BMW M440I vs Lexus IS350

What's the difference?

The BMW M440i xDrive Gran Coupe manages to combine sleek design with a fun-to-drive personality and surprising practicality. It’s a rapid premium, four-door, five-seater offering extra flair, and in this part of the market, good value. But more than anything else it’s got a cracking in-line six under the bonnet.

The new-look Lexus IS takes several steps forward over its predecessor - it’s safer, smarter, sharper to look at and still pretty well priced and equipped.

It is feeling its age inside, and the competition has moved on in terms of engines and EV tech. But even so, if I was buying a 2021 Lexus IS, it would have to be the IS350 F Sport, which is just the most fitting version of this car, though the IS300h Luxury does have plenty to like for the money, too.

So, how does this four-door 4 Series differ from a four-door 3 Series? The answer is as plain as the nose on this car’s face.

BMW’s head of design, Adrian van Hooydonk, has been expanding the brand’s signature ‘kidney grille’ in every conceivable direction, and this is the much talked about interpretation adorning all 4 Series models (petrol, hybrid and electric) as well as the M3 sedan.

The new Gran Coupe is longer, wider, and taller than the outgoing model, and the track is broader, front and rear. The wheelbase has also been extended, now a whole 5.0mm longer than the 3 Series.

The DRLs and headlight main beams are LED with laser high beams, immense gills square up the edges of the front clip, while a vent and the strake attached to it stand the car apart. Plus, of course, the doors are frameless. 

One niggle, though. I’m not in love with the slender door handles. It’s hard to get a good grip on them, especially in the wet. 

Standard 19-inch alloy rims are shod with Pirelli P Zero rubber 245/40 fr / 255/40 rr), the roofline slopes distinctly towards the rear, a lip spoiler on the trailing edge of the tailgate is classic BMW, darkened LED tail-lights wrap around the rear corner, and a diffuser-type panel is flanked by large exhaust apertures.

Our car’s ‘Aventurine Red’ finish is a $3850 option, but to my eyes anyway it looks superb.

Exterior trim including the grille frame, front air intake inserts, mirror upper housing, model designation badges, and tailpipe are finished in ‘Cerium Grey’, which I reckon 99.9 per cent of people will see as black. 

The interior will be familiar territory for any current BMW owner, the 12.3-inch digital instrument screen sitting in a compact, hooded binnacle, and partnering with a 10.25-inch multimedia display standing proud of the dash above the broad centre stack. 

The seats are trimmed in top-shelf leather with blue contrast stitching, plus the grippy sports wheel is also wrapped in genuine hide.

BMW calls the finish on the main buttons and controls ‘Galvanic’ which translates to a slick silver metallic look and feel. Configurable ambient interior lighting is a nice touch, and the broad console enhances the driver-focused feel, with a sprinkling of carbon-fibre around the centre console and dash lifting the sense of occasion.

Overall, the interior feels clean and classy with an obvious attention to detail.  

You either get the Lexus look or you don’t, and I think this latest version is possibly more agreeable than the IS in years gone by.

That’s partly because the brand has finally done away with the odd spider-eyes twin-section headlights and daytime running lights - now there are more traditional headlight clusters, which look a lot more resolved than before.

The front end still features a bold ‘spindle’ grille, which gets different treatment depending on the grade, and the front, to my eye, looks better than before but still very much stuck in its ways. 

At the side you’ll notice the giveaway windowline hasn’t changed, despite the chrome trim line having broadened as part of this facelift, but you can tell the haunches have muscled up a bit, with the new IS now 30mm wider overall, and the wheel sizes are 18s or 19s, depending on the grade.

The rear accentuates that width, with an L-shaped lighting signature now spanning the entire re-sculpted boot lid, giving the IS a pretty tidy rear end design.

Overall dimensions for the IS are 4710mm long, making it 30mm longer nose to tail (on an unchanged 2800mm wheelbase), while it now spreads across 1840mm (+30mm) and is 1435mm tall (+5mm).

The exterior changes really are impressive - I think it is a more purposeful but also more pleasant looking car now than it ever has been in this current generation. 

The interior? Well, there’s not a whole lot to talk about in terms of design changes, aside from the repositioned and larger media screen - which sits 150mm closer to the driver because it’s now a touchscreen with the latest smartphone mirroring tech. Otherwise it’s a carryover affair, as you can see from the interior pictures.

At close to 4.8m long the 4 Series Gran Coupe is a sizeable machine. Up front, the feeling is airy and comfortable, and the rear is surprisingly spacious, especially in light of the car's sloping roofline.

At 183cm I have to fold myself tightly to fit under the low roof, but once inside I have enough room to sit behind the driver’s seat set for my position with more than enough legroom and adequate headroom. Put three full-size adults across the back row, though, and there will be breathing difficulties.

Kids will be fine, however, and individual vents with adjustable temp in the rear was a big plus during a particularly hot test week.

For storage there are generous door bins in the front with room for large bottles, a decent glove box, dual cupholders in the centre console, a reasonable lidded bin (which doubles as a centre armrest), and the wireless device charging bay (forward of the gearshift) makes a handy oddments space when not in use.

In the rear, again the doors feature pockets with room for (medium-size) bottles, there’s a fold down centre armrest with two cupholders, but thanks to the one-piece shells on our test car’s optional M Sport front seats there are no map pockets.

Power and connectivity runs to a USB-A socket and a 12V outlet in the front centre console, as well a USB-C port in the front storage bin, a pair of USB-Cs in the rear, and a 12V outlet in the boot.

Speaking of which, lift the tailgate and with the rear seat upright we were able to fit all three of our suitcases or the beefy CarsGuide pram into the healthy 470-litre (VDA) boot space.

Lower the 40/20/40 split-folding rear seat down and 1290 litres of volume is at your disposal. Plus there are handy bag hooks and tie-down anchors to help secure loose loads.

You can also tow a braked trailer up to 1.8 tonnes (750kg unbraked), but don’t bother looking for a spare of any description, a repair/inflator kit is your only option.

The interior design of the IS, as mentioned, hasn’t changed dramatically, and it is starting to feel old compared to some of its contemporaries.

It’s still a nice place to be, with comfortable front seats with electric adjustment and heating across all grades, and cooling on many variants, too. 

The new 10.3-inch touchscreen media system is a nice unit, and means you can essentially do away with the silly trackpad system that still resides near the gear selector, so you may still end up bumping it accidentally. And the fact the IS now has Apple CarPlay and Android Auto (though neither are wirelessly connectable) does further its appeal on the multimedia front, as does the standard 10-speaker Pioneer stereo - though the 17-speaker Mark Levinson unit is an absolute blinder!

The centre stack below the media screen retains a CD player, and still has the electromagnetic temperature adjustment sliders as well. That part of the design is dating it just as much as the transmission tunnel console area, which looks a bit out of touch by modern standards, though still incorporates a pair of cup holders and a reasonably large centre console bin with soft armrest padding.

The front doors feature trenches with bottle holders as well, while in the rear doors there is still no drink storage - a carryover annoyance from the pre-facelift model. However, the middle seat in the back doubles as an armrest with pop-out cupholders, and there are rear air vents too.

Speaking of that middle seat, you wouldn’t want to sit in it for long, as it has a raised base and uncomfortable backrest, plus there’s a huge transmission tunnel intrusion eating into leg and foot space.

Outboard passengers also miss out on toe room, which - for my size 12s - is an issue. And it’s hardly the roomiest second row in this class for knee room and headroom, as my 182cm frame was a touch squished behind my own driving position.

Children will be better catered for in the back, and there are two ISOFIX anchorages and three top-tether attachment points for baby seats.

The boot capacity varies on the model you buy. Choose an IS300 or IS350 and you score 480 litres (VDA) of cargo capacity, while the IS300h has a battery pack that robs it of some boot space, with 450L available. 

The updated 2021 Lexus IS range has seen a number of pricing changes, and a reduction of variants, too. There are now five IS models available, down from seven prior to this update as the Sports Luxury model has been axed, and you can only get the IS350 in F Sport trim now. However, the company has expanded its “Enhancement Pack” strategy across the different variants.

Opening the range is the IS300 Luxury, which lists at $61,500 (all prices listed are the MSRP - not including on-road costs, and are correct at time of publishing). It has the exact same equipment as the IS300h Luxury model, which is $64,500, and that ‘h’ stands for hybrid, which will be detailed in the engines section. 

The Luxury trim is equipped with items such LED headlights and daytime running lights, 18-inch alloy wheels, proximity keyless entry with push-button start, a 10.3-inch touchscreen multimedia system with satellite navigation (including live traffic updates) and Apple CarPlay and Android Auto smartphone mirroring tech, plus a 10-speaker sound system, eight-way power-adjustable front seats with heating and memory settings for the driver, and dual-zone climate control. There’s also auto headlights with auto high beam, rain sensing wipers, power steering column adjustment, and adaptive cruise control.

Indeed, there’s a raft of safety technology included - more on that below - and there’s also a number of Enhancement Pack options.

Luxury spec models can be equipped with a choice of two Enhancement Packs: the $2000 Enhancement Pack adds a sunroof (or moonroof in Lexus speak); or Enhancement Pack 2 (or EP2 - $5500) further adds 19-inch alloy wheels, a 17-speaker Mark Levinson sound system, cooled front seats, high-grade leather-accented interior trim, and a power-operated rear sunshade.

The IS F Sport trim line is available across the IS300 ($70,000), IS300h ($73,000) or the V6-powered IS350 ($75,000), and it adds a number of additional features over the Luxury grade.

As you can probably tell, F Sport models get a sportier look, with a body kit, 19-inch alloy wheels, standard fit adaptive suspension, sports front seats with cooling, sports pedals, and five drive modes to choose from (Eco, Normal, Sport S, Sport S+ and Custom). The F Sport grade also includes a digital instrument cluster with an 8.0-inch display, as well as leather-accented trim, and scuff plates.

Buying the F Sport grade allows customers to add further goodies by way of the Enhancement Pack for that grade, which costs $3100 and includes the sunroof, 17-speaker sound system and rear sunshade.

What’s missing? Well there’s no wireless phone charging in any grade, and no USB-C connectivity either. Note: the spare wheel is a space saver in the IS300 and IS350, but there is only a repair kit in the IS300h as there are batteries where the spare wheel would go.

There’s no go-fast IS F model sitting at the top of the tree here, nor is there a plug-in hybrid to compete against the circa-$85K BMW 330e and Mercedes C300e. But the fact the IS models all come in below $75K means it’s a pretty decent value proposition.

Under the bonnet is BMW’s (B58) all-alloy 3.0-litre twin-scroll turbo intercooled, in-line six-cylinder engine, driving all four wheels via an eight-speed automatic transmission and electronically controlled clutch pack, as well as an electronic limited-slip differential at the rear.

It features high-pressure direct-injection and BMW’s ‘Valvetronic’ system managing air flow to the intake side, to produce 285kW at a relatively high 5800-6500rpm. But the big punch is 500Nm of peak torque from just 1900rpm all the way to 5000rpm.

The M440i is also a mild-hybrid with a 48-volt starter motor-generator and supplementary battery able to give an 8.0kW kick at low engine speeds.

The engine specs depend on the powertrain you choose. And at a glance there’s no variance between the earlier version of the IS and the 2021 facelift.

That means the IS300 model still runs a 2.0-litre turbocharged petrol motor producing 180kW of power (at 5800rpm) and 350Nm of torque (at 1650-4400rpm). It has an eight-speed automatic transmission, and like all IS models, it is rear-wheel drive (RWD/2WD) - there is no all-wheel drive (AWD/4WD) model here.

Next up the spectrum is the IS300h model, which has a 2.5-litre four-cylinder Atkinson cycle petrol motor teamed to an electric motor and nickel metal hydride battery pack. The petrol engine is good for a 133kW (at 6000rpm) and 221Nm (at 4200-5400rpm), and the electric motor produces 105kW/300Nm - but the combined total maximum power output is 164kW, and Lexus doesn’t provide a maximum torque figure. The 300h model runs a CVT automatic transmission.

The big horsepower offering here is the IS350, which runs a 3.5-litre petrol V6 engine, producing 232kW of power (at 6600rpm) and 380Nm of torque (at 4800-4900rpm). It runs an eight-speed auto.

All models have paddle-shifters, while the two non-hybrid models have seen tweaks to the transmission software that is said to “estimate driver intentions” for better enjoyment. 

BMW’s official fuel economy figure for the M440i xDrive Gran Coupe, on the ADR 81/02 - urban, extra-urban cycle, is 8.2L/100km, the 3.0-litre turbo six-cylinder emitting 187g/km of C02 in the process.

Stop/start is standard, and we saw an average of 11.1L/100km over city, B-road and freeway running during a week with the car.

With the 59-litre tank brimmed (with minimum 95RON premium unleaded) that real-world test number translates to a range of around 530km.  

There’s still no diesel model, no plug-in hybrid and no full electric (EV) model - which means that while Lexus was at the forefront of electrification with its so-called “self-charging” hybrids, it is falling behind the times. You can get plug-in versions of the BMW 3 Series and Mercedes C-Class, and the Tesla Model 3 plays in this space in full-electric guise.

As for the fuel-sipping hero of this trio of powertrains, the IS300h is said to use 5.1 litres per 100 kilometres on the combined cycle fuel test. In reality, our test car’s dashboard showed 6.1L/100km across a mix of driving.

The IS300 with its turbocharged 2.0L engine is next best for fuel use, claiming 8.2L/100km. On our short launch drive of that model, we saw 9.6L/100km on the dashboard.

And the full-fat IS350 V6 petrol claims consumption of 9.5L/100km, while on test we saw 13.4L/100km.

The emissions for the three models are 191g/km (IS300), 217g/km (IS350) and 116g/km (IS300h). All three are Euro 6B compliant. 

Fuel tank capacity is 66 litres for all models, meaning your mileage range for the hybrid model could be considerably longer.

BMW says the M440i xDrive Gran Coupe will accelerate from 0-100km/h in 4.7sec, and I reckon the threshold for a properly quick car is sub-five seconds.

The 3.0-litre turbo six develops its peak power of 285kW between a relatively lofty 5800-6500rpm, but the big number is a solid 500Nm punch of pulling power delivered between 1900-5000rpm.

Squeeze the throttle pedal pretty much anywhere in the rev range and the response is glorious. Rapid acceleration accompanied by raucous engine noise and rorty exhaust note (albeit with some synthetic support). Various pops and bangs in the Sport settings add extra entertainment.. 

The eight-speed auto gets some electric support from the mild-hybrid system to fill the torque gap on up shifts, and the result is a conventional torque-converter transmission that behaves like a dual-clutch.

Shifts are seamless in general driving, and satisfyingly quick in a more aggressive mode, the wheel-mounted paddles dialing up the fun in manual changes. 

Suspension is double wishbone front and multi-link rear with the standard ‘Adaptive M Suspension’ built around an adaptive damper set-up.

The change between the ‘Comfort’ setting to the ‘Sport’ or ‘Sport+’ calibration is close to instant and makes a discernible difference, especially in terms of ride comfort.

I found the best ‘Individual Sport’ arrangement to be damping in Comfort, with the steering engine and transmission in Sport. The car flows so beautifully through corners with urgent response from the powertrain.

By all means dial up the suspension if you’re having a real crack, but the car feels superbly balanced, stable and predictable in Comfort (front to rear weight distribution is 50:50).

The electrically-assisted variable-ratio steering is nicely weighted with good road feel, and the grippy sports steering wheel is a nice point of contact.

The xDrive AWD system’s default setting is rear-biased, although it will push most of the drive forward when required. But the RWD feel is unmistakable. 

The M440i weighs in at around 1.9 tonnes but feels lighter and more nimble than that figure would typically indicate.  

A standard electronically-controlled M Sport limited-slip differential puts the power down confidently. I have a favourite LSD test corner on my regular evaluation drive, a sharply twisting and rising left-hander.

Rolling into it in a low gear before planting the throttle mid-corner, the car simply hunkers down without a hint of fuss (or traction loss) as it rockets out the other side.

Optional M Sport front seats ($2000) provide comfort and firm location in equal measure and in terms of ergonomics BMW knows how to focus on the driver and set-up an efficient environment. Key controls are perfectly positioned and simple to operate.

I have an issue with the ‘Lane Departure Warning’ function, however, which is too quick to intervene and overly intrusive when it does so. I turned the ‘Steering Intervention’ function off. You can dial down steering wheel vibration warnings, too.

The standard M Sport brakes feature big vented rotors front and rear, with fixed four-piston front calipers doing the bulk of the work. They’re strong but don’t bite or release too aggressively. It’s easy to grease in a smooth application. 

With the engine at the front and drive to the back, it has the ingredients for a pure driver’s car, and Lexus made a bit of a big deal about the new-look IS being more focused thanks to chassis adjustments and track width improvements - and it does feel a pretty nimble and tied-down car in the twisty stuff. 

It is competent at stitching together a series of corners, and the F Sport models are particularly adept. The adaptive suspension in those models includes both anti-dive and anti-squat tech, which is designed to make the car feel solid and flat on the road - and it does, thankfully without feeling twitchy or uncomfortable, with good suspension compliance even in the most aggressive Sport S+ drive mode.

The 19-inch wheels on F Sport models are fitted with Dunlop SP Sport Maxx rubber (235/40 front, 265/35 rear) and there’s plenty of tarmac tenacity.

The grip from Luxury-spec models on 18s could be better, with those Bridgestone Turanza tyres (235/45 all around) proving not quite the most enthralling. 

Indeed, the IS300h Luxury I drove felt very different in character to the F Sport IS300 and 350 models. It was surprising how much more of a plush-focused model the Luxury grade feels, and likewise it wasn’t as impressive in dynamic driving due to the tyre grip and less-enthusiastic drive mode system. The non-adaptive suspension is a touch more jittery too, and while it’s not to the point of discomfort, you might expect better for a car on 18s.  

Across all models the steering is accurate and direct enough, with predictable response and decent feel to the driver’s hands for this electric power steering setup. The F Sport models have even further retuned steering for “an even sportier drive experience”, though I found at times it could feel a little numb for rapid changes of direction. 

As for engines, the IS350 is still the pick. It has the best zest, and feels the most fitting powertrain for this model. It sounds good, too. The auto transmission is pretty clever, there's easily enough pulling power, and it's probably going to be the last of the non-turbo V6s in Lexus's line-up when this cars life-cycle is up.

The IS300's turbo engine was the most disappointing, lacking some urge and constantly feeling bogged down by turbo lag, transmission confusion, or both. It felt underdone in enthusiastic driving, though in dull day-to-day commuting circumstances it came across as more acceptable, though the remapped transmission software was far less impressive in this application than in the IS350.

The IS300h was a lovely, quiet and refined experience all around. It’s the one you should go for if you don’t really care about all that go-fast stuff. The powertrain is proven, it accelerates with nice linear delivery, and at times it’s so hushed I found myself looking down at the instrument cluster to see if the car was in EV mode or if it was using the petrol engine. 

Safety equipment and technology has been upgraded for the IS 2021 model range, though it is expected to carry over its existing five-star ANCAP crash test rating from 2016.

The facelifted version scores auto emergency braking (AEB) with day and night pedestrian detection and daytime cyclist detection (from 10km/h to 80km/h) and car detection (10km/h to 180km/h). There’s also all speed adaptive cruise control with low speed following.

The IS also has lane keeping assistance with lane departure warning, lane trace assist, a new system called Intersection Turning Assist which will brake the car if the system judges the traffic gap isn’t big enough, and there’s also road sign recognition.

Plus the IS has blind-spot monitoring on all grades, as well as rear cross-traffic alert with auto braking (below 15km/h).

And beyond that, Lexus has added new Connected Services features, including an SOS call button, automated collision notification if an airbag deploys, and stolen vehicle tracking. 

Where is the Lexus IS built? Japan is the answer.

The M440i Gran Coupe is covered by BMW’s three-year/unlimited km warranty (including paintwork), as well as 12-year/unlimited km anti-corrosion (perforation) cover. 

That’s off the premium market pace now with Genesis, Jaguar, and Mercedes-Benz at five years/unlimited km and Lexus set to join them from January 1st, 2022. 

That said, roadside assistance is provided for the duration of the main warranty, but it’s worth noting “rattles and squeaks” are only covered for one year.

Service is condition-based, the car telling you when maintenance is required, and a range of service packages are available. The basic plan covering a 4 Series for five years/80,000km comes in at $1750. 

On paper, Lexus’s ownership offer isn’t quite as enticing as some other luxury car brands - but it has a strong reputation for blissful ownership.

The Lexus Australia warranty period is four years/100,000km, which is better for duration than Audi and BMW (both three years/unlimited km) but not as accommodating as Mercedes-Benz or Genesis, each of which offer five-year/unlimited km warranty.

The company has a three-year capped price servicing plan, with maintenance every 12 months or 15,000km. The first three visits cost $495 each. That’s okay - but Lexus doesn’t offer free servicing like Genesis, and nor does it offer prepaid service plans - for three to five years for a C-Class, and five years for Audi A4/A5, for instance.

There is complimentary roadside assistance for the first three years, too.

That said, the company has its Encore ownership benefits program that allows a number of experiences and deals, and the service team will collect your car and return it, leaving you with a loan car if you need it.