Lexus LM vs Lexus IS200T

What's the difference?

The Lexus LM is going to be a niche model. This was not designed to appeal to people that may have bought a Toyota Tarago back in the day, or even a Kia Carnival now.

It has a specific purpose for ferrying people around in absolute comfort and at that, it succeeds in a big way.

It’s just a bonus that it’s great to drive.

Welcome to the automotive equivalent of a business class airline suite.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The Lexus range comes with a four year/100,000km warranty with roadside assist for the duration. Servicing is every 15,000km or twelve months, whichever comes first.

Sadly, there's no fixed or capped-price servicing regime, not even a pre-pay option like the stingy Germans. Lexus will only commit to indicative pricing, although the first service at 15,000km is priced keenly - it's free.

When you buy a Lexus, they don't like to let go of you. My father-in-law's original IS 200 is still fetched by the dealership - should he so desire - for its annual service. If he chooses to darken the dealership door himself, he'll drive out in a loan car. Nobody has ever stalked him at the dealership demanding he consider a new one.

The IS200t seems the pick of the IS bunch, despite pricing on par with a couple of the IS350s. It's a worthy alternative to the usual suspects, with its own look, feel and approach to luxury motoring. In fact, it's far more a luxury car than sports sedan, but manages to do both well. In the end, a BMW will edge it for handling and overall chassis grace, the Merc has that badge and the Audi is all-wheel drive and bang-up-to-date.

But none of them can touch the Lexus for after-sales service nor are any of them quite as well put together as the Japanese-built IS. It may not be as fast or as fun, but it's very, very good.

Look, people movers are not considered the sexiest of automotive body styles, but that’s changing.

The Kia Carnival and Hyundai Staria are examples of good MPV design.

And the Lexus LM steps it up again. 

It is based on Toyota’s TNGA-K architecture that underpins a bunch of Toyota and Lexus models, including the Lexus RX, and it measures a whopping 5.1 metres long and has a three-metre wheelbase.

It shares its underpinnings with the latest generation Japanese-market Toyota Alphard, which is a cult hit in Australia among the grey import set.

The front-end design is bold, with the latest take on Lexus’ big ‘spindle grille’, pinched slimline headlights and a stubby nose. 

I am a big fan of this design. It is far more than a box on wheels and it has quite a bit of presence. 

The interior design up front is modern Lexus, with a few familiar Toyota touches, and while it’s not exactly minimal, it’s still visually appealing.

The current IS is by far the most distinctive of the three generations. With a couple of exceptions, it is a terrific looking car. It looks long and low slung, like the best sporting sedans, with an almost Maserati-like approach to its proportions. The loud and proud Lexus spindle grille - the object of such derision when it first arrived - looks utterly fantastic and draws attention away from the odd, squished headlights.

it is one of most comfortable cars you can buy, for both front and (short) rear seat passengers.

Inside is less impressive, with a weird stacked dash and integrated screen. The materials are top notch, however and while the designers have tried to do something interesting with the dash design, there are better ideas out there they might want to consider next time around.

While most of the fun happens in the second row of the Lexus LM, there is a lot to like in the front compartment.

The dash is dominated by a large touchscreen that houses Lexus’ latest multimedia setup. The logical menu and uncomplicated sub-menus ensure this is an easy system to navigate. Speaking of, the in-built sat-nav is one of the better systems I have experienced. 

Comfort isn’t just the domain of the second row - the driver’s seat is very supportive and comfortable, with power adjustment.

There’s plenty of glass including a smaller front quarter window that helps eliminate front blind spots, so forward visibility is exceptional. Rearward visibility is aided by the digital rear-view mirror that is designed to ensure privacy for second and third-row occupants. You don’t want the chauffeur spying on you while you’re sleeping, do you?

The other big tick for me is the driving position. Other people movers, namely the Hyundai Staria and Mercedes-Benz EQV, have very low window lines and it leaves you with a feeling of sitting on the car, rather than in it. I am sure it helps with extra light and it probably makes it easier for kids to see out of, but from a driving perspective, I find it a little disconcerting.

But the LM has flipped that. The front compartment is designed in such a way that it feels like a cockpit that you’re ensconced in. This helps the driver feel more connected with the car, and in the LM it feels like you’re sitting in the driver’s seat of a sporty sedan, not a five-metre bus. Very well done, Lexus.

And now to the main event - the second row.

Where to begin. Let’s start with space. Because there is so much of it. Unsurprisingly given the seating layout, there is an unending amount of head, leg, knee, bum, shoulder and whatever-else room. I can’t imagine anyone complaining about space back there.

Also, getting in and out is a breeze thanks to the sliding power doors on both sides. These can be opened from the front seat, and via several buttons in the rear.

Those captain’s seats are plush. Not quite Benz S-Class plush, but still.

They are adjustable six ways - power adjustable, of course - and they’re heated and ventilated. They recline almost flat, too, if you need a nap on the way to the country estate. And while you do that you can look up through the split sunroof, or close the shade a number of ways.

Is there a massage function? Of course there is a massage function. And it’s not bad. You can choose two settings - weak and firm.

Adding to the feeling of a business class airline seat, there is a fold-out table in the armrest, although it’s a smallish one. And there is dual-zone climate control in the rear.

There is a roof-mounted control panel for things like climate, sunshades and sunroof blinds, but much of this can also be controlled by the Apple iPhone-like devices clipped into both rear seats. These are closer to the seats, so it is easier to access than the roof.

Another function in the device is the Climate Concierge that features different modes - Dream, Relax, Focus, Energise. Depending on which one you choose, it alters the seat settings, massage, climate and lights to suit.

I love the massively wide side windows that are tinted (or privacy glass), too.

Other amenities include map pockets, knee and roof-mounted air vents and a 14.0-inch display screen that retracts from the roof and connects to an HDMI cable, allowing you to watch whatever you want.

The third row is not as appealing as the second. It is technically a three-person row, but the width and the fact that it has a sizeable gap in the centre suggests that this is best thought of as a six-seater van.

The seats are not as plush of course, so you might not want to spend too much time in that row unless you are a small child. But you do get USB-C ports, cupholders, air vents, lights, sunglasses holder, power side shades and grab handles.

Getting in and out of the third row can take a while. It’s all power adjustable, so you don’t have to lift anything heavy - but it takes a while for the second row seats to move forward and up.

With all seats in place the cargo space is limited. In fact, it’s just 110 litres.

That’s similar to what you get in a seven-seat SUV. But it did fit all our overnight luggage easily.

Drop the rear row and that expands to a maximum of 1191 litres in the 350h or 752 litres in the 500h.

All grades have a space-saver spare wheel.

The IS's cabin is probably the weakest point of the car, with limited storage for your bits and bobs. Front and rear seat passengers do get cupholders for a total of four, but the rear doors don't have bottle holders, limiting you to the two upfront.

On hot days like Sydney's 2017 summer, those cooled seats are heaven-sent.

The centre console bin is small and is the only place for your phone apart from the cupholders, which isn't an ideal spot, let's face it. The boot is a German-matching 480 litres and you can split fold the seats for more room.

Having said that, it is one of most comfortable cars you can buy, for both front and (short) rear seat passengers. The front seats are especially good and on hot days like Sydney's 2017 summer, those cooled seats are heaven-sent.

The IS range kicks off with the 200t Luxury at $59,340, closely followed by the hybrid 300h, the V6-powered 350 ($65,390) and then the $73,540 200t F Sport. Pricing then heads up into the mid-$80,000s for the IS350 Sports Luxury.

The 200t F Sport's almost $74,000 price tag fetches you a car with 18-inch alloys, dual-zone climate control, reversing camera, front and rear parking sensors, a hefty safety package, electronic dampers, auto LED headlights, auto wipers, electric heated and cooled front seats, digital instruments, sat nav, keyless entry and start, leather (some real, some not) interior, variable ratio steering rack and power everything.

The 10-speaker stereo is Mark Levinson branded and is controlled by Lexus' own connectivity and sat nav suite. The sound is fantastic, the control system less so. Commands come from a few shortcut buttons (good) and weird mouse-type arrangement on the centre console that is largely infuriating. The less said about the on-screen graphics, the better - they're low-res and on occasions, amateurish. You can connect via USB or Bluetooth but the app integration is limited. You also get an at-first unfathomable DAB+ radio.

Once on boost, the engine is smooth with a lovely flat torque curve.

Options are limited to $1500 for premium paint, which makes up eight out of ten colours.

Out of interest, $74,000 gets you a reasonably well equipped BMW 330i M Sport or Luxury Line and a few hundred dollars more will get you into a hybrid 330e M Sport. Audi will cheerfully sell you a loaded-up A4 quattro 2.0 TFSI and Mercedes might be tempted to sell you a C350e. Infiniti will probably throw themselves at you with a V6 twin-turbo Q50 Red Sport rocketship, or at the very least a V6 Hybrid Premium.

There are two hybrid powertrains available. Coming next year, the LM500h combines a 2.4-litre turbocharged petrol engine and a hybrid setup, making for power and torque of 202kW and 460Nm respectively. It is all-wheel drive and is paired with a six-speed automatic transmission.

The LM350h comes with a 2.5-litre naturally aspirated petrol engine and a parallel hybrid system, offering up a total system output of 140kW and 239Nm. The 350h comes in front or all-wheel-drive guise and uses a continuously variable transmission (CVT).

The 200t denotes a 2.0-litre turbocharged four-cylinder under that long bonnet, delivering 180kW and 350Nm to the rear wheels via an eight-speed automatic transmission. This translates to seven seconds dead to 100km/h for the 1680kg sedan, which isn't hanging around.

As you’d hope with an all-hybrid line-up, the LM excels when it comes to combined cycle fuel efficiency. The 350h FWD sips just 5.5 litres per 100 kilometres, while the AWD version is 5.6L/100km. The 500h is a little thirstier at 6.6L. 

Our drive was so brief we did not get to record an on-test fuel figure.

The theoretical range of the LM, considering the 60-litre fuel tank and 5.5L/100km (350h) and 6.6L/100km (500h) fuel consumption figures is about 1000km.

Try as we might - and we did - we couldn't get at all close to the claimed combined fuel figure of 7.5L/100km. We didn't even hit the standard plus 30%, but we did get 12.2L/100km. That's a fairly solid miss.

As mentioned earlier, I spent much more time in the second row as a passenger than I did behind the wheel of the LM350h. But it was enough time to capture some initial high-level drive impressions.

But let’s start in the rear. The ride in the second row is comfortable - as you’d hope. Our trek from Melbourne’s inner north down to the Mornington Peninsula included a lot of freeway, which was smooth. The only thing that disturbed the peace was a chunky bridge join that caused a bit of a thump. But we were hardly disturbed. 

Back in the driver’s seat, there’s a lot to like about how the LM350h drives. First of all, it feels smaller on the road than its ample dimensions would otherwise suggest. It even feels relatively light on the road. 

After the LM, I drove a Mercedes-Benz EQE SUV that has a similar kerb weight (the Lexus is about 2.4 tonnes), and the LM felt lighter.  

The hybrid powertrain is responsive enough, offering decent acceleration from a standing start. The more potent 500h will of course be quicker.

The transition from electric to petrol propulsion is pretty smooth in Lexus (and Toyota) models these days, and the additional noise-deadening materials in the LM ensure it’s subtle.

The 2.5-litre petrol engine is really only noticeable when accelerating hard, and the CVT a slight drone, but it’s in no way unpleasant. 

Otherwise it’s a superbly refined and quiet cabin on all but the absolute worst road surfaces. Whisper quiet power windows adds to that feeling of luxurious refinement.

Given the brief time behind the wheel, we didn’t get to test the handling capability of the LM, so that might have to wait for a review in the New Year. 

The steering is heavily weighted and doesn’t feel overly responsive, but it’s perfectly suited to this sort of vehicle.

That supple ride we experienced in the rear was also evident behind the wheel.

This was especially impressive on a couple of pock-marked peninsular back roads. The ride is also much more compliant than the Mercedes-Benz EQV I tested early in 2023.

After having the good fortune to step out of the IS350 and into the 200t, it was immediately apparent that the 200 is the better car. For a start, it feels so much more nimble. Sure, it doesn't have the seamless urge of that silky V6, but the 2.0 turbo does a fine impression of a bigger engine. Once on boost, the engine is smooth with a lovely flat torque curve. If you're off boost, though, you're in a bit of trouble - the eight-speed is reluctant to downshift and needed prodding from the steering wheel mounted paddles on occasion.

As with just about every Lexus, the ride is impeccable and refinement virtually unmatched in the class.

From a driving point of view, the fundamentals are better - less weight over the front wheels meaning the steering feels better, it turns in better and it moves more fluidly, which is impressive because the 350 isn't a slouch. Even the dashboard is better. The 350 has a traditional two clock arrangement where the 200t has a single dial in the middle that is digitally remastered. Press a button and it slides to the side to provide extra info on your choice of the available data. It leaves a fair amount of black space but it's easier to read and doesn't suffer as badly from reflections.

As with just about every Lexus, the ride is impeccable and refinement virtually unmatched in the class. There's something about the way a Lexus knocks the edge of all but the biggest bumps, sails over speed bumps and handles imperfections that is hard to beat and hard to find unless you're spending really big bucks. The adaptive damping never feels like it's doing anything which is exactly the point - even when switching to Sport+, there's an ease to the ride without it feeling loose.

You'll barely know the engine is there, and the way the transmission slurs around the gears means non-stop serenity.

Standard safety kit includes eight airbags (including knee bags for front seat occupants), ABS, stability and traction controls, blind spot sensor, lane departure warning, rear cross traffic alert, brake assist and driver attention detection.

The IS scored the maximum available five ANCAP stars when it was re-tested in October 2016.

When you buy a Lexus, you get a bit more than a car. The brand has a customer loyalty program - Lexus Encore - and depending on what model you buy, you are eligible for some pretty cool discounts, bonuses and experiences. 

There are three tiers, depending on your model. UX, NX, RX and ES fall under regular Encore, and electric models the RZ and UX300e sit beneath Electrified Benefits. But the LM, as well as the LS, LC and LX are under Encore Platinum - the top tier. 

That means access to the ‘On Demand’ program that allows access to another Lexus model for a few days or longer. So if you own an LC Convertible but need an RX for a few days to ferry people around, that’s all free. There’s valet parking service loans and more.

It also includes upgrades at Lexus partners. Our launch took us to Jackalope Hotel on the Mornington Peninsula, which is a Lexus partner, and you can get a bunch of extras here as a Lexus owner that other guests won’t get.

In terms of other ownership details, the LM is covered by a five-year, unlimited-kilometre warranty, and the servicing schedule is every 12 months or 15,000km.

Lexus is yet to announce the capped-price servicing details for LM, but it is expected to cover five years, and should be in the vicinity of approximately $700 per service.

The Lexus range comes with a four year/100,000km warranty with roadside assist for the duration. Servicing is every 15,000km or twelve months, whichever comes first.

Sadly, there's no fixed or capped-price servicing regime, not even a pre-pay option like the stingy Germans. Lexus will only commit to indicative pricing, although the first service at 15,000km is priced keenly - it's free.

When you buy a Lexus, they don't like to let go of you. My father-in-law's original IS 200 is still fetched by the dealership - should he so desire - for its annual service. If he chooses to darken the dealership door himself, he'll drive out in a loan car. Nobody has ever stalked him at the dealership demanding he consider a new one.