Lexus LS500H (hybrid) vs Mini 5D Hatch

What's the difference?

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 Mini Clubman JCW is quirky in a lot of the right ways, and now has a hard-charging engine to up the adrenalin factor. If you were already sold on the idea of joining the Clubman club, this one will steal your heart more than any other.

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.

It's no real secret that earlier iterations of the Clubman were, well, a little challenging on the eye (Mini itself says “It was cool - if you were built that way…").

But this face-lifted version is much easier on the eye, if not as a cute a package as the three-door hatch variants. It's dimensions - long, smooth sides, a squared-off rump and bulging grille - somehow work as one to create car that is undoubtedly unique, but also rather  fetching.

Inside, it’s all pretty familiar Mini, what with the circle screens and jet-style switches. And it is a stylish space in the cabin, with a good material mix and the addition of wireless Apple CarPlay and Android Auto making the centre screen far more functional.

The only downside is that, for mine, it favours that style over substance. It’s not the most user-friendly space I’ve ever sat in, though I imagine you’d get a little more used to it the more time you spent in there.

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.

The Clubman is super practical - for a Mini... This is not a Bunnings bandit, and nor will you be piling endless Ikea flatpacks into the boot. 

It measures just over 4.2m in the length, 1.4m in height and 1.8m in width, and while they're not massive numbers, you might find yourself surprised by the room in the backset.

I'm around 175cm, and I could sit behind my own driving position with ease - thanks in no small part to the clever scalloped seas that give you extra leg room - and the headroom isn't half bad, either. 

Yep,  you can definitely fit two adults in the backseat (but never three), and those travelling back there will find air vents to help keep the temp down, as well as USB points and a pair of child seat anchors. 

Up front, the cabin somehow manages to feel more cramped, with the steering wheel, centre console and controls on the driver's door all feeling like they're encroaching on your personal space a bit, but it's a comfortable place to sit all the same. 

Step around to the barn-door style boot and you'll find what looks a little bit like a station wagon, only without all the space. Yes, it looks like a positive load-lugger next to the three-door hatch, but you still don't get that much space for luggage, with the official number at 360 - 1250 litres.

Mini is rolling the dice on a new specification strategy designed to take the endless questions and options out of buying a new car.

And so the Clubman JCW is the first Mini to be offered in the Pure trim ($57,900), which seriously limits the personalisation options to get you out of the dealership and behind the wheel as quickly as possible. You can choose from two wheel choices, four exterior paint choices, a back roof or a sunroof, and, well, that's about it. 

Outside, your money buys you 18-inch alloys wrapped in Michelin rubber, adaptive suspension, roof rails and LED head and taillights. Inside, expect cloth sports seats, an 8.8-inch screen that's both (wireless) Apple CarPlay and Android Auto equipped, standard navigation, climate control with rear vents and push-button start.

If the Pure doesn't give you enough options, then the regular Clubman JCW ($62,900) will add 19-inch alloys, leather seats, a 12-speaker Harman Kardon stereo, a head-up display and heated front seats. Oh, and all the personalisation options you shake your credit card at.

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).

This is a cracking engine; a twin-charge, 2.0-litre, four-cylinder weapon that sends 225kW and 450Nm thundering to all four tyres.

That power is funnelled through an eight-speed automatic transmission, and will see the Clubman JCW clip 100km/h in 4.9 seconds before pushing on to a 250km/h.

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.

Mini says its Clubman JCW will sip 7.7L/100km on the combined cycle, and emit some 175g/km of C02.

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.

Yes, this is the most powerful Mini to have landed in Australia. And even better, it’ll remain so, or at least equal first, when the Mini GP arrives next year. That car gets this same thumping engine, and the outputs are the same, though the smaller, lighter hatch will no doubt be faster. 

It means Clubman JCW shoppers aren't about to lose their street credit, with this engine likely to remain the king of the castle for some time yet. 

The Clubman It might tip the scales at 1550kg, but the kilos don’t hurt its straight line speed much. Whack it in sport mode, which also adds this deep bass to the exhaust, plant your right foot and the Clubman positively pounces forward.

Better still, it feels - and sounds - quick, too, There’s this angry snap and crackle on the overrun, and the exhaust genuinely booms in the cabin when you really bury your foot. 

You’ve heard the cliches before, of course, about Minis feeling like they’re on rails, and we won’t waste your time with those here. Suffice to say we have pushed Clubman around some pretty tight corners at some pretty decent speeds, and while it doesn’t feel like a featherweight, it also picks and sticks to a line with absolutely no nonsense from the tyres and very little in the way of body roll.

That’s the good, now the not so good. The impressive handling feels like it’s been achieved by hardening up the suspension as much as possible, and the downside of that is that it can feel plenty sharp and bouncy over big bumps. On the right road, it kind of adds to the experience, but I'd imagine the daily commute would start to fray your patience fairly quickly.

There’s also a kind of skittishness to the way it drives fast too, which I actually don’t mind, but others might say isn’t as natural and flowing as others in the segment.

But this is the hardest, fastest clubman you can buy, and so you’re going into it knowing there’s going to be some comfort compromises. And if you’re looking a loud and rorty hot-hatch experience, this thing delivers in spades.

And on the right stretch of road, it’s an absolute hoot.

The Clubman JCW arrives with six airbags, a reversing camera, AEB, active cruise, forward collision warning and front and rear parking sensors and what Mini calls Performance Control, which it promises will reduce understeer and increase traction in corners.

The Mini Clubman was awarded the full five-star ANCAP safety rating when tested in 2017.

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.

The Mini Clubman JCW is covered by a three-year warranty, and falls under the BMW group's condition-based servicing program, in that it will tell you when it's time for a service.