BMW X5 vs Lexus LS500H (hybrid)

What's the difference?

This is a luxurious prestige five-seater brimming with BMW’s latest design and technology that’s not only practical for weekly family duties but can also embrace spirited driving with the push of a button. A great all-rounder for families that like a sporty edge. 

One might be surprised to learn that, without having driven the latest S-Class, rival large luxury sedans have struggled to juggle comfort and refinement with agility and speed. Even in this modern age of adaptive dampers and air suspension. The Germans, in particular, seem to struggle at times.

The latest Lexus LS, however, walks the line with impressive confidence and poise, prioritising the former yet without dropping the ball with the latter. Just keep in mind that the 500h Sports Luxury manages the balance best.

The bar may just about be raised with the bestselling Stuttgart's arrival from March, but even then, with its extensive and complete specification, outstanding hybrid efficiency/performance combination and remarkable build quality and presentation, Japan's master luxury sedan deserves to find more buyers in this country.

Well done, Lexus.

The latest front-end design features subtle revisions to BMW’s signature 'kidney' grille theme, highlighted by slimmer matrix LED headlights with chevron-shaped DRLs that incorporate the turn indicators.

There’s also an ‘iconic glow’ function, which illuminates the twin-grilles at night in-sync with the external courtesy lights when approaching and departing the vehicle. Lower front air-intake and tail-light treatments have also been revised.

The dash features a new curved instrument panel. Based on BMW’s latest generation 'iDrive' operating system, it consists of a 12.3-inch driver’s info display and 14.9-inch control display presented across the same seamless glass surface.

The control display’s touchscreen functionality has allowed dash buttons and switches to be minimised.

This new design dash has a blend of synthetic leather trim and dark brown/high-gloss woodgrain surfaces, along with new LED ambient lighting and gear-selector design.

The rear seat is sumptuous and spacious, even for someone my height (186cm). There’s ample knee and headroom and it can seat three kids in comfort, but for adult passengers wanting that 'business class' feel it would be ideal for two.

My only criticism of the new instrument display is that with more than 30 applications displayed on the expansive control screen, it can be distracting at times trying to visually locate and operate these functions while driving.

And, depending on sun angle, there were also complaints from different front seat passengers on different days about blinding glare caused by the dash’s high-gloss woodgrain inserts. Fortunately, the driver is unaffected by these reflections.

The XF50 series is a long and imposing machine, but is also arguably the most Toyota-looking LS in history, sharing design cues with most larger sedans the company builds – and yes, even the Camry. This is a departure from the Mercedes aping ‘90s and '00 generations. If the latest S-Class can look like a 200 per cent enlarged CLA, why not?

The most obvious – and pleasing – changes are realised when the headlights are switched on, revealing the BladeScan tech. In the F Sport, the redesigned bumpers' air intakes are noticeably larger and have jazzier pattern inserts, as part of a broader exercise in differentiating the grades with what's perceived as ‘sportier' elements throughout the car. The divisive ‘Spindle' grille theme remains.

Out back – arguably the most Toyota-esque part of the LS – are piano black tail-light inserts to differentiate new from old.

If Lexus is about presenting nuanced styling evolution as to not spook the demographic, then the MY21 flagship sedan succeeds brilliantly.

With its 2165kg kerb weight and maximum allowable weight of 2885kg, our test vehicle can legally carry up to 720kg.

That should be ample for five adults (even better for kids) and their luggage, of which up to 100kg can be carried on the roof rails using a rack or roof box (both in BMW's accessory range).

Powered upper and lower tailgates provide good access to the luggage area, which is carpeted and equipped with a roll-out privacy screen, load securing hooks, a 12-volt accessory outlet and a first-aid kit stored behind a removable side panel.

The space-saver spare and tools are stored below the hinged load floor, so all luggage must be removed to access them.

Internal luggage space with the rear seat upright is 650 litres (0.65 cubic metres) which expands to 1870 litres (1.87 cubic metres) with the rear seat folded flat.

A useful load-carrying feature when the rear seat’s backrest is upright is a hinged centre section that folds forward and flat to carry long and narrow items.

These can stretch all the way from the tailgate to the dash if need be, which could be handy for carting anything from skis to home hardware purchases (firmly secured, of course).

It’s also rated to tow up to an impressive 3500kg of braked trailer, which matches the class benchmark for one-tonne utes.

However, given that tow-ball download (TBD) is usually around 10 per cent of trailer weight, the X5’s maximum TBD rating of only 140kg could be a challenge if 3500kg towing is required.

Front of cabin storage includes a big bottle-holder and bin in each front door, a glove box and on the right-hand side of the dash a pull-out driver’s bin, both of which are felt-lined.

The centre console, in addition to its wireless phone-charging pad, USB-A port and 12-volt outlet, has two small-bottle/cupholders up front and a large box at the rear, housing a USB-C port and topped by a padded dual 'brochure fold' lid that double as an elbow-rest for driver and front passenger.

Rear seat storage includes a large-bottle holder and bin in each door and pockets on each front seat backrest. The rear of the centre console has two storage nooks for small items in addition to its air-vents, two USB-C ports and a 12-volt outlet. There’s also a handy tablet-mount and USB-C port on each front seat backrest, which is great for long trips.

Folding down the rear seat’s centre armrest reveals two pop-out small-bottle/cupholders. And under its hinged lid is a hidden felt-lined compartment that’s ideal for storing slim screened devices away from prying eyes.

This is more like it.

While nowhere near the apex of striking interior design, with a dashboard that – again – is quite clearly from the contemporary Toyota way of thinking, the LS is massive inside, heaving with standard luxury and obsessively crafted in a few key touchpoint areas.

The brand makes a big noise about the floating door-sited armrests and their very obviously expensive craftspersonship, but it is eye-catching and satisfying to drink in the detailing, extending in and around into the dash seamlessly, carrying on the flowing, salubrious themes of sculptured multi-dimensional shapes. In 1989 journos were handing out similar platitudes in the original LS.

If the techno-overload of a Mercedes MBUX or Tesla's OTT tablet leave you cold, this enhances the luxury experience by adding a rich, cosy, warm ambience – though the instrumentation binnacle is familiar; all we can see is the first IS 250 of 1999, complete with its single, watch-face inspired analogue dial.

Here, of course, it's digitised and multi-configurable to accommodate sat-nav, multimedia and other vehicle-related needs, but it is a oddly nostalgic, given the brand's first BMW 3 Series rival is now almost forgotten. Still, it's interesting and isn't that what eccentric rich people who don't want to drive the cliché luxury behemoths desire?

With endless adjustability, the seats are sumptuous to the point of subsuming, in the way you'd imagine a limousine to be, but because of their bolstered support, they also can be manipulated into gently cupping you enough to stop you sliding about when throwing the Lexus about with gay abandon – more on that later on.

It doesn't need mentioning that the fit and finish is fabulous, with the enveloping luxury continuing out in the back seat. The Sport Luxury's airline-style recliners are enough to turn doubters into doe-eyed believers, with their restful, relaxing, relieving, refreshing and revitalising ways – well, to an extent that an airport massage-chair minus the coin box and dodgy stains can, in any case. But the fact remains: ensconced deep into that leather-lined luxury, slumber beckons. Namaste!

And that's the point of LS. It creates a sanctuary from the outside elements at least as effectively as Audi A8s, BMW 7s and Merc S' have costing upwards of 50 per cent more. The cabin is spacious, soothing and secure. On our extended drive of both 500 models, this was made abundantly clear with two stints behind the wheel of the visually similar ES 300h.

Quiet and refined, that car felt loud and coarse compared to the smooth silence of its supersized sibling. Mission accomplished, Lexus.

Value, refinement and customer care are Lexus' traditional brand pillars.

Lexus broke through with recession-ravaged consumers at the dawn of the 1990s by firstly presenting an attractively conservative S-Class sized sedan at smaller E-Class prices, and then adding an uncannily hushed cabin of exquisite build quality, silky V8 performance, the entire kitchen sink of gadgetry and unheard-of ownership privileges, like tickets to events, free parking at selected venues and home/work vehicle pick-up at service time.

If such a strategy worked then, why not an expanded version now? After all, while sales started off slowly in Australia three decades ago, in the vital US market its impact was immense. Lexus eventually gained traction locally, but nowadays the LS lags significantly behind the leading S-Class; in 2020, it managed a three per cent share compared to Mercedes' 25.5 per cent – or just 18 registrations versus 163.

Sadly, the V8s haven't returned, but the facelift does bring a richer interior with high-quality materials to elevate comfort levels, backed up by redesigned seating and overhauled adaptive suspension dampers that also promote a cushier ride while not compromising steering/handling performance.

Meanwhile, new ambient lighting and (at last) touch-display capability for the 12.3-inch central screen and Apple CarPlay/Android Auto connectivity do at least play catch up with the rest of the industry, let alone its direct rivals.

The same applies with the fresh safety gains for the series that include a digital rear-view mirror, Lexus Connected Services (with automated collision notification, SOS call and vehicle tracking), Intersection Turning Assist (that helps keep the driver from turning into on-coming traffic or brakes the car if, whilst turning, a pedestrian crosses the road), far-broader functionality of the autonomous emergency braking systems (including greater rear-cross-traffic warning and intervention), full-speed stop/go adaptive cruise control with traffic flow capability, improved road-sign recognition, better lane-keep and assist tech and a next-gen adaptive high beam tech dubbed BladeScan with stronger lighting and anti-glare performance parameters.

These come on top of the standard adaptive dampers, height-adjustable rear air suspension, front/rear cross-traffic alert, sunroof, gesture-activated powered boot lid, soft-close doors, puddle lights, 23-speaker premium audio, digital radio, DVD player, head-up display, satellite navigation, climate control with infrared body temperature sensitivity, heated/vented front and rear outboard seating, powered seats with memory, heated steering wheel, electric rear blind and a four-camera surround-view monitor.

The F Sport from $195,953 differs from the Sport Luxury from $201,078 (both before on-road costs) with its 10 airbags, dark 20-inch alloys and exterior trim hues, brake-package boost, rear-wheel steering, variable gear ratio, unique instrumentation and dark-metallic interior themes and bolstered front seats, while the LS 500 adds active anti-roll bars front and rear.

Going Sports Luxury changes things up somewhat, with two extra airbags (rear-seat cushion items), special noise-reduced alloys, rear-zone climate control, Semi Aniline leather, a front-seat relaxation system, rear-seat tablet-style screens, powered reclinable heated/vented rear seats with ottoman and massage, rear centre armrest with touchscreen climate/multimedia control, side sunshades and ­– in LS 500 only – a rear cooler box.

On the owner-benefit front, ‘Encore Platinum' introduced last year builds on the regular Encore's valet servicing with benefits like free use of a Lexus for business or leisure travel within select Australian and now-New Zealand destinations (one-way only – sorry, Kiwis) for up to four times annually and lasting the first three years of ownership. There's also eight yearly free valet parking at certain shopping malls and other venues, several celebrity-laden social events/activities and discounted Caltex fuel.  

With all these features as standard, the LS costs several tens of thousands of dollars less than most full-sized luxury sedan rivals with broadly similar performance outputs and optioned up with equivalent luxuries, before the Encore Premium privileges. However, while the Lexus' four-year/100,000km warranty also betters most competitors by one year, it is mileage capped while others' regimes aren't, and none beat Mercedes' five-year/unlimited program.

Though prices are up by nearly $2000, it's fair to conclude the extra kit and improvements help offset them, but it's also worth remembering that earlier last year, Lexus hiked LS prices by up to nearly $4000, and not too long before Encore Platinum was announced...

The X5 xDrive40i is powered by BMW’s legendary 3.0-litre DOHC 24-valve in-line six with state-of-the-art technology.

This includes twin-scroll turbocharging, variable valve/camshaft timing and 48-volt mild hybrid technology (delivering up to 9.0kW and 200Nm) using an electric motor integrated with the transmission.

The combined effect is optimised power and throttle response (0-100km/h in 5.4 secs) with minimal fuel consumption and Euro 6d emissions.

It produces 280kW between 5200-6250rpm and 520Nm of torque (this can reach 540Nm with hybrid input) across a remarkably wide and flat peak torque band between 1850-5000rpm, which showcases its flexibility. There’s also auto start-stop and selectable drive modes.

This is paired with BMW’s smooth and sharp-shifting eight-speed torque converter automatic, which combines the best characteristics of a dual-clutch and traditional torque converter transmission.

There’s overdrive on the seventh and eighth gears to optimise fuel economy and the choice of rapid manual-shifting using the steering wheel paddles.

Power reaches its wide tyres through the xDrive intelligent all-wheel drive system, which actively varies the engine’s torque distribution between the front and rear wheels to optimise traction at all times.

BMW’s ‘Efficient Dynamics’ also includes brake energy regeneration with recuperation display and many other standard features to enhance driving safety and efficiency.

The LS is powered by two versions of a 3.5-litre V6 petrol engine.

Around 75 per cent of buyers choose the 500, which employs Lexus' V35A-FTS 3445cc double overhead cam 24-valve twin-turbo V6 petrol engine, delivering 310kW of power at 6000rpm and 600Nm of torque from 1600-4800rpm. Powering the rear wheels via an updated AGA0 10-speed torque-converter automatic transmission with driver-adaptive tech, it can reach 100km/h in 5.0 seconds flat, on the way to a 250km/h top speed.

For the facelift, it receives a revised twin-turbo set-up with reduced lag, new pistons and a lighter, one-piece aluminium intake manifold to save weight and cut noise paths while retaining existing outputs.

The 500h, meanwhile, gains software updates for more electrical assistance at lower revs for stronger acceleration times and feel. It employs the 8GR-FXS engine – a 3456cc naturally-aspirated variation with a higher compression ratio (13.0:1 versus the 500's 10.478:1), developing 220kW at 6600rpm and 350Nm at 5100rpm.

Being a series-parallel hybrid, there is a 132kW/300Nm permanent magnet motor and 650-system volt lithium-ion battery, making for a combined power output to 264kW. It now can run longer on pure electric – up to 129km/h compared with 70km/h before. Sending drive to the rear wheels via the L310 continuously variable transmission with a four-speed shift device and a 10-speed simulated shift control operation to mimic more natural auto responses, it requires 5.4s to hit 100km/h, and manages the same top speed as its 500 counterpart.

Both autos, by the way, have more aggressive Sport and Sport+ shift ratio software, while the M manual mode has paddle shifters.

Kerb weight varies from 2215kg (500 Sports Luxury) to 2340kg (500h Sports Luxury).

BMW claims combined average (WLTP) fuel consumption of 9.9-8.5L/100km. Our 415km test comprised a mix of suburban and highway driving and when we stopped to refuel the dash display was showing 10.2L/100km which was line-ball with our own 10.6L/100km figure, calculated from fuel bowser and tripmeter readings.

So, based on our figures, you could expect a realistic driving range of around 780km from its 83-litre tank using standard 91-octane petrol.

The LS 500 returns a combined 10.0 litres per 100km, or 14.2L/100km urban and 7.6L/100km extra urban. Thus, the combined carbon dioxide emissions rating is 227 grams per kilometre, but can range from 172-321g/km. A theoretical average range of 820km is possible.

Moving on to the hybrid, the LS 500h manages a combined 6.6L/100km, or 7.8L/100km urban and an impressive 6.2L/100km extra urban. Its combined CO2, therefore, is 150g/km, and can drop as low as 142g/km and rise as high as 180g/km.

The Hybrid's average range should be about 1240km.

Both models require premium unleaded petrol as a minimum - 95 RON in the LS 500 and 98 RON in the Hybrid.

A key goal has been on reducing the stop/start frequency of the 500h's petrol engine during high-speed driving to increase both refinement and response.

It’s supremely comfortable, with front bucket seats that offer powered-adjustment of height, reach and backrest angle along with side bolsters that can tighten their grip of your upper torso.

There’s also two-way lumbar support, that adjusts not only how far it pushes your spine forward but also allows that pressure point to be raised or lowered.

Combined with its power-adjustable leather-rimmed steering wheel, it would be hard not to find a comfortable driving position.

Eyelines to all mirrors are good and over-shoulder blind-spots are minimal. Front and rear occupants can talk without raised voices thanks to low engine, wind and tyre noise at highway speeds.

As you’d expect, it has high build quality and a tangibly solid feel as though it was machined from a single block of steel, from the satisfying thuds of its closing doors to the absence of shudders or rattles on a variety of roads.

It also has two personalities, which can be switched in an instant. In 'Comfort' mode it will happily cruise around city and suburbs as a mild-mannered family car, fulfilling daily duties like work commutes, school drop-offs and pick-ups, supermarket shopping and the like.

However, flick the drive mode to 'Sport Plus' and you awaken, well, if not ‘the ultimate driving machine’ then something close.

Its optimised drivetrain and handling settings feel more like a sports sedan than a family car, which can turn any winding mountain road into an engaging experience.

It has impressive reserves of cornering grip and braking force, combined with sparkling engine response and fast sequential manual-shifting at your fingertips.

It feels impressively agile, with all-round response that belies its 2.0-tonne-plus kerb weight, backed by a symphony of sounds from its sublime in-line six.

No matter what it says on the badge, the LS is first and foremost a large, heavy and imposing luxury sedan. Its sporting capabilities are relative.

Keeping that in mind, the updates for the MY21 version are a success, since the largest Lexus passenger car is uncannily quiet and refined, as you might hope and expect. The ride quality is largely cushioned and free of bump intrusion inside, with a sense of gliding over most road surfaces as if they were blemish-free.

We much prefer the Sport Luxury version, and the 500h in particular, because it can run silently in electric mode for periods, and somehow feels more lavish and plusher to ride in.

Whether that's psychosomatic or actual is debatable, for essentially both the 500 and Hybrid share the same multi-link front and rear platform, adaptive dampers and rear air suspension set-up, but the impression is that this grade is the choice for those wanting to feel ultimate luxury and peace.

On paper, the 500 F Sport should be the driver's choice, since it has the racier look and set-up, as well as 600Nm of tree-trunk-pulling torque.

The thing is, it doesn't necessarily feel all that athletic, and maybe that's because the whole existence of this model is based around isolating its occupants as comfortably as possible. This is no criticism, and the LS certainly envelopes everybody as a great limo ought to, but don't expect Audi S8 levels of steering crispness or handling agility.

Anyway, if you need to feel as if you are a princess in exile escaping villains with bazookas out the back of a Kombi, then the LS does an exceptional job in keeping the 2.3-tonne-plus mass in motion, cornering safely and precisely where it is pointed to, without losing too much composure or traction in tight, fast bends. This is quite a feat, really, for the big Lexus can be hurried along a mountain pass through narrow passages like a much smaller sedan, and without being bumped out of line or off course.

Again, for all-out performance, the 500h feels stronger, especially when called on to pull ahead instantly at speed, because the electric assistance is palpable compared to the regular 500's twin-turbo V6. Both are obviously very, very fast and sufficiently responsive to throttle inputs – and it's a sign of the brand's engineering prowess that their internal serenity means the speed isn't obvious until you're looking at the speedo – but there isn't even a whiff of lag in the Hybrid. That said, once on the go, that twin-turbo V6 in the 500 soars.

Considered in this context, you have to say that the MY21 LS is an exceptionally sumptuous and sophisticated limousine with the speed, safety, security and capability of taking you from point A to B without drama or noise. 

Or, for that matter, excitement.

Neither the ANCAP organisation nor Euro NCAP has crash-tested an LS for this or previous generations. And, for that matter, nor has the American NHTSA or IIHS, due to low sales.

Standard safety items include 10 to 12 airbags (depending on model, with dual front, front-side and curtain items), AEB with pedestrian and cyclist detection, forward collision warning, driver attention alert, Lane Keep Assist, a Front Lateral Side Pre-Collision System, Active Steering Assist, radar-based adaptive cruise control, Parking Support Brake, Road Sign Assist (detects certain speed signs), a four-camera Panoramic View Monitor, Blind Spot Monitor, Lexus Connected Services, Electronic Stability Control, traction control, anti-lock brakes with electronic brake-force distribution and brake-assist, and parking sensors all-round. The BladeScan adaptive LED headlights with anti-dazzle tech is also fitted.

The LS' AEB functions between 5km/h and 180km/h.

Additionally, two rear-seat ISOFIX points as well as three top tethers for straps are supplied.

BMW covers the X5 with a five year/unlimited km warranty and offers several service plans to suit different budgets and requirements.

For example, the 'Service Inclusive Basic' package covers all scheduled services over five years/80,000km for a total of $3450, or an average of $690 per year.

Lexus offers a four-year 100,000km warranty, which is considered one of the worst in the industry for mileage distance, due to the low number. Most rivals offer unlimited kilometre warranties, as well as more years in some cases.

However, it does come with a three-year program covering standard logbook services completed at an authorised service centre, with the first three annual/15,000km services for the LS costing $595 apiece.

A complimentary pickup and return service from home or workplace is available, as are a loan car, exterior wash and an interior vacuum during servicing. It's all part of the Lexus Encore Owners Benefit program, offered for three years and includes 24/7 roadside assistance.

Finally, the Encore Platinum brings the aforementioned travel destination free Lexus vehicle program (four times a year over three years) in Australia and NZ, as well as numerous valet parking and events privileges, limited to a several annually, and discounted fuel at participating outlets.