel-consumption figures with real-world usage. Sure, you could instead climb in a second-hand, well-looked-after, never-been-off-road LandCruiser 200 Series and spend the money you save, by not buying this new Lexus, on aftermarket and camping gear, camping fees and also hiring a team of four people to follow you on mopeds everywhere and constantly tell you what a great driver you are – but that's not the point with vehicles of this ilk. They may not be aimed at hard-core off-roading buyers, but they are cushy, classy, and cityified – and, in that respect, they're incredibly well-built for purpose.

The biggest visual clue to the revised 2 Series is the circular design bi-LED headlights, now standard on the 2 Series entry 220i, and mid-range 230i models, while hexagonal adaptive LEDs are standard on the top-shelf M240i.

But BMW couldn't leave those little light-emitting diodes alone, with LED front fog lights joining one-piece L-shaped LED tail-lights across the range.

Luxury Line-equipped cars feature a subtly revised nose treatment with larger intakes and a reshaped 'kidney' grille. There are also four new alloy wheel designs – a 17-inch alloy fitted standard to the 220i Luxury Line, and three optional M alloys for M Sport models (all no-cost options on the M240i).

The 230i M Sport features black, high-gloss bars in its kidney grille, as well as a black chrome finish for the exhaust finishers.

On the inside, there's the addition of a 'Black Panel' digital instrument cluster, which remains matt with the ignition off, and lights up with sharp graphics, configurable across conventional speed and rev readouts, as well as gear position, engine-efficiency data, vehicle settings and nav guidance.

There are also high-gloss finishes across the centre stack and front console, and even greater attention to detail around panel joins, trim stitching and switchgear.

But the hero is the latest iDrive6 multimedia system, run through an 8.8-inch colour touchscreen (6.5-inch on 220i), providing access to live content, radio and audio, navigation and maps, phone functionality, and vehicle settings through a simple and customisable app-style interface. The iPhone really as inspired car companies.

The M2 boasts M-specific instrument display content and a go-fast red needle on the tachometer.

It has that signature Lexus jagged space-age grille, chunky shoulders and beefy back end that suit a luxury SUV dreamed up by folks craving a significant presence and plenty of attention for their product.

Bulky side-steps, an upswept raked profile, scalloped side panels and moon roof all top what is a cool combination of eye-friendly design factors. It's a slick mix of low-level cool and high-end style.

Take a look for yourself and make up your own mind whether you like it or not.

Surprisingly, at a little over 4.4 metres long, the 2 Series (Coupe) is around 10cm longer than its 1 Series hatch stablemate (M240i +15cm), but aligns with its just under 1.8m width, and 1.4m height.

It seats four, with plenty of room up front and multiple storage options, including two cupholders in the console with an oddments tray behind, a 12-volt outlet, a lidded storage box between the seats with USB connection, a reasonably sized glove box, and segmented bins in the doors big enough for large water bottles.

While it was coupes only on the launch drive, we know the convertible has a pair of cupholders in the back, but not so in the coupe, and while headroom in the soft-top is okay (especially with the roof down) it's a squeeze in the hardtop.

More a 2+2 than a full four-seater, getting into the rear is an athletic exercise, and once installed, leg and headroom for this 183cm tester is tight. That said, kids up to teenager-size would be fine.

Boot volume is 390 litres (a 3 Series Coupe is 480 litres), with run-flat tyres on the 220i and 230i meaning there's no spare (or repair kit) under the floor, but the performance-focused M240i and M2, pack a 'BMW Mobility Kit' (compressor and tyre sealant to cover minor damage) in line with their high-performance (non-run-flat rubber).

A 60/40 split-folding rear backrest liberates extra load space, and a 'Through Loading System' with luggage compartment dividing net, and 40/20/40 split-folding rear seat is optionally available (220i & M2 Pure - $350 / 230i - $385 / M240i & M2 - $500).

And if you're keen on towing the 220i can pull 680kg of unbraked trailer, and 1500kg braked, with the minimum number stepping up to 715kg for the 230i. The M240i and M2 are no-tow zones.

It certainly feels like Lexus designers and engineers have maximised every last millimetre of interior space; there is stacks of room inside with plenty of real-world usable storage spaces, including cup-holders, door pockets and spots for keys, phones and other stuff.

The heated steering wheel, stylish analogue clock, wireless charger, Lexus climate concierge (coordinating all four-zone temperature controls), cavernous centre-console cooler box, and rear-seat entertainment system are all nice touches but pretty much assumed at price-points lower than this one.

The 12.3-inch high-definition media touchscreen is clear and bright and easy to operate, but the Remote Touch Interface, the control near the shifter, is very annoying to use. The toggle/selector is too sensitive, skipping past your actual choice over and over again, while you try to manipulate it just so, so it lands on the option you wanted.

The second-row seating is plush and the seat sections are easily slid forward and tilted.

Lexus claims the 450d offers 909 litres of cargo space if there are five occupants; and 1431 litres if there are only two occupants. If you have some casual weekend touring in mind, with a spot of camping, then this Lexus should cope with your gear, no worries.

Price as tested on our five-seat LX 450d is $136,000. The base RRP is $134,500 and our Lexus had premium paint (Sonic Quartz), which adds $1500; no other options were fitted. 

It is absolutely packed to the rafters with high-quality stuff, which is no surprise really because, at this price, you’d expect nothing less. Standard features include a 12.3-inch high-definition screen with nine-speaker, seven-channel audio system (with “digital sound processing”), satellite navigation, and four-zone climate control air-conditioning with climate concierge function and nanoe technology (claimed to purify the air and moisturise hair and skin, according to Lexus). It also has heated front seats, leather-accented trim, a wireless phone charger, cool box, rear-door sunshades, 20-inch alloy wheels with 285/50R tyres, tyre-pressure warning, LED headlamps, daytime running lamps and sequential turn signals.

There are seven exterior colours and two leather-accented interiors from which to choose.

The LX 450d does not have any enhancement packs.

The 220i is powered by a 2.0-litre 'TwinScroll' turbo-petrol four, featuring 'Valvetronic' variable valve control and 'Double-VANOS' variable camshaft control, and developing 135kW at 5000rpm, and 270Nm between 1350-4600rpm.

Using a retuned version of the same engine (lower compression ratio, more turbo boost), the 230i pumps out a solid 185kW at 5200rpm, and a grunty 350Nm from just 1450-4800rpm.

The same (8HP50) eight-speed auto transmission is used across the board, pushing drive to the rear wheels only.

Then, the M240i is powered by a 3.0-litre, six-cylinder, turbo-petrol, pushing out no less than 250kW at 5500rpm, and a thumping 500Nm between 1520-4500rpm.

The same (8HP50) eight-speed auto transmission is used across the board, pushing drive to the rear wheels only, and happily, a six-speed manual gearbox is a no-cost option on the M240i.

The full-house M2's 3.0-litre turbo six produces 272kW at 6500rpm, and 465Nm from just 1400-5650rpm (500Nm from 1450-4750rpm on overboost), driving the rear wheels through a seven-speed dual-clutch auto, although a six speed-manual is a no-cost option (and standard on the M2 Pure).

The Lexus LX 450d has the LandCruiser's 4.5-litre twin-turbo direct-injection V8 engine, producing 200kW@3600rpm and 650Nm@1600-2800rpm. All of that power and torque arrives evenly and smoothly, helped no end by a slick six-speed sequential-shift transmission.

It has a full-time 4WD system, dual-range transfer case and off-road tech that includes multi-terrain anti-skid brakes, crawl control and a four-camera multi-terrain monitoring system with back guide and panoramic view. 

Claimed fuel consumption for the 220i Coupe, on the combined (ADR 81/02 - urban, extra-urban) cycle, is 5.9L/100km, emitting 135g/km of C02 in the process. The 220i Convertible rates 6.1L/100km (140g/km).

The 230i Coupe is line-ball with that at 5.9L/100km (134g/km), and the the 230i Convertible at 6.2L/100km (142g/km).

The price of performance starts to bite with the M240i consuming 7.1L/100km (163g/km) in coupe form, and 7.4L/100km (169g/km) as a convertible.

Then, as you might expect, the M2 is thirstiest of all, the dual-clutch auto consuming 7.9L/100km (185g/km), while the six-speed manual version slurps 8.5L/100km (199g/km).

Auto start-stop is standard, fuel tank capacity is 52 litres across the board, and although technically these engines can run on anything from 91-98RON unleaded, BMW recommends 95RON premium as a minimum.

Lexus claims the LX 450d will achieve a 9.5L/100km figure from combined-cycle driving (that's 4.9L/100km more frugal than the LX 570 is capable of). Lexus reckons, based on that figure, that the diesel LX has a potential range of almost 1000km on a full tank (93 litres) of fuel.

We recorded 12.7L/100km during daily driving (city and suburbs) and 13.5L/100km with some light off-roading thrown into the drive mix.

Four 2 Series variants were offered for the launch drive program, a 230i Coupe (which BMW nominates as the most popular model in the range), M240i Coupe, M2, and M2 Pure.

Claimed 0-100km/h acceleration of 5.6sec for the 230i M Sport Coupe is quick, with the convertible stopping the clocks three tenths later.

Peak torque of 350Nm is plenty, and with that number available from 1450-4800rpm the mid-spec 2 Series is an entertaining drive.

It's M Sport (strut front, five-link rear) suspension keeps the body well buttoned down in quick going, while the beefier M brakes provide strong and progressive stopping power.

Even a firm squeeze of the throttle can't side-step some hesitation as the turbo spools up before right foot pressure translates into forward momentum, but despite the sporty tune, ride quality is good (even riding on notoriously harsh 18-inch run-flat rubber), while response and road feel from the variable-ratio steering are excellent.

The eight-speed auto is beautifully slick, with manual changes, via wheel-mounted paddles, sharp and positive.

Add the grippy leather sports wheel, snug sports front seats, and racy cloth/Alcantara trim (leather in the convertible), and you have a comfortable, nicely balanced and fun-to-drive package.

Accelerating from 0-100km/h in 4.6sec (convertible 4.7sec), the M240i effortlessly achieves 'genuinely rapid' status. Yes, it's fast, but never furious, in the sense that even under the pressure of enthusiastic peddling it remains civilised and composed.

Maximum torque of 500Nm is not to be sneezed at, and when you realise that mountainous maximum is actually a flat-top plateau stretching from only 1520rpm up to 4500rpm, satisfying urge is never far away. And the flexible 3.0-litre turbo-six is an aural treat as it howls its way towards a 7000rpm rev ceiling.

The standard 'Adaptive M Suspension' offers settings from 'Comfort' through to 'Sport+', but even in the most forgiving mode the car remains taut and communicative.

The 18-inch rims, shod with Michelin Pilot Super Sport rubber (225/40 front / 245/35 rear) don't upset the ride as much as you'd expect, although coarse-chip surfaces send rumble through to the cabin.

In terms of ergonomics and general function, the new iDrive6 system is simple and intuitive to use, the current BMW dash and console layout is a model of efficiency, but the two-stage (depress small button on stubby lever, then shift) process to select drive or reverse can be a frustratingly hit-and-miss affair if you need to get going quickly.

Then, the M2 is all business, with a properly focused feel, and the ability to accelerate from 0-100km/h in a claimed 4.5sec for the six-speed manual, and just 4.3sec for the seven-speed dual-clutch. Try not to smile as that g-force shoves you back in your seat. You won't succeed.

Although peak power arrives at a relatively high 6500rpm, maximum torque of 465Nm (500Nm for limited periods on overboost) is ready for action across a broad spread from 1400-5650rpm, so the M2 has adrenalin flowing through its veins at all times.

An electronically controlled 'Active M Differential' manages torque distribution across the rear axle to optimise power down, with the ability to send anywhere from zero to 100 percent of drive to either back wheel.

The 'M Servotronic' steering, switchable through comfort and sport modes, is feelsome and linear in its response, the mega 'M Compound Brake' package (borrowed from big-brother M4) is professional grade, and while the seven-speed dual-clutch may shift faster, snicking up and down the manual's six ratios is a rare pleasure.

Rolling on 19-inch, ultra-high-performance Michelin semi-slick rubber (255/35 front / 275/35 rear) the M2 is never going to waft like a limousine, but if you're signing on for this kind of performance and dynamic ability, some ride harshness over less than perfect surfaces goes with the territory.

It’s supremely comfortable and very quiet, wth that customary cocoon-like enclosed sensation that you only ever truly get in a vehicle this far away from cheap.

The 450d is 5080mm long, 1980mm wide and 1865mm high. It has a 11.8m turning circle. It has an official kerb weight listed as between 2510kg and 2740kg.

For something with so many kegs onboard, it’s capable of punching off the mark with a respectable bit of pace; handy for city-street bursts to slip through traffic gaps.

It never feels cumbersome; it actually feels quite light on its toes. In fact this Lexus tends to be more than a little bit floaty at times. You can select different suspension settings – comfort, normal or sport – to suit your preference.

Visibility is generous all-round with clear sightlines in all directions; besides, the reversing monitor with 360-degree view helps if your views are hindered.

Steering is generally active but it does exhibit quite a lot of under-steer on twisting country roads. It has paddle-shifters if you’re that inclined.

The LX 450d rides on 20-inch alloys and 20-inch Dunlop Grandtrak PT2As (285/50F20 112V) – a combination which is fine for bitumen-based outings, but we’d ditch it for rubber with more sidewall to allow for greater freedom to adjust tyre pressures to suit rough terrain.

The LX 450d has a five-star ANCAP rating. It has the latest-generation Lexus pre-collision safety system with pedestrian detection, and 10 airbags. Other standard safety gear includes radar active cruise control, lane-departure warning, adaptive high-beam system, blind-spot monitor and rear cross-traffic alert, as well as clearance and back sonar, and reversing monitor with 360-degree view. 

BMW uses 'condition-based' servicing, with the car effectively telling you when it's time to visit the workshop, but the 'BMW Service Inclusive' program offers distance and time options to fix maintenance costs (on a 'Basic' or 'Plus' plan) for up to 10 years/200,00km.

For example, a five year/80,000km service package for the 2 Series costs $1340 for the Basic option (oil service/top-up, annual vehicle check, microfilter, air filter, fuel filter, brake fluid, spark plugs), and $3550 for the Plus pack (adds brake pads and discs, wipers rubbers, and clutch disc and plate).

The standard BMW warranty covers three years/unlimited km.

Warranty is 4 yrs/100,000km. Service intervals with indicative pricing (exc GST) are: six months/10,000km: complimentary; 12 months/20,000km: $535.56; 18 months/30,000km: $598.11; 24 months/40,000km: $800.32; 30 months/50,000km: $502.44; 36 months/60,000km: $676.23.