BMW 6 Series VS Lexus LC500
BMW 6 Series
- Heaps of space
- Feels plush
- Good standard equipment
- Feels big on the road
- A bit of a weird car, really
- Superb driving dynamics
- Stunning concept-like styling
- Good value
- Cramped back seats
- Poor storage space
- Touch pad controller
BMW 6 Series
What happens when you struggle to sell an odd-bod, not-quite-a-coupe, sort-of-a-hatchback, almost-an-SUV model? Well, sometimes it gets axed, and replaced with a new model that bears a new name.
That's pretty much it in a nutshell for the BMW 6 Series Gran Turismo, which was formerly the 5 Series GT. It essentially takes the place of the 6 Series Gran Coupe - an alternative to the regular 5 Series sedan that's more attainable than a 7 Series limousine.
Confused? It's not as difficult as all that sounds - you just need to know that this model, the 2018 BMW 6 Series Gran Turismo, is supposed to offer a neat alternative to the go-to family luxury car or SUV.
I spent some time in the entry-level 630i to see if it can deliver on that promise. In fact, I spent more than 24 hours driving the BMW 6 Series GT over the past week, and I don't have a sore back, I haven't been left scratching my head over the intended purpose, I haven't been uncomfortable, and I haven't been left wanting for much.
|Engine Type||2.0L turbo|
|Fuel Type||Regular Unleaded Petrol|
It was in the car park of a well-known hardware chain (that also happens to be famous for sausage sizzles) that it happened. I was closing the boot lid of the Lexus LC500 when a grinning, middle-aged bloke - arms almost breaking under bags of cow manure - waddled past me and said: “I’d so have this over a Porsche 911. Any day.”
That was the kind of reaction the LC500 provoked wherever I took it, and by the end of my week with it I had became convinced that this was one of the best sports cars I'd driven in my eight years of reviewing cars.
Not quite... because while that sounds like the final verdict rather than an introduction to a review, there's more to it. See, while there's so much that I love about the LC500, there are other parts that would make me think twice about getting one.
|Fuel Type||Premium Unleaded Petrol|
BMW 6 Series7.6/10
This isn't a car for everyone's tastes, but if you fit in to the buyer group that just doesn't really know what they want in a luxury car, it could be the perfect fit for your family. The 6 Series GT is a practical large prestige car, albeit one that will likely find very few buyers.
Would you consider a genre-bending car like the BMW 6 Series GT? Let us know in the comments section below.
The LC500 is good value and superb to drive – from its comfortable ride to its great handling - offering an outstanding and engaging experience. There are a few reminders of its lower-brow connections, such as the media unit and that touch pad controller which is really frustrating to use.
The LC500 is also less practical than some of its rivals. Yes, it’s a sports car, but it’s a luxurious one and should offer better cabin storage as a modern grand tourer.
That said, the LC500 proves that you don’t need to spend any more than $200K to have an exceptional driving experience.
Is the LC500 the smartest luxury sports car buy on the market? Tell us what you think in the comments below.
BMW 6 Series7/10
There is no denying the 6 Series GT looks better than the old 5 Series GT. It isn't as frumpy, it looks more sporty, and to me it appears to have grown into its identity with more conviction than its predecessor.
That said, I don't necessarily like the look very much - it's a bit like a BMW X6 that has been rounded off a little and lowered down substantially. But I can appreciate some of the finer design aesthetics that it offers up: the frameless windows are a nice touch, and the swooping roofline looks smoother than a duck's back.
Other things like the active grille shutters and the air breathers ahead of the front doors are nice functional touches, and to my eye it lives up to BMW's hope of it looking "smooth but muscular". You can get the 630i with either the M Sport package, like you see here, or the more sedate Luxury Line, which is, well, more luxurious looking.
The M Sport styling and equipment package you see in the images here - with M aero kit and 19-inch wheels (ours had been upgraded to optional 20s) - help out with the athletic look of this very big vehicle.
It's huge in fact. The length of the 630i is 5091mm long, it measures 1902mm wide and sits at 1538mm tall, with a lengthy 3070mm wheelbase.
All that equates to a lot of room in the cabin, and what a sumptuous and delightful place it is to be - leather, wood and plush finishes abound.
Just look at it. Even in the extremely ordinary photos I took in a hurry before the sky fell in, you can see that the LC500 is absolutely drool-inducing. It's gothic-meets-the-21st-century-meets-1980s-Miami-Vice styling, and it all works superbly.
Even better, it still retains the almost impossible looks we saw when the LC500 Concept debuted at the Detroit motor show in 2016. And yes, there's more than a passing resemblance to the Lexus LFA supercar from 2011.
Low at just 1.3m tall, wide at 2m across, and long at 4.8m, the LC500 is all bonnet and hips and giant 21-inch rims that tuck into those enormous arches.
I was also taken by the tear-drop styling to the head- and taillights, and that now familiar spindle grille looks more at home on this Lexus than on any other. The door handles which sit flush against the body of the car and pop out when you poke them are also a nice touch.
The LC500 we tested was fitted with the $15,000 Enhancement Pack, which includes the carbon roof, active rear wing, carbon interior scuff plates, leather-and-Alcantara seats and a rear-wheel steering system.
The cabin can't quite match the exterior for its stunning looks, but it’s still special, from those elegant door handles and the stitched upholstery to the thickly bolstered seats that you drop down deeply into.
There is some Toyota/Lexus ordinariness in the cabin, though, such as the screen, which while wide and majestic, is more Microsoft than Apple if you get what I mean. And that also goes for the media unit, too, and that controller pad with its silly PC-style curser.
BMW 6 Series9/10
Now, I said before that this is a bit like an X6, but it has heaps better interior space than that SUV.
As soon as you slide into the driver's seat, you feel like your inside a large car. The cabin space is plentiful, and there's an abundance of storage on offer, too: there's a split-lid armrest between the seats, a pair of cupholders, a phone storage nook with wireless charging, and big door pockets with bottle holsters.
In the back you have access to door pockets, a flip-down armrest with cupholders (that middle part of the seat can fold down completely to allow storage of longer items), and there's excellent room on offer. How many seats in the BMW 6 Series GT? Five - like, five full-size seats.
Because the roofline doesn't rake as sharply as a four-door 'coupe', headroom is excellent for adults (even of the 183cm variety, like myself), and legroom and toe room are equally very good. This is bigger in the back than a 5 Series, but maybe not as plush as a 7 Series… so I guess it makes sense numerically for its nomenclature.
Of course you get climate control in the front (and in the rear if you option it), and the materials are excellent. The media screen is tablet-style, proudly displaying 10.25 inches of high-def real estate that is both touch-capacitive and controllable by way of the central rotary controller with touchpad. And get this - you can even use gestures to control certain elements like volume, swiping and changing tracks… but you have to option that.
The fully digital instrument display is bordered by a set of incomplete dial rings, which is just odd. BMW, back yourself - your buyers can handle just having a digital screen in front of them, particularly when it's as good as this one.
This grandiose hatchback's boot is commodious - with the back seats in place it has a huge 610 litres of cargo capacity, which extends to 1800L with the 40/20/40 seats folded down using the quick release levers in the boot area.
There is no spare wheel (the BMW range is fitted with run-flat tyres) but it does have a secondary hidden storage area under the boot floor for hiding items or stowing wet gear, bathers/swimmers or muddy clothes.
For context, the X6 has 580L seats up, 1525L seats down.
It's not. The boot is small at 197L, while cabin storage is almost non-existent with a tiny centre console bin, no cupholders, narrow door pockets and a small glovebox.
As for people space, the LC500 is a 2+2 seater and those back seats are impossible for me to sit in thanks to the low roof and the zero legroom behind my driving position. With a bit of wrestling I did manage to fit a booster sit in there for my four year old.
For charging you'll find a USB port and a 12V outlet up front.
Yes, it's a sportscar but the Lexus LC500 needs a re-think when it comes to storage and space. Other sports cars (a 911 for example) are more practical. As a parent, this impracticality would see it off my shopping list.
Price and features
BMW 6 Series6/10
The BMW 6 Series Gran Turismo range starts off with the model tested here, the 630i. It has a list price of $123,500 before on-road costs - and that's whether you buy the M Sport Line or the Luxury Line.
That's quite a lot of money. And while it has a lot of equipment to help justify the cost, the smarter dollars will probably find their way to a more affordable 5 Series.
Standard gear in this spec includes adaptive air suspension with multiple drive modes, a colour head-up display, semi-autonomous parking, adaptive cruise control with steering assistance, auto high-beam LED headlights with LED daytime running lights, DAB+ digital radio, a 16-speaker harman/kardon sound system, a 12.3-inch driver information screen and a 10.25-inch media display with sat nav, Bluetooth and 'BMW ConnectedDrive' online services.
Hey, you even get a panoramic sunroof as standard! Plus there are things like an active rear spoiler, two USB ports and four 12-volt outlets, leather trim, heated front electric seats, electric steering wheel adjustment, keyless entry, push-button start, and an automatic boot.
It also comes loaded with active safety assistance functions - we'll get to that in the safety section below.
Things it's missing at this price point? Well, heated seats are an option, but bundled nicely into the 'Comfort Package' ($3000) which was fitted to our car. The pack includes heated seats front and rear, quad-zone climate control, electric sunblinds for the rear side windows, and electric seat back adjustment. Oh, and BMW continues to gouge consumers $623 for Apple CarPlay (which seemingly didn't work in our car).
The only other 6 Series GT model available is the 640i xDrive, which is again available with the choice of M Sport or Luxury body styling. It's also pretty exxy, with a list price of $148,900, but gets a more performance-focused drivetrain, as well as extra equipment: essentially the Comfort package, plus vented front seats, interior fragrance (eight options), memory settings for the front seats, 20-inch wheels and metallic paint.
Plus the 640i has Sport+ settings - it's probably the wrong car for those - and 'Integral Active Steering' to couple with the all-wheel drive system.
The LC500 lists for $190,000. That's peanuts considering you can pay a lot more than this for a sportscar from another brand that doesn't feel as good to drive.
The extensive standard features list includes a 13-speaker Mark Levinson stereo, a 10.3-inch display, head-up display, dual-zone climate control, proximity key, leather upholstery with heated front seats, stainless steel pedals, LED headlights.
Our test car was also fitted with the $15,000 Enhancement Pack - worth it I think, and you can read what it adds above in the section on design.
The LC500 is a lot less expensive than the cars it takes aim at - we're talking the Porsche 911 (the most affordable is about $240K to get on the road), the Jaguar F-Type V8 R (which lists for about $250K) and the BMW 850i (with a list price of about $273K).
It's safe to say that buyers looking at a 911 are not going to be looking at a LC500. But somebody checking out a BMW 640i Gran Coupe, which lists for $185,900, should know they can get more firepower and luxury in the LC500 for just five grand extra. Same goes for anybody considering the F-Type V6 R-Dynamic or Mercedes-AMG E53.
Remember at the start how I said there were some aspects that would make me think twice about getting an LC500. Well the media unit’s ‘Remote Touchpad’ and the joystick is up there as the most frustrating interface I’ve ever used. Not only is the infotainment menu confusing and non-intuitive, the uncoordinated controller makes the entire user experience dreadful. And I’m being nice.
Engine & trans
BMW 6 Series8/10
Under the bonnet of the 630i is a 2.0-litre four-cylinder turbocharged petrol engine, which produces 190kW of power (at 6500rpm) and 400Nm of torque (from 1550-4400rpm). It uses an eight-speed automatic transmission, and is rear-wheel drive.
That may not seem a lot considering the size of this machine, but consider that some of the steamiest four-cylinder hot hatches have nearly the same outputs, and you realise this engine offers up a far-from slouched approach to propulsion.
The 640i xDrive has a 3.0-litre six-cylinder turbocharged engine with 250kW of power and 450Nm of torque. It gets the same eight-speed auto, but as the xDrive naming indicates, it's all-wheel drive.
But this is the one you'd prefer if you want to hit highway speed in a hurry - the 0-100km/h claim is 5.3 seconds, where the 630i takes a full second longer (6.3sec) according to the company.
Fear not, the LC500 has the firepower to match those battle-cruiser looks. Under that enormous bonnet is a 5.0-litre petrol V8 and it makes 351kW and 540Nm. No turbos here, and that is absolutely fine by me. Actually, I prefer it; I'm not a fan of the lag or 'boosty' acceleration associated with turbocharging.
This naturally aspirated V8 has linear, controlled acceleration as the 10-speed automatic transmission shifts seamlessly though the gears, with the dash from 0-100km/h over in just 4.7 seconds. That’s not supercar fast, but this isn’t a supercar. The LC500 is a grand tourer.
On start-up, the LC500's V8 is breathy and high-pitched. When I pressed the ignition button for the first time its banshee-like scream echoed through our underground car park and I'm fairly sure my CarsGuide colleague Tom White (who was standing next to it at the time) soiled his trousers.
BMW 6 Series7/10
BMW claims fuel use of 7.0 litres per 100 kilometres, and you'll need to use 95RON premium unleaded when you fill up.
On my trip with the car, I saw about 9.0L/100km across mostly high-speed driving - some freeway, some highway, some country back road touring, and quite a bit of corners and city stuff thrown in as well. I think that's pretty respectable.
What wasn't so great was the lack of premium fuel in some of the 'away from civilisation' places on my route home. Keep that in mind if planning your own GT long-distance cruise.
After 279km of testing on a combination of motor ways, country roads and city peak hour traffic I measured a mileage of 16.4L/100km at the pump. The official combined fuel consumption is 11.6L/100km.
While it’s thirsty, that fuel usage would not make me think twice about getting an LC500 – it’s a petrol V8 powered monster and you need to feed it to have fun. If fuel is an issue for you either financially or ethically then there’s always the LC500h hybrid version.
BMW 6 Series7/10
But if you're in BMW's target market - that being older executive buyers who want space and luxury as a priority over thrills at the wheel, you could do a lot worse.
That's because the 6 Series GT lopes along the highway without fuss - the engine easily coping with the demands of overtaking moves, the adjustable drive modes allowing a light steering and wafting suspension feel to wile away the kilometres.
There are 'Comfort' and 'Comfort Plus' modes, but the latter is a bit too spongy and can be boaty feeling. The Comfort setting is made for the highway.
If you decide to deviate from the straight sections, you'll be able to explore a little bit of dynamic range, especially when you dial up the 'Sport' mode, which changes the damper settings, steering weight, throttle and transmission response, and even the digital dials in front of the driver to a more aggressive look.
Our car had the 'Integral Active Steering' setting, which is a variable ratio steering system that includes rear steering - that essentially helps make is more turnable in corners at highway speed, and easier to park at lower speeds. It's difficult to say whether the assistance is excellent or not short of driving a car without the tech, but to this tester it was hard to hide the size and weight (1835kg kerb weight) of the vehicle.
That isn't to say it's clumsy or lumbering - it is actually pretty agile for its dimensions, though it makes a lot more sense on long drives and coastal cruises than it does in the narrow and twisty alpine roads of the Snowy Mountains Highway that I tested it on.
There's good grip from the tyres, and strong response from the powertrain - but if it were my money, and I had to have a 6 Series for whatever reason, I'd be looking towards the 640i model, which has a thumping six-cylinder with 250kW/450Nm - certainly an engine that would be more at home in this car. Plus that model comes with AWD.
Outstanding. Brilliant. Superb. But I didn't expect it to be. Many of the breeds of Lexus I've driven look edgy and dynamic, but then feel like paper weights to drive. The LC500 is different. It's comfortable. Easy to pilot. Dynamic. And so much fun.
The big grunt and the measured way it's ladled out suits the character of the LC500 perfectly. This isn't a track weapon like the Lexus RC F, this is a monster that eats motorway miles - and that's what I did with it.
Don't ask why, but I needed to travel from Sydney to Newcastle for a 20-minute appointment and then come straight back again. I'm not a fan of that corner-less M1 Motorway, but the LC500 cruised up effortlessly without breaking a sweat - and with instant acceleration under my right foot whenever I needed to overtake. In the LC500, 110km/h felt too slow, like it wanted to keep running all the way up to its 270km/h top speed.
I took the old Pacific Highway back. The road surface is shoddy, but the sweeping corners and twists made the long way home so much more enjoyable. The LC500 performed beautifully, with superb handling while staying comfortable and composed. The big nose felt light, the steering perfectly weighted, and the throttle just needed a gentle prod to push it wherever I wanted.
Our LC500 wore Michelin Pilot Super Sport tyres, and despite them being runflats and 35 profile at the front and 40 at the rear on 21-inch rims, the ride - even over Sydney's shocking roads - was comfortable thanks to the air suspension.
That made daily commutes into the city fairly painless, too. And piloting the LC in traffic and car parks was also made easy thanks to good all-round visibility.
BMW 6 Series9/10
The BMW 6 Series GT range has a five-star Euro NCAP crash test score based on 2017 testing, but it hasn't been scored by ANCAP.
There's the usual array of airbags - dual front, front side, full-length curtain and driver's knee airbags are included, plus parking sensors all around, and heaps of safety tech including the 'Driving Assistant Plus' package with lane departure warning and lane keeping assist, forward collision warning, auto emergency braking (AEB) front and rear, blind-spot monitoring and rear cross-traffic alert, and adaptive cruise control with stop and go.
That's all great stuff, and so is the 360-degree camera system with adaptive display - so, if you're reversing and you turn the wheel to one side, the image on screen will move, too. It'll also go between a birds-eye view and a backing-up perspective, and that can take some getting used to.
What was less convincing in terms of the user experience was the rear auto braking, which seemed to be scared of the car's own shadow. On multiple occasions the car jammed on the brakes when reversing out of driveways on to empty streets - be it in the normal height, or the raised height setting.
The 6 Series GT has dual ISOFIX anchor points and three top-tether points are there and ready for baby seats or child seats.
The LC500 has not been given an ANCAP score but there’s nothing to suggest it’s not incredibly safe.
Along with eight airbags it comes standard with a stack of advanced safety technology such as AEB, lane keeping assistance, blind spot warning and rear cross traffic alert. There’s also adaptive cruise control and automatic high beam lights.
Run flat tyres means no spare wheel.
For child seats you’ll find two ISOFIX points and two top tether anchor mounts across the back seats.
BMW 6 Series8/10
BMW runs a condition-based servicing plan, which means the car will tell you when it needs servicing. But you can rest assured it won't (theoretically) cost you much, with the brand's 'Service Inclusive' pack. It covers you for basic maintenance as and when required for five years/80,000km. According to BMW, that includes "annual vehicle checks, oil changes, all filters, spark plugs and labour costs for the duration of the package".
BMW offers a three-year/unlimited kilometre warranty plan, and you get the same cover for roadside assistance.
The LC500 is covered by Lexus’ four-year/unlimited-kilometre warranty. Servicing is recommended every 12 months or 15,000km.
There is no capped price servicing, but the first service is complimentary, and Lexus says you can expect to pay $866.95 for the second visit (30,000km), $870.14 for the third (45,000km) and $866.95 for the fourth (60,000km).