Lexus IS VS BMW M3
- Looks a lot better now
- Improved media system
- Better safety tech
- Still the same engines
- Largely the same interior
- Feeling a little old
- Dynamic performance
- Standard features
- Polarising grille design
- Patchy wireless CarPlay
- Three-year warranty
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.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
You could argue the BMW M1, a stunning wedge of late ‘70s Giorgetto Giugiaro design, first inserted the Bavarian maker’s 'M' performance brand into the public consciousness.
But there’s a second, more enduring alpha-numeric BMW nameplate, that’s more likely to pass the person-in-the-street word-association test.
‘M3’ is synonymous with BMW performance, from touring car competition around the globe, to more than three decades’ worth of superbly engineered and entertainingly dynamic road cars.
Read more about the BMW 3 Series
The subject of this review is the current (G80) M3, launched globally last year. But more than that, it’s the even spicier M3 Competition, which adds six per cent more power, and 18 percent more torque, as well as $10K to the price tag.
Does the Competition’s extra bang justify those additional bucks? Time to find out.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
Is the M3 Competition worth $10K more than the ‘base’ M3? In percentage terms it’s a relatively small jump, and if you’re already in the $150K ballpark, why not take it? Extra performance in a technically sophisticated package more than capable of handling it. Add top-shelf safety, a laundry list of standard features, with the practicality of a four-door sedan and it’s hard to resist. The way it looks? Well, that’s up to you?
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.
It feels like once in a generation, BMW feels the need to polarise automotive opinion with a controversial design direction.
Twenty years ago, then head of design for the brand, Chris Bangle, took a fearful hammering for his determined push towards more ‘adventurous’ shapes. Passionate BMW fans picketed the company’s famous ‘four-cylinder building’ HQ in Munich demanding his departure.
And who else but Bangle’s second-in-command from those days, Adrian van Hooydonk, has been leading the design department since his boss eventually left the building in 2009.
Van Hooydonk has created another firestorm of opinion in recent years by gradually increasing the size of BMW’s signature ‘kidney grille’ to what some see as comical proportions.
The latest variation on the oversize grille theme has been applied to various concept and production models, including the M3, and its M4 sibling.
As always, a purely subjective call, but the M3’s large, descending grille puts me in mind of a well known carrot-munching, cartoon rabbit’s upper incisors.
Time will tell whether such a bold treatment ages well or lives in infamy, but there’s no denying it dominates first visual impressions of the car.
Almost as much as our test example’s ‘Isle of Man Green metallic’ paint, a deep, lustrous shade that highlights the cars’s curves and angles, and regularly stopped passers by in their tracks.
The bulging bonnet carries angular strakes back from the grille, and features a pair of faux vents, which along with darkened headlight interiors (BMW M Lights Shadow Line), accentuate the car’s tough expression.
A modern M3 wouldn’t be an M3 without pumped up guards, in this case filled by fat 19-inch forged alloy rims at the front, and 20s at the rear.
The framing around the windows is ‘M high-gloss Shadow Line’ black, balancing the dark front splitter and side skirts.
The tail is a multi-layered stack of horizontal lines and sections, including a thin ‘Gurney Flap’ style bootlid spoiler, and a protruding lower third housing a deep diffuser with quad, dark chrome tailpipes either side.
Sidle up closer to the car and the crowning glory is a gloss carbon-fibre roof. It’s flawless, and looks stunning.
Just as stunning is the first viewing of our test car’s full ‘Merino’ leather interior in ‘Kyalami Orange’ and black. In combination with the bold exterior colour it’s a bit rich for my blood, but the technical, athletic feel is strong.
The dash design is little changed from other 3 Series models, although the digital instrument cluster strengthens the high-performance flavour. Look up and the ‘M headliner’ is in ‘Anthracite.’
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.
At just under 4.8m long, a fraction over 1.9m wide, and a little over 1.4m tall, the current M3 is right in the Audi A4 and Mercedes-Benz C-Class size bracket.
There's plenty of room up front, and lots of storage, including a big box/armrest between the front seats, as well as two large cupholders and a wireless charging pad in a recessed section in front of the gear shift (which can be closed off with a roll-top style cover).
The glove box is large and there are sizable bins in the doors with separate sections for full-size bottles.
At 183cm (6’0”), sitting behind the driver’s seat set to my position, there’s lots of rear head, leg, and toe room. Which is surprising, because in other current 3 Series models, headroom’s been tighter for me.
One of three climate control zones is reserved for the rear, with adjustable vents and digital temperature control at the back of the front centre console.
Unlike other 3 Series models there’s no fold-down centre armrest (with cupholders) in the back, but there are pockets with big bottle holders in the doors.
Power and connectivity options run to a USB-A slot and 12V socket in the front console, a USB-C port in the centre console box, and two USB-C outlets in the rear.
Boot space is 480 litres (VDA), which is slightly above average for the class, with a 40/20/40 split-folding rear seat increasing cargo flexibility.
There are small, netted bays on both sides of the load space, tie down anchors to secure loose loads, and the boot lid has an auto function.
The M3 is a no-tow zone and don’t bother looking for a spare of any description, a repair/inflator kit is your only option.
Price and features
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.
With an entry-price of $154,900, before on-road costs, the M3 Competition lines up directly with Audi’s RS 5 Sportback ($150,900), while an outlier at the edge of the M3’s orbit is the Maserati Ghibli S GranSport ($175K).
But its most obvious, long-time sparring partner, the Mercedes-AMG C 63 S has temporarily stepped out of the ring.
Expect huge performance, with a price tag exceeding the outgoing model’s circa $170K ask.
And that AMG hot rod better be loaded because as well as a bunch of performance and safety tech (covered later in the review), this M3 boasts an impressively long standard equipment list.
Included are, ‘BMW Live Cockpit Professional’ with a 12.3-inch digital instrument cluster and 10.25-inch high-res multimedia display (managed via touch, voice, or the ‘iDrive’ controller), sat nav, three-zone climate control, customisable ambient lighting, ‘Laserlight’ headlights (including ‘Selective Beam’), ‘Comfort Access’ keyless entry and start, and 16-speaker harman/kardon surround sound audio (with 464-watt, seven-channel digital amp and digital radio).
Then you can add, a full leather interior (including the steering wheel and gearshift), electrically-adjustable heated ‘M Sport’ front seats (with memory for the driver), ‘Parking Assistant Plus’ (including ‘3D Surround View & Reversing Assistant’), an auto tailgate, a head-up display, adaptive cruise control, rain-sensing wipers, wireless smartphone integration (and charging) including Apple CarPlay and Android Auto connectivity, anti-dazzle (interior and exterior) mirrors, and dual-spoke forged alloy wheels (19-inch fr / 20-inch rr).
As visual icing on the cake, carbon-fibre is sprinkled over and inside the car like shiny, lightweight confetti. The entire roof is made of the stuff, with more on the front centre console, dash, steering wheel and manual shift paddles.
That’s a solid features list (and we haven’t bored you with all the details), substantiating a strong value equation in this small, but mega-competitive market niche.
Engine & trans
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.
The M3 Competition is powered by BMW’s (S58B) 3.0-litre in-line, six-cylinder engine, an all-alloy, closed deck unit featuring direct-injection, ‘Valvetronic’ variable valve timing (on the intake side), ‘Double-VANOS’ variable camshaft timing (intake and exhaust side) and twin mono-scroll turbos to produce 375kW (503hp) at 6250rpm and 650Nm from 2750rpm, all the way to 5500rpm. A solid jump from the ‘standard’ M3’s already substantial 353kW/550Nm.
Not known for sitting on their hands, BMW M’s engine techs in Munich have used 3D printing to manufacture the core of the cylinder head, incorporating internal forms not possible with conventional casting.
This tech has not only reduced the head’s weight, but allowed its coolant ducts to be re-routed for optimal temp management.
Drive goes to the rear wheels via an eight-speed ‘M Steptronic’ (torque converter) paddle-shift automatic transmission, with ‘Drivelogic’ (adjustable shift modes) and a standard ‘Active M’ variable locking differential.
An all-wheel drive ‘M xDrive’ version is scheduled for Australian launch before the end of 2021.
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’s official fuel economy figure for the M3 Competition, on the ADR 81/02 - urban, extra-urban cycle, is 9.6L/100km, the 3.0-litre twin-turbo six emitting 221g/km of C02 in the process.
To help get to that impressive number, BMW has deployed numerous cunning devices including, an ‘Optimum Shift Indicator’ (in manual shift mode), on-demand operation of ancillary units, and ‘Brake Energy Regeneration’ which tops up a relatively small lithium-Ion battery to power an auto stop-start system,
Despite this tricky tech, we averaged 12.0L/100km (at the bowser), over a range of driving conditions, which is still pretty good for such a powerful and focused performance sedan.
Recommended fuel is 98 RON premium unleaded although, amazingly, 91 RON standard fuel is acceptable at a pinch.
Either way, you’ll need 59 litres of it to fill the tank, which is enough for a range of over 600km using the factory economy figure, and close to 500km based on our real-world number.
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.
Any production-based performance sedan claimed to accelerate from 0-100km/h in less than four seconds is straight-up fast.
BMW says the M3 Competition will hit triple figures in just 3.5sec, which is properly rapid, and a full-bore, launch-control assisted start in this car is... impressive.
Aural accompaniment is suitably raucous, but beware, at its loudest it’s mostly fake news, with synthetic engine/exhaust noise able to be dialled down or turned off altogether.
That said, with maximum torque (650Nm!) available from 2750rpm all the way to 5500rpm, mid-range pulling power is prodigious, and despite the twin turbos this engine loves to rev (thanks in no small part to a forged, lightweight crankshaft).
Power delivery is beautifully linear, and a surge from 80-120km/h takes 2.6sec in fourth, and 3.4sec in fifth. With peak power (375kW/503hp) arriving at 6250rpm, you can thunder on to a maximum velocity of 290km/h.
That’s if the electronically-controlled limit of 250km/h isn’t enough for you, and you’ve ticked the optional ‘M Driver’s Package’ box. Enjoy the big house!
Suspension is basically strut front, five-link rear, all in aluminium, and working in concert with ‘Adaptive M’ dampers. They are brilliant, and the transition from ‘Comfort’ to ‘Sport’ and back is amazing.
The ride quality this car delivers in Comfort mode is nuts given it’s riding on huge rims shod with licorice thin tyres.
The sports front seats also offer an amazing blend of comfort and extra lateral support (with the touch of a button).
In fact, fine-tuning the car’s set-up across suspension, brakes, steering, engine, and transmission calibrations through the ‘M Setup’ menu is easy and adds extra involvement. Blaringly red M1 and M2 pre-set buttons on the steering wheel allow storage of preferred settings.
The electrically-assisted steering points nicely, and road feel is excellent.
The car remains flat and stable in enthusiastic B-road corners, the active ‘M Differential’ and ‘M Traction Control’ putting all that power down from a steady state mid-corner, through to a scorchingly fast and balanced exit.
No surprise, front to rear weight distribution for this 1.7-tonne machine is 50:50.
Rubber is ultra-high-performance Michelin Pilot Sport 4 S (275/35x19 fr / 285/30x20 rr) which deliver confidence-inspiring grip in the dry, as well as a couple of torrentially wet days during the latter part of our week with the car.
And washing off speed is a fuss-free experience thanks to standard ‘M Compound’ brakes’ consisting of big ventilated and cross-drilled rotors (380mm fr / 370mm rr) clamped by six-piston fixed calipers at the front and single-piston floating units at the rear.
On top of that the integrated braking system offers Comfort and Sport pedal feel settings, altering the amount of pedal pressure required to slow the car. Stopping power is immense, and even in Sport mode brake feel is progressive.
One technical niggle is the wireless CarPlay connectivity, which I found frustratingly patchy. Didn’t test the Android equivalent this time around, though.
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 M3 Competition hasn’t been assessed by ANCAP, but 2.0-litre 3 Series models received a maximum five-star rating in 2019.
Standard active crash-avoidance tech includes ‘Emergency Brake Assist’ (BMW-speak for AEB) with pedestrian and cyclist detection, ‘Dynamic Brake Control’ (helps apply maximum braking power in an emergency), ‘Cornering Brake Control’, a ‘Dry Braking’ function that periodically skims the rotors (with the pads) in wet conditions, ‘integrated wheel slip limitation’, lane change warning, lane departure warning, and rear cross-traffic alert.
There’s also ‘Park Distance Control’ (with sensors front and rear), Parking Assistant Plus (including ‘3D Surround View & Reversing Assistant’), an ‘Attentiveness Assistant’ function, and tyre pressure monitoring.
But if an impact is unavoidable there are front, side, and knee airbags for the driver and front passenger, as well as side curtain bags covering both rows of seats.
On sensing a crash the car will make an ‘Automatic Emergency Call’, and there’s even a warning triangle and first aid kit on board.
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.
BMW offers a three year/unlimited km warranty, which is off the pace given the majority of mainstream brands have stepped up to five-year cover, with some at seven, or even 10.
On the upside, bodywork is covered for 12 years, the paint for three, and 24-hour roadside assistance is complimentary for three years.
The ‘Concierge Service’ is another three year, complimentary deal, providing 24/7/365 access to a personalised service through a dedicated ‘BMW Customer Information Centre.’
Servicing is condition based, so the car tells you when maintenance is required, and BMW offers a range of ‘Service Inclusive’ capped price servicing plans, starting from three years/40,000km.