It’s sad but true that performance cars no longer come as is, with a ‘one-size-fits-all’ approach. There isn’t a sedan here that doesn’t have multiple settings for suspension, steering, transmission and what have you.
At face value, the Lexus wins the complexity comp. Three dynamic modes ( Normal, Sport and Sport+), three torque-vectoring settings ( Standard, Slalom, Track) and even an Acceleration Sound Control button that makes in-cabin acoustics a little more colourful, in a slightly weird fashion. But the dynamic modes only alter steering weight, auto shift mapping, throttle response and ESC threshold.
Like the GS-F, the Clubsport’s damping rates are fixed, but its Driver Preference Dial groups together throttle sensitivity, bi-model exhaust loudness, steering weight and ESC calibration. We drove it solely in Sport or Performance (if only for that exhaust noise) but there’s also Tour for escaping tight parking spaces post extra-marital rendezvous. And launch control.
The M3 and C63 take multiple settings into tertiary education territory. All you need to know is that the C63 S works brilliantly when its Individual dynamic mode has Comfort suspension, Sport drivetrain, Sport+ exhaust and ESP Sport. The ace up M3’s sleeve is a pair of M Drive buttons. We preferred Comfort damping in town, Comfort steering for parking, Sport damping on twisty roads and Sport steering most of the time. Plus M Dynamic Mode ( MDM) for ESC and a mid setting for the gearshift speed.
Ah, the good old days, when things were simple….