Lexus IS500 Vs BMW M3 Vs Cadillac CT4-V Blackwing: Full Review & Comparison

Have we taken technology too far? Have we engineered-out all the truly exciting bits of performance cars? Lexus has a (not so) subtle reminder that sometimes reinventing the wheel isn’t what we need. Sometimes we need a good old-fashioned V-8, and some mechanical grip to make drivers truly happy.

Think about BMWs of yesteryear, like the E9X M3s from BMW with their screaming V-8 engines or Cadillac’s own CTS-Vs with their supercharged V-8s (when those models were a bit smaller). They are beloved now, and Lexus seems to be the only competitor in the class making such a splash with a recipe that hasn’t changed much.

I was able to round up a small group of the world’s best current sporty sedans, including the

, BMW M3 Competition, and, of course, our Lexus IS500 F Sport Performance tester. This particular example is finished in a bespoke “Flare Yellow” which is not available to the public, and with options including the BBS forged wheels, came to a grand total just shy of $69,000. The IS500 starts at $60,595, making it the least expensive of its competitors in our comparison.

2025 Lexus IS500 F Sport Performance First Impressions

Oh, look, a Lexus IS. If it weren’t bright metallic yellow, you’d think, “there goes another IS350.” This isn’t an ordinary IS, though. This is something much meaner. The IS500 F Sport Performance (a weird name) might not look like something out of the ordinary upon first glance, but take a closer look, and it all starts to make sense. The ever-so-slight bulge in the hood is an indicator of the monster living under it. The larger wheels and brakes are another.

Beyond that, it’s just the signature quad exhaust outlets from Lexus F and the insane holler that comes from them that lets passers-by know…this ain’t no V-6. A tiny IS500 badge on the back (in the exact same font and size as the other models) is a very “Lexus” way to differentiate the model, but they were very keen to keep people from calling it a full F product. I’m not going to refer to it as the IS500 F Sport Performance, though. “IS500” is enough. But it’s not an ISF, OK?

The IS may not be new from Lexus, but its shape is a handsome one. The longer you look, especially in yellow, the more you start to see its coupe-inspired design cues. The body line that kicks up from the rear doors neatly aligns parallel to the with the tapered c-pillar graphic and goes a long way towards visually shortening the IS. Add to that the tall rear decklid that sits proudly on its rear haunches. These design changes help the IS remain a muscular, but elegant car. The added “F”… I mean “500” bits only further accentuate its beauty.

Exterior Dimensions

Driving Impressions And Performance

Ok, maybe it’s mostly an ISF. Most of what makes those cars is the thunderous V-8 under the hood, anyway. It’s no different here. It puts out the same power as the F models, makes the same noises, and revs just as high. This 5.0-liter is a true gem and deserves every bit of praise it has received over the years. No turbos, or superchargers, or anything to get in the way. Just pure naturally aspirated power.

It’s not the quickest thing on the road, but since when is a wailing V-8 producing 472 horsepower a slow thing? That’s exactly as much as the turbocharged Cadillac produces, and just about the same as a base version of the

would. It’s not slow, but what it doesn’t offer in straight-line speed, it more than makes up for with theater and grace.

I thought I wouldn’t need a V-8 since newer, smaller engines can produce more power, and still sound decent. It turns out that’s not necessarily true. There’s just a feeling you get when exploring the rev range of such a wonderfully made V-8 that cannot be duplicated by tech and downsizing. It might be simple, but it just provides another layer to the experience that others can’t quite match. I’m going to miss it dearly when it’s gone.

It’s in the corners where I started to understand why Lexus didn’t want to call it an F. The truth is, the car has plenty of mechanical grip, at least enough in a canyon driving setting. I’m sure on track it would fall to the competitors by quite a bit. Even with its adaptive suspension, it’s squishy, there is far more pitch, dive, and body-roll than either its competitors or other F products.

The

comes to mind, but since when does anyone complain about that car’s handling characteristics? It makes sense that they would want to mentally dethrone it as a full F. It’s much more of a street car than a track weapon. I happen to love it for that. The name matches its character. It doesn’t beat you up, even over the roughest of road surfaces. The competitors wish they could be this comfy.

Braking And Acceleration

Acceleration in the IS500 hits reliably under heavy load. This is an engine that loves to be revved, and the way

power motivates the car feels uniquely reliable, and the process of accelerating (briskly) becomes addicting. This is probably another reason fuel economy is on the lower side. The IS500 isn’t the quickest or fastest car around, but acceleration is more than adequate to feel like a sports car experience. Power is delivered smoothly and linearly, as you’d expect from this type of powertrain.

Braking feels very strong in the IS500. The initial bite on the pedal is immediate, and the stopping power is equally impressive.

• Acceleration 0-60 MPH: 4.4 Seconds
• Braking: 60-0 MPH: 111 Feet

Performance Specifications

Lexus IS500 Fuel Economy

The Lexus IS500 achieves a relatively respectful 20 MPG average, with an even more respectable 25 on the highway. For a large and not very new V-8, these are decent numbers. That is, of course, if you can resist the urge to plant your foot on the accelerator every chance you get. I wasn’t so resistant to the temptation and thus, did not achieve quite so impressive fuel economy numbers. The average was hovering closer to the 16-18 MPG range.

Interior Design And Comfort

It’s no secret that the Lexus IS has an aged interior. There’s only so long the entire lineup could ride on the coattails of the

. That car set the standard for Lexus design and quality from the late 2000s till now. Lexus IS phasing out that design language, but elements remain. What I appreciate is the simplicity of it. It’s easy to become comfortable with the interior of the IS500. The seats are sporty, but comfortable.

The steering wheel is the right size. It has a moonroof (not a sunroof), and the rear seats will do in a pinch. It feels compact, but not cramped. Think BMW’s e90 3-Series, but more coupe-like in feel. The materials themselves are neither stellar nor low quality. In fact, I’d go so far as to say, for the price and performance offered of the whole car, the materials used are quite good.

Pick an interesting interior color, and you’d be hard-pressed to want something significantly more comfortable. An interior refresh would have complimented the exterior’s handsome late design, but minimalism is at work here, and I don’t mind that one bit. Remember, this is a performance car at the lower end of the price spectrum as compared to its competitors. Drivers here simply don’t need

.

Interior Dimensions

Technology And Ease Of Use

Hear me out, and I do emphasize “hear” me out on this. The aged tech inside the Lexus IS500 is absolutely brilliant. There are no overly complicated menus and in-house mediocre apps. There are no surprises or hidden features you were promised but can never actually find after spending all your hard-earned money. The most gimmicky part is the touch capacitive climate controls, but they work well here, and everything else is controlled by well-weighted buttons.

The infotainment screen is now a touchscreen, so you aren’t required to use the dreaded mouse pad. The sound system in this car has to be one of the best on the market at any price point in the entire automotive industry. The clarity is incredible, and the bass is impressive. I love the old-school tiny red LED below the labeled “Mark Levinson” stereo controls. It’s a wonderful throwback letting you know exactly who was responsible for this beautiful sound. 7

I found myself so torn between wanting to hear my favorite songs blasting through the stereo and just shutting it off completely to then put my foot down and listen to the mighty 5.0-liter V-8 sing instead. No matter what you choose, the IS500 will make all the right noises. You get (wired)

, which is fine, although I wish it was at least updated to a USBC port rather than an old-school USB.

Oh, and the sweet side-to-side adjustable tachometer ripped straight from the

is still cool, no matter how old it is. This solution provides the best information possible in the easiest way possible, but in a format that is sexy. Please, Lexus, keep doing interior bits like this.

Cargo And Storage Space

The IS500 retains a relatively deep trunk from every other IS. This is a small car, so having almost 11 cubic feet of trunk is totally acceptable. Again, this is a performance car, not a family hauler, although you can probably haul the family in it anyway.

2025 Lexus IS500 Vs. The World

The tried-and-true old-school Lexus IS500 has found itself right in the crosshairs of two of the world’s most impressive sport sedans. The BMW M3 needs no introduction, and has remained the industry standard for the segment as long as it has existed. It’s a mighty thing, fully worthy of the massive reputation it has gained over six generations of BMW. It’s by far the quickest car here and has always laughed in the face of the competition.

Speaking of legendary BMWs, the only car that could even think of dethroning the Bavarian king comes from, of all places, America? Cadillac’s CT4-V Blackwing is an absolute weapon on and off the track. Its breadth of capability is arguably higher than that of the M3, and requires many thousands of dollars less to do so. Built on GM’s unbelievably capable “Alpha” chassis, it’s the last of its kind, and in many ways, does the BMW M recipe better than BMW themselves.

It’s a tall order for the seasoned Lexus, but the IS500 has a 5.0-liter ace up its sleeve that the rest of the world seems to have forgotten, really matters. An honorable mention, although excluded from this comparison, is the Volvo S60 Polestar Engineered (now labeled as “Plug-in-Hybrid”). That car surprised with an electrified turbo-four cylinder to make 455 horsepower and an acceleration figure that basically matches the V-8 Lexus.

How The Lexus IS500 Compares To The Cadillac CT4-V Blackwing

The Cadillac and Lexus are more closely matched on a daily-able performance car level. The CT4-V Blackwing is one of the most impressive all-in-one cars I’ve ever driven. So much, that I ended up buying one. It’s dynamic, but comfortable. It surprises with a clever chassis control, features, power, style, all at a price that isn’t far from the Lexus’s.

The IS500 can serve as a more comfortable cruiser, but can’t hold a candle to the more athletic CT4-V Blackwing. When it comes to “cool” factor, though, the Lexus just exudes class and that extra bit of muscle, something the Cadillac just can’t pull off. A V-8 engine just has that effect.

Performance

The Cadillac almost perfectly splits the personality differences between the Lexus and BMW. Blackwing might not have the heritage of the others (by name), but the very best of GM’s engineering powerhouse is present and accounted for. The alpha platform shocked the world and has transformed every car it underpins.

The CT4-V Blackwing is no exception. Its chassis is so playful and dynamic, but makes you feel like a champion every time you take a drive. Like the more digital M3, the Blackwing can make up for sloppy driving, but then, like the more mechanical IS500, it rewards skilled driving, too. The CT4 is athletic in ways both the IS500 and M3 aren’t. It does the “float like a butterfly, sting like a bee” thing so well, you’d easily forget you’re in something with a Cadillac badge.

The IS500 is still more soulful, but the dynamic character of the

helps make up for the lack of cylinders with chassis control and its own unique persona. It’s no naturally aspirated V-8, but the additional torque provided by a pair of turbochargers is certainly welcomed. Also, having the option for a Tremec six-speed is always a better option. The manual in the Blackwing is pure bliss. The weight of the shifts is perfect, as is the positive engagement of every notch for every gear. It absolutely destroys the horrible eight-speed auto in the Lexus any day of the week.

Comfort

IS500 is still comfort king, but Blackwing has a few features that the Lexus doesn’t. While both have adaptive suspension, it’s the Cadillac that changes more dramatically between settings. Its seats are also more supportive than the Lexus, and have a massaging function. It just isn’t as soft as the Lexus though.

Technology

The genius of GM’s tech is what happens behind the scenes. PTM (Performance Traction Management), for example is a wildly effective traction control system you can manipulate via a steering wheel-mounted toggle, not unlike Ferrari’s Manatino. The adjustable launch control, line-lock, and built-in recordable dash cam with telemetry overlays are all amazing features within the Cadillac that Lexus never developed for the IS500. Yes, these are performance-oriented features, but they are developed technological advances that show the age of the Lexus.

Speaking strictly infotainment-wise, the Lexus’s awesome sound system blows the Cadillac’s away. It’s not even close. All the sounds the Lexus makes, whether from under the hood or from the speakers, are far more impressive than the Cadillac’s. I just wish Lexus had added wireless Apple CarPlay to their system.

How The Lexus IS500 Compares To The BMW M3 Competition

On a daily basis, really any of these three are great daily performance cars. The Lexus is still softer and more forgiving in more situations though. It’s the better all-rounder as compared to the M3. Where the BMW has become hyper-focused on performance, Lexus remembers these might be most drivers’ only car, so comfort and road compliance goes a long way towards daily enjoyment.

Performance

This one is tough because, obviously, the BMW M3 is far quicker in every driving situation than the IS500, but performance includes theater. BMW’s obsession with track times and cornering g-force numbers means it drives in a more sterile way. It’s fantastic and impressive, but a bit harder to fall into a “flow” when not on a racetrack. The IS500 sings and dances all along the journey, while the M3 shouts and carves up the street. It’s a completely different experience.

This stark difference means you really must choose what you value most. The BMW is far more effective, powerful and sharp, but the Lexus has exponentially more character and grace. The M3 hides your sloppy mistakes, where the Lexus doesn’t. M3 can easily make you look like a hero, where IS500 rewards a bit more of a wrestle while driving harder. The M3 has always been a fantastic performer up to its limit, which is undoubtedly much higher than your (the driver’s) own limit. The Lexus, by comparison, is much happier at around six or seven tenths.

I love how BMW has continued to up the ante with the M3 consistently over the generations, but the charismatic soul of Lexus’s IS500 is unquestionably just as impressive, just in a different way. BMW may have removed its slick seven-speed DCT from the lineup, and the only way to get a stick is in non-competition form, but the ZF eight-speed is best tuned in a BMW, and the version in the M3 is miles better than the Lexus Direct-Shift eight-speed slush box.

Comfort

Easy win for the Lexus here. While I truly love BMW’s seats, particularly in M cars, the IS500 just does all-around comfort better. It rides better, its seats are, unbelievably, more forgiving, even than BMW’s brilliant sport seats, and especially, the carbon buckets. It feels smaller, and easier to maneuver than the BMW, too. Its heated seats burn hotter, and ventilated setting blows cooler up your backside. I can’t think of a single aspect where the M3 is more comfortable. It’s not uncomfortable, just not as forgiving in any way as the IS500.

Technology

Being a massive fan of the Lexus’s wonderful sound system isn’t enough to allow it to win on this topic. BMW has over-complicated its infotainment systems, but the sheer number of settings and trick features built into it is impressive. The ever-expanding widescreen has really grown on me, and the clarity of the graphics is great. Yes, that Mark Levinson Lexus sound, but it’s not like BMW’s Harman Kardon system is a let-down. Quite the opposite. It’s also very impressive and one I often look forward to listening to. BMW has tech in the bag at the moment.

Our Recommendation For Which Model You Should Buy

The three cars couldn’t be more different. If you want to be swaddled mile after mile in complete comfort, but also serenaded by one of the industry’s best-sounding V-8 engines, in a chassis with gobs of mechanical grip, then perhaps it’s the Lexus IS500 you’d go for. If you want to be different, but still crave character and capability, with a good-ol manual transmission, the

is your car.

Maybe, though, you should just let the Germans do what they do best, and sell you an icon that will run circles around some of the world’s best sports cars, then just go for the quintessential BMW M3. These three are so unique in the way they go about executing the sport sedan segment that choosing between them really does come down to how closely one would match your own personality. They offer vastly different experiences, while arriving at a fairly similar end goal.

I personally chose the Cadillac, but wouldn’t fault anyone for going with either of the others. In fact, there are many elements of both the IS500 and M3 that I wish my Blackwing had. It’s OK to have healthy competition. If you find yourself behind the wheel of these three, you’ll always feel like a champion, and that’s all that really matters in a performance car at the end of the day.