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Lexus IS


Alfa Romeo Giulia

Summary

Lexus IS

No it isn’t an all-new car. It might look like it, but the 2021 Lexus IS is actually a heavy facelift of the existing model, which originally went on sale way back in 2013.

There have been significant changes to the look of the new Lexus IS, including a revised front and rear end, and the company has widened the track and made “substantial chassis changes” to make it handle more adeptly, too. Plus there is a whole raft of newly added safety features and in-car technology, despite the cabin being, largely, a carryover affair.

Suffice to say that the new Lexus IS 2021 model - which the brand describes as having been “reimagined” - carries over a few strengths and weaknesses of its predecessor. But does this Japanese luxury sedan still have enough quality traits to compete with the likes of its main rivals - the Audi A4, BMW 3 Series, Genesis G70 and Mercedes-Benz C-Class?

Let’s find out.

Safety rating
Engine Type2.0L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency8.2L/100km
Seating5 seats

Alfa Romeo Giulia

Alfa Romeo was poised to rock the established mid-size luxury sedan segment back in 2017 when it launched the Giulia, firing a direct salvo at the big Germans.

Combining drop-dead gorgeous looks with peppy performance was the name of the game for the Giulia, but after arriving with much hype and fanfare, Alfa Romeo doesn’t seem to have conquested as many sales as they had originally hoped.

So far this year, Alfa Romeo has sold just 142 Giulias, well behind the segment leading Mercedes C-Class, BMW 3 Series and Audi A4, but a new mid-life update hopes to revitalise interest in the Italian sedan.

The refreshed line-up brings in more standard equipment and sharper pricing, but has Alfa done enough to sway you out of a tried and trusted German sports sedan?

Safety rating
Engine Type2.9L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency8.2L/100km
Seating5 seats

Verdict

Lexus IS7.6/10

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.


Alfa Romeo Giulia7.9/10

This is the Giulia Alfa Romeo should have launched back in 2017.

Especially stacked up against its German rivals, the new Giulia is not only more attractive to the eye, but also the hip pocket.

The boost in standard equipment and safety gear is a huge boon for potential Alfa buyers, while no compromises are found in the Giulia’s fun-to-drive nature and peppy engine.

Its weakest aspect might be its average three-year warranty, but if you are looking for a new premium mid-size sedan that stands out from the crowd without any major concessions, the Giulia should be on your watch list.

Design

Lexus IS8/10

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.


Alfa Romeo Giulia9/10

Park a brand-new 2020 Giulia next to its predecessor, and you’ll find they look identical from the outside.

It would be a bit unfair to call this update a ‘facelift’, but we’re glad Alfa Romeo hasn’t messed with the sharp styling of its Giulia sedan.

Having been on sale in Australia since early 2017, the Giulia doesn’t look like it has aged a day. In fact, we reckon it has gotten a bit better with age, especially in its top-spec Quadrifoglio trim.

With a triangular front grille and the number plate offset to side, the Giulia looks unique relative to anything else on the road, and we appreciate its distinctive styling.

The angular headlights also add to the Giulia’s aggressive and sporty stance, even in its base Sport trim, while the 19-inch wheels help fill the arches and give a sense of a more expensive car.

The handsome look continues to the rear, with the sculpted derriere looking taught and tight like a well-tailored pair of suit pants rather than some ill-fitting, off-the-shelf trousers.

However, we will point out the black plastic on the underside of the bumper on our base Giulia Sport, which looks a tad cheap with only a single exhaust outlet on the left, and a sea of… nothing.

Stepping up to the more expensive (and more potent) Veloce or Quadrifoglio remedies this however, with a proper diffuser and dual and quad outlets respectively.

The Giulia certainly stands out amongst the sea of Mercedes, BMW and Audi models in the executive sedan segment, and proves that doing your own thing can be hugely satisfying.

Combine the stylish exterior with more colour options – like the new 'Visconti Green' – and you can really make your Giulia pop, though we do wish our test car was finished in a more exciting hue.

With this Vesuvio Grey option, the Giulia blends in a bit too closely to the greys, blacks, whites and silvers you usually see on premium mid-size sedans, but all colours aside from white and red attract a $1355 premium.

Inside, much of the interior carries over as before, but Alfa Romeo has moved things a little more upmarket thanks to a few small touches that add up to a big difference.

The centre console area, while not being redesigned, has been given more of a premium makeover thanks to a carbon-fibre-like trim with aluminium and gloss-black highlights.

The shifter, especially, feels great thanks to the dimpled leather design, while other touch points such as the multimedia control, drive select and volume knobs also deliver a weightier, more substantial sensation.

Aside from that, the Giulia retains its premium cabin materials, soft-touch multi-function leather steering wheel and mixed material finish for an elegant and sophisticated interior worthy of a premium European model.

Our test car was kitted out with the standard black interior, but more adventurous buyers can opt for tan or red – the latter of which would definitely be our pick.

Practicality

Lexus IS7/10

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. 


Alfa Romeo Giulia7/10

Measuring 4643mm long, 1860mm wide, 1436mm tall, and with a 2820mm wheelbase, the Giulia offers plenty of room for passengers, front and rear.

The sports front seats are an especially pleasant place to be; tight-hugging, well-bolstered and super supportive, meaning no fatigue even after extended driving trips.

Storage solutions though, are somewhat limited.

The door pockets won’t accommodate a bottle of any size thanks to the armrest design, while the two centre cupholders are positioned as such that a bottle will block climate controls.

A generous storage cubby can be found under the centre armrest though, and the wireless charger design lays your device almost vertically in a separate compartment so you won’t scratch your screen.

Glove box size is standard, but the owner’s manual does eat into room a little, while driver’s also have access to another small cubby to the right of the steering wheel.

At least Alfa now includes a handy key fob holder to the left of the shifter? Though this feature becomes redundant with keyless entry and push-button start meaning you more likely just to leave the keys in your pocket.

The rear seats offer plenty of head-, leg- and shoulder-space for passengers in the outboard seats, even when the front seat is set to my 183cm (6'0") frame, but the door pockets are, again, disappointingly small.

I fit adequately in the middle seat, but wouldn’t want to be there for any extended period of time due to the transmission tunnel eating into the footwell.

Rear passengers have access to a fold-down armrest with cupholders, dual air vents and a single USB port.

Opening the boot of the Giulia reveals enough space to swallow 480 litres, matching the 3 Series’ volume and outclassing the C-Class (425L) and A4 (460L).

This is enough for one large and one small suitcase, with a bit of room in the sides for smaller items, while four luggage tie-down points are located  on the floor.

The boot also features latches to fold down the rear seats, but given they aren’t spring loaded, you still need to push them down with something long or walk around to the rear seats to flip them over.

Alfa Romeo has not revealed volume with the seats folded down, but we noticed the aperture into the cabin is noticeably narrow and quite shallow.

Price and features

Lexus IS8/10

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.


Alfa Romeo Giulia9/10

The 2020 Alfa Romeo Giulia has been trimmed down from four variants to just three, kicking off with the $63,950 Sport.

The mid-tier Veloce will set buyers back $71,450, while the top-spec Quadrifoglio is $138,950 – both of which have been reduced by $1450 and $6950, respectively.

Though the point-of-entry is higher than before, the newly introduced Sport grade is actually based on the old Super grade with the Veloce pack added in, actually saving buyers a bit of money compared to be before.

As such, privacy glass, red brake calipers, 19-inch alloy wheels, and sports seats and steering wheel are now standard across the range, and all items that you’d expect in a premium and sporty European sedan.

You'll also score heating for the front seats and steering wheel, which are you wouldn't normally see on any price-leading variant, making these features especially noticeable.

Also standard in the Sport is bi-xenon headlights, push-button start, dual-zone climate control, and aluminium pedals and dashboard elements.

Handling multimedia duties is an 8.8-inch screen, though this year the system gains touch functionality to make Android Auto and Apple CarPlay use a little more intuitive.

A wireless smartphone charger is also now standard across the line-up, which will stop your phone’s charge at 90 per cent as to not overheat/degrade your device’s battery.

As tested here, our Giulia Sport is priced at $68,260 thanks to the inclusion of the 'Lusso Pack' ($2955) and 'Vesuvio Grey' metallic paint ($1355).

The Lusso Pack adds active suspension, premium Harman Kardon sound system and interior ambient lighting, while a dual-pane panoramic sunroof can also be optioned for an extra $2255.

Overall, the Giulia is much better value than it was before thanks to its improved equipment levels, especially when stacked up against base versions of its rivals.

Engine & trans

Lexus IS7/10

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. 


Alfa Romeo Giulia7/10

Powering the Alfa Romeo Giulia Sport is a 2.0-litre turbo-petrol engine tuned to deliver 147kW at 5000rpm and 330Nm from 1750rpm.

Mated to a ZF-sourced eight-speed automatic transmission and driving the rear wheels, the Alfa Romeo Giulia Sport is claimed to accelerate from 0-100km in 6.6 seconds, while top speed is capped at 230km/h.

Though those outputs might not seem like much in 2020, the driver-focused, rear-drive layout and brisk acceleration time are more than a match for its petrol-powered German counterparts.

Buyers wanting a bit more performance can also opt for the Veloce grade that takes the 2.0-litre engine to 206kW/400Nm, while the Quadrifoglio uses a 2.9-litre twin-turbo V6 good for 375kW/600Nm.

Fuel consumption

Lexus IS7/10

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.


Alfa Romeo Giulia7/10

Officially, the Alfa Romeo Giulia will sip 6.0 litres per 100km on the combined cycle, but our weekend with the car yielded a much higher 9.4L/100km figure.

Test driving consisted of navigating the tight inner-city streets of Melbourne’s north, as well as a short blast up the freeway to find some twisty country B-roads, so your mileage may vary.

Worth noting the Giulia Sport sips Premium 95 RON petrol, making it a little more expensive to fill up at the bowser.

Driving

Lexus IS8/10

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. 


Alfa Romeo Giulia8/10

Like all respected sports sedans, the Alfa Romeo Giulia features a front-engine, rear-drive layout to entice the those who would rather drive than be driven.

The exterior styling of the Giulia certainly promises a sharp, entertaining steer, while the interior touch points do nothing to take away from that potential.

Guide yourself into the snug bucket seat, wrap your hands around the wonderfully sized steering wheel and you will notice that Alfa has built the Giulia for the driver.

The steering wheel is an especially nice touch point and features oversized paddle shifters mounted on the steering column – not wheel – making it nearly impossible to miss a shift even when midway through a corner.

For those that like to use the shifter though, the up/down gear selection is arranged in the preferred back/forwards position respectively.

The adaptive dampers in our test car can also be stiffened up independently of the drive mode selected. 

Speaking of which, three driving modes are on offer – 'Dynamic', 'Natural' and 'Advanced Efficiency' (DNA in Alfa-speak) – which change the feel of the car from hardcore to more eco-focused.

With suspension able to be changed on the fly, drivers can have the softest setting on for the bumpy, tram track-laden inner-city Melbourne streets, with the engine in full attack mode to get away from the lights for a cheeky overtake.

It's also a plus that the suspension can be changed from the press of a button on the centre console, instead of usually diving into a whole bunch of complicated menus to tweak and fine-tune certain elements.

Underpinning the Giulia is double wishbone front suspension and rear multi-link set-up, which helps keep things communicative and exciting from the driver’s seat.

Don’t get us wrong, you won’t be ripping drifts or breaking traction in the dry in a Giulia Sport, but the 147kW/330Nm engine offers enough pep to make driving fun.

Push hard into a corner and you will get tyre squeal, but luckily the steering feels sharp and direct, meaning its easy and fun to hunt for apexes even when keeping things under the posted speed limit.

The multimedia system in the Giulia is much improved with the touchscreen functionality to make Android Auto feel a bit more natural, but the 8.8-inch screen does look quite small when buried in the dashboard.

The rotary controller is also better, although the software is still a little fiddly and unintuitive to navigate from page to page, a bugbear likely remedied with more time in the car.

Safety

Lexus IS9/10

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.


Alfa Romeo Giulia9/10

Alfa Romeo’s Giulia sedan was awarded a maximum five-star safety rating from ANCAP in May 2018, with testing based on a left-hand-drive model from 2016 in Euro NCAP examinations.

In the adult occupant and child occupant protection tests, the Giulia scored 98 and 81 per cent respectively, dropping points for just ‘adequate’ chest protection of children in the frontal offset test.

As for pedestrian protection, the Giulia notched a 69 per cent score, while the safety assist assessment yielded a 60 per cent result.

However, since that test, Alfa Romeo has added lane-keep assist, adaptive cruise control, blind-spot monitoring and automatic high beam as standard, which were previously optional.

Also included at no extra cost on the 2020 Giulia is driver attention alert and traffic sign recognition, with autonomous emergency braking (AEB) with pedestrian detection, automatic headlights and wipers, hill-start assist, lane departure warning, tyre pressure monitoring, and a reversing camera with rear parking sensors carrying over.

According to ANCAP assessment, the Giulia’s AEB functions from 10km/h and works up to 80km/h to help drives mitigate an accident.

But the Giulia misses out on rear cross-traffic alert and an automatic emergency call function.

Ownership

Lexus IS7/10

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.

 


Alfa Romeo Giulia7/10

Like all new Alfa Romeo vehicles, the Giulia comes with a three-year/150,000km warranty, matching the assurance period of BMW and Audi models, though the Germans offer unlimited mileage.

However, Alfa Romeo lags behind the premium industry leaders, Genesis and Mercedes-Benz, who both offer a five-year/unlimited kilometre warranty, while Lexus offers four-year/100,000km cover.

Service intervals on the Alfa Romeo Giulia Sport are every 12 months or 15,000km, whichever comes first.

The first service will set owners back $345, the second $645, the third $465, the fourth $1065 and the fifth $345, totalling $2865 for five years of ownership.