2IS Reviews
07-21-05, 07:44 PM
#1
Guest
Posts: n/a
2IS Reviews
Hello everyone, we had this in the GS forum https://www.clublexus.com/forums/sho...hlight=reviews
and it worked very well. Please post ONLY IS 250/350 Reviews.
Please ONLY add OLD AND NEW articles with links. Please do not add comments in this thread. This thread is only for thread reviews
2006 Lexus IS
Lexus has officially unveiled its new Lexus IS family: The IS 250 features a 2.5-liter V6 engine and either a six-speed manual transmission, or a new six-speed automatic transmission with steering wheel-mounted paddle shifters routing power to the rear wheels. The IS 250 AWD also has the six-speed paddle-shift. The IS 350 is powered by a 3.5-liter V6 engine backed by the paddle-shifted six-speed automatic transmission. Two brand-new V6 engines debut in the new IS sedans. The 2.5-liter version found in the IS 250 uses dual Variable Valve Timing with Intelligence (VVT-i) and a new direct-to-cylinder fuel injection system to help deliver 204 horsepower and 185 lb.-ft. of torque. The new 3.5-liter version develops a best-in-class 306 horsepower and 277 lb.-ft. of torque, resulting in an estimated 0-60 mph time of 5.6 seconds. Stay tuned for the complete AutoWeek report on the new IS.
and it worked very well. Please post ONLY IS 250/350 Reviews.
Please ONLY add OLD AND NEW articles with links. Please do not add comments in this thread. This thread is only for thread reviews
Originally Posted by savant17
Lexus has officially unveiled its new Lexus IS family: The IS 250 features a 2.5-liter V6 engine and either a six-speed manual transmission, or a new six-speed automatic transmission with steering wheel-mounted paddle shifters routing power to the rear wheels. The IS 250 AWD also has the six-speed paddle-shift. The IS 350 is powered by a 3.5-liter V6 engine backed by the paddle-shifted six-speed automatic transmission. Two brand-new V6 engines debut in the new IS sedans. The 2.5-liter version found in the IS 250 uses dual Variable Valve Timing with Intelligence (VVT-i) and a new direct-to-cylinder fuel injection system to help deliver 204 horsepower and 185 lb.-ft. of torque. The new 3.5-liter version develops a best-in-class 306 horsepower and 277 lb.-ft. of torque, resulting in an estimated 0-60 mph time of 5.6 seconds. Stay tuned for the complete AutoWeek report on the new IS.
Last edited by LexFather; 07-24-05 at 07:46 PM.
07-22-05, 02:17 PM
#2
Lexus Connoisseur
The meaning of "IS" is...what?
http://www.thecarconnection.com/Vehi...184.A8929.html
2006 Lexus IS 250/IS 350
The meaning of "IS" is...what?
by Paul A. Eisenstein (2005-07-18)
As a former U.S. president once asked, what is "IS"? In this particular instance, the subject at hand has nothing to do with illicit relations, but rather with automobiles. For 2006, Lexus launches the second generation of its entry-luxury IS sedan, and perhaps the biggest challenge the automaker faces is giving potential buyers a clear idea of what the '06 model is meant to represent.
First introduced five years ago, the original Lexus IS was billed as a hip, sporty and affordable alternative to the Japanese luxury maker's flagship LS 430. The smaller sedan did draw in some of the young, trend-setting buyers that otherwise ignored Lexus showrooms, but their numbers were small, the IS series failing to pose a serious challenge to the segment benchmark, BMW's best-selling 3-Series.
So Lexus is trying again, with an all-new sedan that starts out with a stiff and solid platform onto which it bolts a variety of high-tech features unexpected in this reasonably low-price segment. The result is a slick and sophisticated vehicle intended to attract a phalanx of new buyers and, in turn, to add more zip to the overall Lexus image.
To see if the new IS lives up to those lofty expectations, we headed to Willow Springs Raceway, a two-hour drive from Los Angeles. With its long straights and sweeping corners, Willow Springs likes to bill itself as "the fastest road in the West." The day we wound up in the parched brown Antelope Valley, it was certainly the hottest, the 109-degree heat baking the track like a convection oven.
The very idea of taking track time in a Lexus might seem anathema to the image of Toyota's top-line brand. The defining LS430 is the ultimate freeway cruiser, lavish, smooth, and uncannily quiet - but also the antithesis of a driver's machine. The IS is intended as a sort of antidote for such somnambulant products. While Lexus is, on the whole, an aspirational brand for millions of Baby Boomers - the brand's median owner is 59 years old - the typical IS owner is just 29.
Lexus is betting that to win over more of these buyers it needs a credible competitor to the 3-Series. With the 2006 remake, the automaker begins by borrowing the platform first introduced, earlier this year, on the more up-market GS sedan. Though slightly shortened in IS trim, the wheelbase is about 2.5 inches longer than the old IS, overall length growing three inches.
More power with two powertrains
The 2006 sedan is offered with a pair of new engines, the "base" being a peppy, 2.5-liter V-6. As you'd expect, it's a technically slick powertrain, among other things introducing direct-injection to Lexus' U.S. line-up. Pumping 204-horsepower and 185 lb-ft of torque, it's offered in combination with either a new six-speed automatic with paddle-operated manual shift mode, or a six-speed stick. And you can opt for an AWD version that maintains the car's rear-drive bias.
With direct injection, gas is squirted directly into the cylinder, improving the air/fuel mix to deliver better mileage and lower emissions. Lexus promises a "substantial" boost in fuel economy, though it's not yet ready with government-certified numbers.
The high-line IS350 features a new, 3.5-liter V-6. It also uses DI technology, but adds a second set of port injectors for even more control over ignition, an advantage during cold starts. Unfortunately, the larger engine is not available with either a manual transmission or all-wheel-drive, though considering the unexpected success of the AWD option in the recent GS series, Lexus officials broadly hint they may expand the technology's availability. That would prove particularly attractive in northern climes, where sales of Lexus rear-drive sedans crawls to a halt during the winter months.
The bigger engine does come with a driver-friendly performance suspension package, a good way to keep all that power on the road. This package will launch you from 0-60 in an impressive 5.6 seconds, while top speed is governed out at 142 mph.
We were especially pleased with the paddle shifters, which made it uncannily intuitive to shift. The crisp, short-throw manual on the IS 250, meanwhile, was about as good a stick as any in the class, nearly as good as BMW's 3-er.
An exercise in acronyms
These days, attending a Lexus preview is an exercise in acronyms. The Toyota division lives and dies by technology, even at the low-end of its line-up, the new IS featuring such things as Electronic Brake Force Distribution (EBD), Brake Assist, (BA), and an advanced stability control system, dubbed VDIM, that pulls all that technology into harmony.
A new tire pressure monitoring system allows an owner to swap between two different sets of tires without throwing off calibration. Hill Assist automatically applies the brakes when you start off on a steep climb to keep you from rolling backwards.
If all that's not enough, there are optional features, such as AFS, er, adaptive front headlight system, radar-guided active cruise control, or ACC, and the latest in voice-programmable navigation. We were disappointed by the car's hands-free Bluetooth communication system, however, which refused to sync up with the popular new Palm Treo 650 cellphone. (A fix for this and other PDA phones is reportedly in the works.)
All that hardware - and software - is squeezed under sheetmetal that's decidedly better looking than the original, and decidedly undistinguished IS. Let's face it, Lexus has not been what you'd call a design trend-setter, though the brand is intent on changing that. This year's GS introduced a more distinctive design theme dubbed L-finesse. It's meant to be simple, sporty and elegant. L-finesse is a work in progress, and it's likely to be some time before Lexus gets where it needs to go. But the new IS definitely does take the theme up another notch.
Finessing design
The cowl sits low, building into a rear-biased wedge. The tail sits high, a design touch that offers distinct aerodynamic advantages. And indeed, at 0.28, the IS claims about the lowest drag coefficient in its class.
The cabin continues the design theme, carrying over the subtle, reverse-Z lines incorporated into L-finesse. This is not nearly as sophisticated a cockpit as the GS or LS, but its also significantly less expensive. And with that in mind, you may forget you're at the bottom of the luxury segment here. The look is generally handsome, but as with the exterior, one can say the theme is still evolving.
The added inches on the new IS have largely gone into the rear seat. There's more room than before - and definitely more than in a 3-Series - but rear passengers aren't going to stretch out luxuriantly.
We found the driver's side of the IS250 AWD model cramped around the footwell, by the way, due to the awkward intrusion of the transfer case.
Incidentally, Lexus has dropped the wagon version of the new IS, but we're told other body styles are under consideration.
Making tracks
Mastering Willow Springs takes a bit of daring. It's easy to lift off the throttle too early and not get the full benefit of this fast track, but the IS encourages you to push a little harder on each lap. The 250 is quick and nimble, but the 350 positively pushes you back into your seat as you blast down the straights. And the car flawlessly tracks the line as it races around the sweeping back corner, known as Turn 9.
A modified version of the GS sedan's electric power steering is arguably the best in its class. It seamlessly adjusts steering effort to match driving conditions. The IS suspension is based on the GS's, too, but has been modified to deliver a somewhat more sporty feel. And when you need them, the IS's massive brakes are there to stop you fast.
As one of our colleagues accurately pointed out at the end of a long afternoon's driving, the IS rewards subtlety and smoothness. In fact, a good driver will likely seldom notice all the high-tech traction gear, even during a four-wheel drift. On the other hand, the VDIM system is ready to step in if you make a mistake, quickly pulling things back in line. We have to agree with Lexus' technology wiz, Paul Williamsen, who insists that the IS will likely make most folks feel like better drivers.
But let's face it, mistakes will be made, and the new IS boasts an astounding array of safety features. Let's start with the new Twin Chamber frontal airbags. Thing of them as, essentially, two airbags in one, designed to minimize facial injuries. There are twin knee bags up front, as well. Add front and rear seat-mounted side airbags, and ceiling mounted bags for both rows.
There's also the Pre-Collision system first introduced on the GS. Paired with the radar-guided Active Cruise Control, it can sense if a collision is imminent and take steps to either avoid it or, if there's no alternative, prepare the cabin to reduce injuries.
Bold goals
Though an admirable first effort, it was easy to find fault with the original Lexus IS. You have to look a lot harder this time around. Oh, there are some flaws. The steering wheel on the first 250 we drove was too smooth and easy to lose your grip. But from 30,000 feet, it's hard to do much more than admire the automaker's second attempt.
No, it's not quite a BMW, but the new IS comes temptingly close. Lexus is confident that sales will soar by 400 percent or more when this new model hits market in the coming months. We'd be hard-pressed to disagree.
2006 Lexus IS
Base price: $35,000 (est.)
Engine: IS250: all-aluminum 2.5-liter, direct-injection V-6, 204 hp/185 lb-ft; IS350: 3.5-liter direct-injection V-6, 306 hp/277 lb-ft
Transmission: Six-speed manual or six-speed automatic with manual mode and paddle shifters, optional all-wheel drive; six-speed automatic with manual mode and paddle shifters (IS350)
Wheelbase: 107.5 in
Length x width x height: 180.1 in x 70.9 in x 56.1 inches
Curb weight: 3455 lb (IS 250 with manual transmission) - 3651 lb (IS 250 with auto transmission and AWD)
Fuel economy (EPA city/hwy): N/A
Safety features: Anti-lock brakes, traction control and stability control; dual front, knee, side front and rear, and side curtain airbags
Major standard features: Dual-zone automatic climate control; tilt steering wheel; cruise control; power windows/mirrors/locks; keyless entry and keyless starter with immobilizer system and push-start; AM/FM/satellite/CD audio; seat heaters.
Warranty: Four-year/50,000-mile basic warranty
2006 Lexus IS 250/IS 350
The meaning of "IS" is...what?
by Paul A. Eisenstein (2005-07-18)
As a former U.S. president once asked, what is "IS"? In this particular instance, the subject at hand has nothing to do with illicit relations, but rather with automobiles. For 2006, Lexus launches the second generation of its entry-luxury IS sedan, and perhaps the biggest challenge the automaker faces is giving potential buyers a clear idea of what the '06 model is meant to represent.
First introduced five years ago, the original Lexus IS was billed as a hip, sporty and affordable alternative to the Japanese luxury maker's flagship LS 430. The smaller sedan did draw in some of the young, trend-setting buyers that otherwise ignored Lexus showrooms, but their numbers were small, the IS series failing to pose a serious challenge to the segment benchmark, BMW's best-selling 3-Series.
So Lexus is trying again, with an all-new sedan that starts out with a stiff and solid platform onto which it bolts a variety of high-tech features unexpected in this reasonably low-price segment. The result is a slick and sophisticated vehicle intended to attract a phalanx of new buyers and, in turn, to add more zip to the overall Lexus image.
To see if the new IS lives up to those lofty expectations, we headed to Willow Springs Raceway, a two-hour drive from Los Angeles. With its long straights and sweeping corners, Willow Springs likes to bill itself as "the fastest road in the West." The day we wound up in the parched brown Antelope Valley, it was certainly the hottest, the 109-degree heat baking the track like a convection oven.
The very idea of taking track time in a Lexus might seem anathema to the image of Toyota's top-line brand. The defining LS430 is the ultimate freeway cruiser, lavish, smooth, and uncannily quiet - but also the antithesis of a driver's machine. The IS is intended as a sort of antidote for such somnambulant products. While Lexus is, on the whole, an aspirational brand for millions of Baby Boomers - the brand's median owner is 59 years old - the typical IS owner is just 29.
Lexus is betting that to win over more of these buyers it needs a credible competitor to the 3-Series. With the 2006 remake, the automaker begins by borrowing the platform first introduced, earlier this year, on the more up-market GS sedan. Though slightly shortened in IS trim, the wheelbase is about 2.5 inches longer than the old IS, overall length growing three inches.
More power with two powertrains
The 2006 sedan is offered with a pair of new engines, the "base" being a peppy, 2.5-liter V-6. As you'd expect, it's a technically slick powertrain, among other things introducing direct-injection to Lexus' U.S. line-up. Pumping 204-horsepower and 185 lb-ft of torque, it's offered in combination with either a new six-speed automatic with paddle-operated manual shift mode, or a six-speed stick. And you can opt for an AWD version that maintains the car's rear-drive bias.
With direct injection, gas is squirted directly into the cylinder, improving the air/fuel mix to deliver better mileage and lower emissions. Lexus promises a "substantial" boost in fuel economy, though it's not yet ready with government-certified numbers.
The high-line IS350 features a new, 3.5-liter V-6. It also uses DI technology, but adds a second set of port injectors for even more control over ignition, an advantage during cold starts. Unfortunately, the larger engine is not available with either a manual transmission or all-wheel-drive, though considering the unexpected success of the AWD option in the recent GS series, Lexus officials broadly hint they may expand the technology's availability. That would prove particularly attractive in northern climes, where sales of Lexus rear-drive sedans crawls to a halt during the winter months.
The bigger engine does come with a driver-friendly performance suspension package, a good way to keep all that power on the road. This package will launch you from 0-60 in an impressive 5.6 seconds, while top speed is governed out at 142 mph.
We were especially pleased with the paddle shifters, which made it uncannily intuitive to shift. The crisp, short-throw manual on the IS 250, meanwhile, was about as good a stick as any in the class, nearly as good as BMW's 3-er.
An exercise in acronyms
These days, attending a Lexus preview is an exercise in acronyms. The Toyota division lives and dies by technology, even at the low-end of its line-up, the new IS featuring such things as Electronic Brake Force Distribution (EBD), Brake Assist, (BA), and an advanced stability control system, dubbed VDIM, that pulls all that technology into harmony.
A new tire pressure monitoring system allows an owner to swap between two different sets of tires without throwing off calibration. Hill Assist automatically applies the brakes when you start off on a steep climb to keep you from rolling backwards.
If all that's not enough, there are optional features, such as AFS, er, adaptive front headlight system, radar-guided active cruise control, or ACC, and the latest in voice-programmable navigation. We were disappointed by the car's hands-free Bluetooth communication system, however, which refused to sync up with the popular new Palm Treo 650 cellphone. (A fix for this and other PDA phones is reportedly in the works.)
All that hardware - and software - is squeezed under sheetmetal that's decidedly better looking than the original, and decidedly undistinguished IS. Let's face it, Lexus has not been what you'd call a design trend-setter, though the brand is intent on changing that. This year's GS introduced a more distinctive design theme dubbed L-finesse. It's meant to be simple, sporty and elegant. L-finesse is a work in progress, and it's likely to be some time before Lexus gets where it needs to go. But the new IS definitely does take the theme up another notch.
Finessing design
The cowl sits low, building into a rear-biased wedge. The tail sits high, a design touch that offers distinct aerodynamic advantages. And indeed, at 0.28, the IS claims about the lowest drag coefficient in its class.
The cabin continues the design theme, carrying over the subtle, reverse-Z lines incorporated into L-finesse. This is not nearly as sophisticated a cockpit as the GS or LS, but its also significantly less expensive. And with that in mind, you may forget you're at the bottom of the luxury segment here. The look is generally handsome, but as with the exterior, one can say the theme is still evolving.
The added inches on the new IS have largely gone into the rear seat. There's more room than before - and definitely more than in a 3-Series - but rear passengers aren't going to stretch out luxuriantly.
We found the driver's side of the IS250 AWD model cramped around the footwell, by the way, due to the awkward intrusion of the transfer case.
Incidentally, Lexus has dropped the wagon version of the new IS, but we're told other body styles are under consideration.
Making tracks
Mastering Willow Springs takes a bit of daring. It's easy to lift off the throttle too early and not get the full benefit of this fast track, but the IS encourages you to push a little harder on each lap. The 250 is quick and nimble, but the 350 positively pushes you back into your seat as you blast down the straights. And the car flawlessly tracks the line as it races around the sweeping back corner, known as Turn 9.
A modified version of the GS sedan's electric power steering is arguably the best in its class. It seamlessly adjusts steering effort to match driving conditions. The IS suspension is based on the GS's, too, but has been modified to deliver a somewhat more sporty feel. And when you need them, the IS's massive brakes are there to stop you fast.
As one of our colleagues accurately pointed out at the end of a long afternoon's driving, the IS rewards subtlety and smoothness. In fact, a good driver will likely seldom notice all the high-tech traction gear, even during a four-wheel drift. On the other hand, the VDIM system is ready to step in if you make a mistake, quickly pulling things back in line. We have to agree with Lexus' technology wiz, Paul Williamsen, who insists that the IS will likely make most folks feel like better drivers.
But let's face it, mistakes will be made, and the new IS boasts an astounding array of safety features. Let's start with the new Twin Chamber frontal airbags. Thing of them as, essentially, two airbags in one, designed to minimize facial injuries. There are twin knee bags up front, as well. Add front and rear seat-mounted side airbags, and ceiling mounted bags for both rows.
There's also the Pre-Collision system first introduced on the GS. Paired with the radar-guided Active Cruise Control, it can sense if a collision is imminent and take steps to either avoid it or, if there's no alternative, prepare the cabin to reduce injuries.
Bold goals
Though an admirable first effort, it was easy to find fault with the original Lexus IS. You have to look a lot harder this time around. Oh, there are some flaws. The steering wheel on the first 250 we drove was too smooth and easy to lose your grip. But from 30,000 feet, it's hard to do much more than admire the automaker's second attempt.
No, it's not quite a BMW, but the new IS comes temptingly close. Lexus is confident that sales will soar by 400 percent or more when this new model hits market in the coming months. We'd be hard-pressed to disagree.
2006 Lexus IS
Base price: $35,000 (est.)
Engine: IS250: all-aluminum 2.5-liter, direct-injection V-6, 204 hp/185 lb-ft; IS350: 3.5-liter direct-injection V-6, 306 hp/277 lb-ft
Transmission: Six-speed manual or six-speed automatic with manual mode and paddle shifters, optional all-wheel drive; six-speed automatic with manual mode and paddle shifters (IS350)
Wheelbase: 107.5 in
Length x width x height: 180.1 in x 70.9 in x 56.1 inches
Curb weight: 3455 lb (IS 250 with manual transmission) - 3651 lb (IS 250 with auto transmission and AWD)
Fuel economy (EPA city/hwy): N/A
Safety features: Anti-lock brakes, traction control and stability control; dual front, knee, side front and rear, and side curtain airbags
Major standard features: Dual-zone automatic climate control; tilt steering wheel; cruise control; power windows/mirrors/locks; keyless entry and keyless starter with immobilizer system and push-start; AM/FM/satellite/CD audio; seat heaters.
Warranty: Four-year/50,000-mile basic warranty
07-23-05, 01:04 PM
#3
Speaks French in Russian
Hope this isnt a repost.
New Lexus IS Ready to Duel
By Christie Schweinsberg
WardsAuto.com, Jul 21 2005
With redesigned IS, Lexus hopes to steal away some of the segment-leading 3-Series' market share.
PASADENA, CA – Compared with the LS and ES, the IS has never been much of a performer for Toyota Motor Corp.'s Lexus luxury division. The entry sport sedan at its peak sold 22,486 units (2001) and this year is dying a slow, painful death, with just 2,617 units moved in the first six months.
Next to the mighty BMW 3-Series, which tallied 48,953 units in the same period, the IS has been a resounding dud. Nevertheless, company officials say it brought a younger demographic into the brand, with an average buyer age of 29.
New IS design striking.
Now, with the '06 IS poised to launch in October, Lexus says it expects a whopping 600% annual sales hike. That expectation at first appears to be an exaggeration, but this is the same company that called for quadrupling sales of its perennially underperforming GS midsize sport sedan – and is meeting that target. (See related story: Lexus Looking for 600% Sales Increase With New IS)
In other words, if any auto maker can deliver those kinds of gains – and by definition learn from its foibles – Toyota can.
Lexus has its work cut out for it. Just as there is an all-new IS, there is a new 3-Series, which by almost all reviews is a stellar offering, unlikely to cede its place at the top of the lower luxury segment anytime soon.
For the second-generation IS, Lexus dumps the poorly selling SportCross hatch and wagon variants worldwide. It now offers three trims in the U.S.: the IS 250, IS 250 all-wheel drive and IS 350, indicating a new lineup of 2.5L and 3.5L gasoline V-6s (Europe gets a diesel).
The IS 250 with rear-wheel drive comes standard with a new 6-speed manual transmission featuring an all-aluminum case. There are three new automatics. They include a compact 6-speed optional for the IS 250 RWD, a 6-speed unit for the IS 350 that is shared with the GS 430 and a different 6-speed automatic for the IS 250 AWD.
All automatics have what Lexus calls multi-mode sport shifting, allowing drivers to change gears via a gated pattern for the floor-located lever, or with paddle shifters behind the steering wheel. A shift indicator can display in the instrument cluster which gear the car has actually engaged vs. the gear the driver has chosen.
The two V-6s are new and packed with technology, including the powertrain sector's fastest-moving new technology, direct gasoline injection (DGI).
The 3.5L V-6 (2GR-FSE for Toyota engine-code fanatics) is the engine that also should power the new GS midsizer, as it cranks out an eye-opening 306 hp vs. the 245 hp coming from the GS' port-injected 3L DOHC V-6.
Thank the unique DGI technology for a lot of that thrust. For the 3.5L V-6, Toyota unashamedly calls it the “most advanced direct-injection system on the market” and may be able to back up that claim.
In addition to the conventional DGI layout that places the primary fuel injection in the cylinder, Toyota's new system adds a supplementary fuel injector in each intake port. Yes, the engine employs both direct and indirect injection.
Toyota engineers say the design generates ideal air/fuel mixture formation for any given driving condition. Optimizing the mixture composition, they say, boosts power, cuts fuel consumption and reduces emissions.
The 306 horses propel this engine to the front of an already potent pack of new V-6s from Japan, surpassing the 300-hp ratings for top variants of Honda and Nissan 3.5L mills.
Lexus says the IS exists as the sportiest of its sedans. Unlike its European rivals, its “entry” sport sedan gets demonstrably more power than its larger, costlier stablemates. Lexus expects about 20% of buyers to opt for the 3.5L model. But after test-drives here, that expectation may be too low, as the 2.5L DOHC V-6 in the IS 250 models churns out just 204 hp.
Although the 2.5L uses only direct injection to produce adequate punch – particularly if one liberally exercises the paddle shifters – 102 hp between the two engines will be hard for today's horsepower-hungry consumers to ignore.
Not only is it unlikely 80% of buyers will be satisfied with the 2.5L's 204-hp output, the base engine actually represents a power regression: The outgoing IS' 3L DOHC inline 6-cyl. makes 215 hp.
Lexus may be expecting a disproportionate take rate for the IS 250 because it offers AWD, a second for the brand (the '06 GS was the first Lexus car to offer AWD).
While it is true buyers in the northern climates tend to favor the feature to facilitate getting around, the lure of an extra 102 horses may mean those in intemperate regions go for the IS 350 and simply get friendly with snow tires.
In both city and highway driving, the IS is competent and downright nimble. It has remained on the compact side and not added many inches in any direction.
Just 2.4 ins. (6 cm) are added to the wheelbase vs. the previous generation.
Curb weight tops out at 3,651 lbs. (1,590 kg) for the IS 250 with AWD and automatic tranny. The previous-generation IS 300 weighed 3,255 lbs. (1,418 kg).
However, in its constant quest to improve, Toyota may have gone a bit too far with the new IS. Some of the sharpness of the outgoing model is lost.
Even so, body roll is virtually non-existent, except for the most extreme cornering maneuvers, and the ride is the epitome of supple. Although that is usually a good thing, the small cadre of IS loyalists may view the jostling endured by occupants in the old model as a sign design priorities focused on refinement.
Toyota has redesigned the front double-wishbone suspension, a layout typically thought to reflect an emphasis on sportiness, to add additional strength and stability, as well as reduce noise, vibration and harshness. Derived from the GS, the revised suspension is 0.79 ins. (20 mm) shorter in the IS due to its lower hood line.
The vehicle's rear multi-link suspension arrangement replaces the outgoing IS' double-wishbone design.
Acceleration, Lexus gloats, is a best-in-class 5.6 seconds from 0-60 mph (97 km/h) for the IS 350, while the 2.3 seconds added to the IS 250 models reflects the detrimental effects of less power and more weight.
Vehicle Stability Control is standard on the 250. The 350 gets, as did the GS 430, Lexus' fancy new Vehicle Dynamics Integrated Management (VDIM), which combines VSC with antilock brakes, electronic brake distribution, electronic power steering, brake assist and traction control.
Adaptive cruise control is optional on automatic-transmission vehicles. Unlike the GS, it does not enjoy electronically controlled braking.
There are airbags aplenty in the IS, including a first-ever application of a twin-chamber bag on the front passenger side. The unique design means instead of “taking it on the chin,” passengers will feel the greatest impact from the airbag in the chest/shoulder region.
Inside, there is enough whiz-bang technology to make any übergeek salivate.
For the first time, the IS has a navigation system, which, upon testing here, could use a bit of work. It took 10 minutes to dope out the procedure to scroll the map.
To mention all the tech toys would be boorish. But one of note is a smog sensor, which can spare passengers from odoriferous emanations coming from another vehicle, as well as anything or anyone in the environment outside their car by automatically sealing off fresh-air intake.
Top-notch materials featured in IS interior.
Styling, both exterior and interior, is striking. The IS wears the new Lexus design language, L-Finesse, better than the plumpish new GS. The high beltline and muscular look is more natural and less forced on the smaller car.
Inside, materials are of the utmost quality. Especially fetching is the headliner fabric, known only at this point as “Lexus material,” which is a faux suede the auto maker says it plans to use in the next-generation, lux-oriented ES and LS sedans.
Pricing for the IS will be announced in September in advance of its mid-October on-sale date. Company officials promise a competitively priced entry, meaning a sub-$30,000 starting point for the IS 250.
Speaking of the competition, BMW likely will retain its core customers, although a few may stray. But other sport sedans in the IS' gun site – namely Infiniti's successful G35 – may see their market share drop.
The G35 is the third best-selling vehicle in the lower luxury segment, calendar year-to-date, according to Ward's data. But relatively speaking, it is a bit long in the tooth, having debuted in 2002 as an '03 model and not scheduled for a redo anytime soon.
http://wardsauto.com/ar/auto_new_lexus_ready/index.htm
New Lexus IS Ready to Duel
By Christie Schweinsberg
WardsAuto.com, Jul 21 2005
With redesigned IS, Lexus hopes to steal away some of the segment-leading 3-Series' market share.
PASADENA, CA – Compared with the LS and ES, the IS has never been much of a performer for Toyota Motor Corp.'s Lexus luxury division. The entry sport sedan at its peak sold 22,486 units (2001) and this year is dying a slow, painful death, with just 2,617 units moved in the first six months.
Next to the mighty BMW 3-Series, which tallied 48,953 units in the same period, the IS has been a resounding dud. Nevertheless, company officials say it brought a younger demographic into the brand, with an average buyer age of 29.
New IS design striking.
Now, with the '06 IS poised to launch in October, Lexus says it expects a whopping 600% annual sales hike. That expectation at first appears to be an exaggeration, but this is the same company that called for quadrupling sales of its perennially underperforming GS midsize sport sedan – and is meeting that target. (See related story: Lexus Looking for 600% Sales Increase With New IS)
In other words, if any auto maker can deliver those kinds of gains – and by definition learn from its foibles – Toyota can.
Lexus has its work cut out for it. Just as there is an all-new IS, there is a new 3-Series, which by almost all reviews is a stellar offering, unlikely to cede its place at the top of the lower luxury segment anytime soon.
For the second-generation IS, Lexus dumps the poorly selling SportCross hatch and wagon variants worldwide. It now offers three trims in the U.S.: the IS 250, IS 250 all-wheel drive and IS 350, indicating a new lineup of 2.5L and 3.5L gasoline V-6s (Europe gets a diesel).
The IS 250 with rear-wheel drive comes standard with a new 6-speed manual transmission featuring an all-aluminum case. There are three new automatics. They include a compact 6-speed optional for the IS 250 RWD, a 6-speed unit for the IS 350 that is shared with the GS 430 and a different 6-speed automatic for the IS 250 AWD.
All automatics have what Lexus calls multi-mode sport shifting, allowing drivers to change gears via a gated pattern for the floor-located lever, or with paddle shifters behind the steering wheel. A shift indicator can display in the instrument cluster which gear the car has actually engaged vs. the gear the driver has chosen.
The two V-6s are new and packed with technology, including the powertrain sector's fastest-moving new technology, direct gasoline injection (DGI).
The 3.5L V-6 (2GR-FSE for Toyota engine-code fanatics) is the engine that also should power the new GS midsizer, as it cranks out an eye-opening 306 hp vs. the 245 hp coming from the GS' port-injected 3L DOHC V-6.
Thank the unique DGI technology for a lot of that thrust. For the 3.5L V-6, Toyota unashamedly calls it the “most advanced direct-injection system on the market” and may be able to back up that claim.
In addition to the conventional DGI layout that places the primary fuel injection in the cylinder, Toyota's new system adds a supplementary fuel injector in each intake port. Yes, the engine employs both direct and indirect injection.
Toyota engineers say the design generates ideal air/fuel mixture formation for any given driving condition. Optimizing the mixture composition, they say, boosts power, cuts fuel consumption and reduces emissions.
The 306 horses propel this engine to the front of an already potent pack of new V-6s from Japan, surpassing the 300-hp ratings for top variants of Honda and Nissan 3.5L mills.
Lexus says the IS exists as the sportiest of its sedans. Unlike its European rivals, its “entry” sport sedan gets demonstrably more power than its larger, costlier stablemates. Lexus expects about 20% of buyers to opt for the 3.5L model. But after test-drives here, that expectation may be too low, as the 2.5L DOHC V-6 in the IS 250 models churns out just 204 hp.
Although the 2.5L uses only direct injection to produce adequate punch – particularly if one liberally exercises the paddle shifters – 102 hp between the two engines will be hard for today's horsepower-hungry consumers to ignore.
Not only is it unlikely 80% of buyers will be satisfied with the 2.5L's 204-hp output, the base engine actually represents a power regression: The outgoing IS' 3L DOHC inline 6-cyl. makes 215 hp.
Lexus may be expecting a disproportionate take rate for the IS 250 because it offers AWD, a second for the brand (the '06 GS was the first Lexus car to offer AWD).
While it is true buyers in the northern climates tend to favor the feature to facilitate getting around, the lure of an extra 102 horses may mean those in intemperate regions go for the IS 350 and simply get friendly with snow tires.
In both city and highway driving, the IS is competent and downright nimble. It has remained on the compact side and not added many inches in any direction.
Just 2.4 ins. (6 cm) are added to the wheelbase vs. the previous generation.
Curb weight tops out at 3,651 lbs. (1,590 kg) for the IS 250 with AWD and automatic tranny. The previous-generation IS 300 weighed 3,255 lbs. (1,418 kg).
However, in its constant quest to improve, Toyota may have gone a bit too far with the new IS. Some of the sharpness of the outgoing model is lost.
Even so, body roll is virtually non-existent, except for the most extreme cornering maneuvers, and the ride is the epitome of supple. Although that is usually a good thing, the small cadre of IS loyalists may view the jostling endured by occupants in the old model as a sign design priorities focused on refinement.
Toyota has redesigned the front double-wishbone suspension, a layout typically thought to reflect an emphasis on sportiness, to add additional strength and stability, as well as reduce noise, vibration and harshness. Derived from the GS, the revised suspension is 0.79 ins. (20 mm) shorter in the IS due to its lower hood line.
The vehicle's rear multi-link suspension arrangement replaces the outgoing IS' double-wishbone design.
Acceleration, Lexus gloats, is a best-in-class 5.6 seconds from 0-60 mph (97 km/h) for the IS 350, while the 2.3 seconds added to the IS 250 models reflects the detrimental effects of less power and more weight.
Vehicle Stability Control is standard on the 250. The 350 gets, as did the GS 430, Lexus' fancy new Vehicle Dynamics Integrated Management (VDIM), which combines VSC with antilock brakes, electronic brake distribution, electronic power steering, brake assist and traction control.
Adaptive cruise control is optional on automatic-transmission vehicles. Unlike the GS, it does not enjoy electronically controlled braking.
There are airbags aplenty in the IS, including a first-ever application of a twin-chamber bag on the front passenger side. The unique design means instead of “taking it on the chin,” passengers will feel the greatest impact from the airbag in the chest/shoulder region.
Inside, there is enough whiz-bang technology to make any übergeek salivate.
For the first time, the IS has a navigation system, which, upon testing here, could use a bit of work. It took 10 minutes to dope out the procedure to scroll the map.
To mention all the tech toys would be boorish. But one of note is a smog sensor, which can spare passengers from odoriferous emanations coming from another vehicle, as well as anything or anyone in the environment outside their car by automatically sealing off fresh-air intake.
Top-notch materials featured in IS interior.
Styling, both exterior and interior, is striking. The IS wears the new Lexus design language, L-Finesse, better than the plumpish new GS. The high beltline and muscular look is more natural and less forced on the smaller car.
Inside, materials are of the utmost quality. Especially fetching is the headliner fabric, known only at this point as “Lexus material,” which is a faux suede the auto maker says it plans to use in the next-generation, lux-oriented ES and LS sedans.
Pricing for the IS will be announced in September in advance of its mid-October on-sale date. Company officials promise a competitively priced entry, meaning a sub-$30,000 starting point for the IS 250.
Speaking of the competition, BMW likely will retain its core customers, although a few may stray. But other sport sedans in the IS' gun site – namely Infiniti's successful G35 – may see their market share drop.
The G35 is the third best-selling vehicle in the lower luxury segment, calendar year-to-date, according to Ward's data. But relatively speaking, it is a bit long in the tooth, having debuted in 2002 as an '03 model and not scheduled for a redo anytime soon.
http://wardsauto.com/ar/auto_new_lexus_ready/index.htm
Last edited by magneto112; 07-23-05 at 01:07 PM.
07-23-05, 01:10 PM
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Inside Line/Edmunds First Drive: 2006 Lexus IS
Bigger, Faster and Packing Electronic Heat
By John Pearley Huffman
Date posted: 07-14-2005
Since 2001, the Lexus IS 300 has taken on the BMW 3 Series with marginal success. Although it never really lit up the sales charts, the rear-wheel-drive IS 300 has earned a small but loyal following. Young, too. In fact, according to Lexus, the median age of IS buyers is just 29. That's the youngest for any car sold by any luxury maker and decades younger than the median age for buyers of most luxury cars.
In the car business, young buyers are good buyers, but so are more buyers, so when it came time to dream up the second generation of the IS, Lexus had to design a sedan with expanded appeal that wouldn't disenfranchise the kids.
A tall order, but we think Lexus may have pulled it off.
The 2006 Lexus IS sedan is bigger, more luxurious and much more powerful than the car it replaces, and for the first time several models are available. Buyers can now choose between the Lexus IS 250, Lexus IS 250 with all-wheel drive and Lexus IS 350, all which get V6 engines and six-speed transmissions.
Lexus GS Jr.
Since Lexus already had an excellent rear-drive platform in its GS, it became the starting point for the new IS. By carving out 4.7 inches of the GS' wheelbase and lopping off 4.4 inches of front and rear overhang, Lexus had the basic structure of the new IS. Its 180.1-inch length makes it 2 inches longer than a 2006 BMW 3 Series sedan, but its 107.5-inch wheelbase is 1.2 inches shorter than the BMW's. The Lexus is also a little narrower and a little taller than the Bimmer.
The GS' double-wishbone front and independent multilink rear suspension moves intact to the IS and is retuned for the new application. Even the big 13.1-inch diameter ventilated front and 12.2-inch diameter solid rear disc brakes from the V8-powered GS 430 migrate to the new IS 350. The less powerful IS 250 uses the GS 300's slightly smaller discs.
The one significant piece of GS technology that didn't make it onto the new IS is variable-ratio power steering. Instead the IS has a speed-sensitive, electric variably assisted rack and pinion system.
Two New Variations on a Familiar Engine Family
The IS 300's straight six has been replaced by two new all-aluminum members of Toyota's latest family of 60-degree, DOHC, 24-valved V6s. The engines feature VVT-i variable valve timing and are already powering everything from the GS 300 to the base Toyota Tundra pickup.
The V6 in the IS 250 displaces 2.5 liters. Lexus rates it at 204 horsepower at 6,400 rpm with the 185 pound-feet of peak torque at 4,800 rpm using the SAE's latest rating regimen. An expansion in bore and stroke turns that engine into the 3.5-liter that powers the IS 350. It's rated at an impressive 306 hp at 6,400 rpm and a chunky 277 lb-ft of torque at 4,800 rpm. Both engines use direct gasoline injection with the IS 350's also having additional injectors in the intake ports to promote better fuel distribution when intake charge velocities are down.
Behind those engines are new six-speed transmissions. A true manual transmission, you know with a clutch pedal, is only available on the base rear-drive IS 250. If shifting isn't your thing, a six-speed automatic with a manual mode is optional. Order all-wheel drive on your IS 250, which by the way adds 216 pounds to the car's curb weight, or step up to the IS 350, and a six-speed automatic with a manual mode becomes mandatory. Lexus does supply paddle shifters just behind the steering wheel, but a real manual like you can get in a BMW 330i would be better.
The Nanny Factor
Also coming from the GS is the suite of electronic technologies — traction control, stability control, Electronic Brakeforce Distribution, BrakeAssist and the conventional antilock brakes and such — that Lexus groups together as the "Vehicle Dynamics Integrated Management" (VDIM for acronym lovers). VDIM is standard on the IS 350 while most of the technologies also come on the IS 250, the integration isn't quite so comprehensive.
With VDIM working, it's tough to see how anyone could get in trouble with a new IS 350 unless they aimed for a telephone pole. Of course, if they'd opted for the "Pre-Collision System" that integrates with the Dynamic Radar Cruise Control when they whacked that pole it would be in a car that had prepared its occupants by pre-tensioning their belts, preinitializing the BrakeAssist system, and even trying to apply the brakes itself.
During the collision the front passengers would appreciate their knee airbags and double-row curtain shield airbags, and that the front passenger's unique "twin-chamber" airbag spreads apart to reduce blunt impacts.
Driving Technology
As with the GS, there's no conventional key for the IS 350 as it senses the presence of an electronic fob that allows the car to be started with the press of a button. There's a suggestion of the original IS' trapezoidal instrument binnacle and its chronographic instrument faces, but the dash design is much more elegant and rationally planned. The seats are well shaped, the steering wheel is a neat three-spoke design, and the pedals are covered in aluminum plates. Unlike in the IS 300, the interior materials on the new IS are up to Lexus standards.
Lexus claims the IS 350 will rip to 60 mph in just 5.6 seconds and it's easy to believe because the engine produces gushers of thrust in near silence. This is an engine that delivers power seamlessly — there's no point where the VVT-i "kicks in" or the torque drops off. The IS 250's V6 is just as creamy and only lags in terms of overall thrust.
We drove an IS 250 with a six-speed manual and IS 350 with the optional performance package around Southern California and the Willow Springs Raceway road course. Although we expected the smaller-engined model with the real manual transmission to be our favorite, it was the IS 350 we liked best.
The IS 250 cruises along freeways like the luxury car it is. The ride is controlled but soft. On twisting roads it sort of wafts along never doing anything that could upset the passenger cabin extensively. Exciting? Not really. But it is comfortable, reassuring and competent. Plus, the manual transmission in the preproduction machine we sampled shifted with long throws and hazily defined gates. Lexus says it will be better in production models.
On the other hand, with 18-inch wheels and more than 300 hp, the IS 350 with the performance package is an undeniable performance car. There's no discernable exhaust note, but the IS 350 builds speed easily, the chassis is tenacious, and if there isn't going to be a manual transmission around, at least the paddles add some involvement to the driving experience. There's no real comfort penalty for the big wheels and tires either, and turn-in is noticeably quicker than in the 250.
Still, there's so much technology aboard the IS 350, the driver is too insulated from the driving. The electronic throttle's response isn't as crisp as we would like, the transmission takes too long to respond to the paddle shifters and the steering is precise and quick, but hardly communicative. It's enough to make you miss the old IS 300's nervy, adolescent edge.
The biggest downer, however, is the inability to disarm the VDIM system, which mutes the sedan's performance long before the limits of its chassis and its optional 18-inch summer-spec tires are reached (17-inch all-weather tires are standard). There's a great engine, a great chassis and spectacular brakes under all that electronic baby-sitting, but the VDIM system is so intrusive it's hard to tell. We expressed a similar complaint about the GS 430.
A VDIM "Off" button would make this a much better sport sedan.
An Intimidating Competitor
With the structural heft of a beryllium atom, spectacular engines and exquisite assembly quality, the new IS is a car even committed Bimmer-philes should test-drive. It goes on sale this fall and should be priced competitively with, if not slightly below, BMW's 3 Series. It should be quite a sales race.
Inside Line will run a full test on a 2006 IS 350 in about two weeks. Stay tuned.
By John Pearley Huffman
Date posted: 07-14-2005
Since 2001, the Lexus IS 300 has taken on the BMW 3 Series with marginal success. Although it never really lit up the sales charts, the rear-wheel-drive IS 300 has earned a small but loyal following. Young, too. In fact, according to Lexus, the median age of IS buyers is just 29. That's the youngest for any car sold by any luxury maker and decades younger than the median age for buyers of most luxury cars.
In the car business, young buyers are good buyers, but so are more buyers, so when it came time to dream up the second generation of the IS, Lexus had to design a sedan with expanded appeal that wouldn't disenfranchise the kids.
A tall order, but we think Lexus may have pulled it off.
The 2006 Lexus IS sedan is bigger, more luxurious and much more powerful than the car it replaces, and for the first time several models are available. Buyers can now choose between the Lexus IS 250, Lexus IS 250 with all-wheel drive and Lexus IS 350, all which get V6 engines and six-speed transmissions.
Lexus GS Jr.
Since Lexus already had an excellent rear-drive platform in its GS, it became the starting point for the new IS. By carving out 4.7 inches of the GS' wheelbase and lopping off 4.4 inches of front and rear overhang, Lexus had the basic structure of the new IS. Its 180.1-inch length makes it 2 inches longer than a 2006 BMW 3 Series sedan, but its 107.5-inch wheelbase is 1.2 inches shorter than the BMW's. The Lexus is also a little narrower and a little taller than the Bimmer.
The GS' double-wishbone front and independent multilink rear suspension moves intact to the IS and is retuned for the new application. Even the big 13.1-inch diameter ventilated front and 12.2-inch diameter solid rear disc brakes from the V8-powered GS 430 migrate to the new IS 350. The less powerful IS 250 uses the GS 300's slightly smaller discs.
The one significant piece of GS technology that didn't make it onto the new IS is variable-ratio power steering. Instead the IS has a speed-sensitive, electric variably assisted rack and pinion system.
Two New Variations on a Familiar Engine Family
The IS 300's straight six has been replaced by two new all-aluminum members of Toyota's latest family of 60-degree, DOHC, 24-valved V6s. The engines feature VVT-i variable valve timing and are already powering everything from the GS 300 to the base Toyota Tundra pickup.
The V6 in the IS 250 displaces 2.5 liters. Lexus rates it at 204 horsepower at 6,400 rpm with the 185 pound-feet of peak torque at 4,800 rpm using the SAE's latest rating regimen. An expansion in bore and stroke turns that engine into the 3.5-liter that powers the IS 350. It's rated at an impressive 306 hp at 6,400 rpm and a chunky 277 lb-ft of torque at 4,800 rpm. Both engines use direct gasoline injection with the IS 350's also having additional injectors in the intake ports to promote better fuel distribution when intake charge velocities are down.
Behind those engines are new six-speed transmissions. A true manual transmission, you know with a clutch pedal, is only available on the base rear-drive IS 250. If shifting isn't your thing, a six-speed automatic with a manual mode is optional. Order all-wheel drive on your IS 250, which by the way adds 216 pounds to the car's curb weight, or step up to the IS 350, and a six-speed automatic with a manual mode becomes mandatory. Lexus does supply paddle shifters just behind the steering wheel, but a real manual like you can get in a BMW 330i would be better.
The Nanny Factor
Also coming from the GS is the suite of electronic technologies — traction control, stability control, Electronic Brakeforce Distribution, BrakeAssist and the conventional antilock brakes and such — that Lexus groups together as the "Vehicle Dynamics Integrated Management" (VDIM for acronym lovers). VDIM is standard on the IS 350 while most of the technologies also come on the IS 250, the integration isn't quite so comprehensive.
With VDIM working, it's tough to see how anyone could get in trouble with a new IS 350 unless they aimed for a telephone pole. Of course, if they'd opted for the "Pre-Collision System" that integrates with the Dynamic Radar Cruise Control when they whacked that pole it would be in a car that had prepared its occupants by pre-tensioning their belts, preinitializing the BrakeAssist system, and even trying to apply the brakes itself.
During the collision the front passengers would appreciate their knee airbags and double-row curtain shield airbags, and that the front passenger's unique "twin-chamber" airbag spreads apart to reduce blunt impacts.
Driving Technology
As with the GS, there's no conventional key for the IS 350 as it senses the presence of an electronic fob that allows the car to be started with the press of a button. There's a suggestion of the original IS' trapezoidal instrument binnacle and its chronographic instrument faces, but the dash design is much more elegant and rationally planned. The seats are well shaped, the steering wheel is a neat three-spoke design, and the pedals are covered in aluminum plates. Unlike in the IS 300, the interior materials on the new IS are up to Lexus standards.
Lexus claims the IS 350 will rip to 60 mph in just 5.6 seconds and it's easy to believe because the engine produces gushers of thrust in near silence. This is an engine that delivers power seamlessly — there's no point where the VVT-i "kicks in" or the torque drops off. The IS 250's V6 is just as creamy and only lags in terms of overall thrust.
We drove an IS 250 with a six-speed manual and IS 350 with the optional performance package around Southern California and the Willow Springs Raceway road course. Although we expected the smaller-engined model with the real manual transmission to be our favorite, it was the IS 350 we liked best.
The IS 250 cruises along freeways like the luxury car it is. The ride is controlled but soft. On twisting roads it sort of wafts along never doing anything that could upset the passenger cabin extensively. Exciting? Not really. But it is comfortable, reassuring and competent. Plus, the manual transmission in the preproduction machine we sampled shifted with long throws and hazily defined gates. Lexus says it will be better in production models.
On the other hand, with 18-inch wheels and more than 300 hp, the IS 350 with the performance package is an undeniable performance car. There's no discernable exhaust note, but the IS 350 builds speed easily, the chassis is tenacious, and if there isn't going to be a manual transmission around, at least the paddles add some involvement to the driving experience. There's no real comfort penalty for the big wheels and tires either, and turn-in is noticeably quicker than in the 250.
Still, there's so much technology aboard the IS 350, the driver is too insulated from the driving. The electronic throttle's response isn't as crisp as we would like, the transmission takes too long to respond to the paddle shifters and the steering is precise and quick, but hardly communicative. It's enough to make you miss the old IS 300's nervy, adolescent edge.
The biggest downer, however, is the inability to disarm the VDIM system, which mutes the sedan's performance long before the limits of its chassis and its optional 18-inch summer-spec tires are reached (17-inch all-weather tires are standard). There's a great engine, a great chassis and spectacular brakes under all that electronic baby-sitting, but the VDIM system is so intrusive it's hard to tell. We expressed a similar complaint about the GS 430.
A VDIM "Off" button would make this a much better sport sedan.
An Intimidating Competitor
With the structural heft of a beryllium atom, spectacular engines and exquisite assembly quality, the new IS is a car even committed Bimmer-philes should test-drive. It goes on sale this fall and should be priced competitively with, if not slightly below, BMW's 3 Series. It should be quite a sales race.
Inside Line will run a full test on a 2006 IS 350 in about two weeks. Stay tuned.
12-29-09, 07:42 AM
#5
2010 Review
TheCarConnection.com's editors get behind the wheel whenever possible in order to give you their firsthand impressions in the Bottom Line. TheCarConnection.com also researched road tests from many sources on the new Lexus IS to produce a conclusive review and help you find the truth where other reviews might differ.
The 2010 Lexus IS's exterior styling is attractive but not eye-catching. The basic exterior shape of the IS is sleek and fairly attractive, echoing the style of Lexus's flagship, the LS. Despite wood or aluminum-look trim on the console, the 2010 Lexus IS's interior is more mid-range than high-end. The four well-bolstered seating positions are split by a console that divides the cockpit.
With leather upholstery and a high grade of standard features in even the entry-level models, the IS is a luxury sedan from the start, and the typical Lexus materials and build quality will meet most people's baseline standards for the price. The car's not especially opulent, however, even with the optional wood trim packages, and though the front seats are roomy and well-padded, the rear seats are cramped and short on headroom and legroom both.
The 2010 Lexus IS 250s is available with 2.5-liter V-6 engine rated at 204 horsepower in rear- or all-wheel-drive configurations, while the rear-drive-only Lexus IS 350 gets a 306-horsepower, 3.5-liter V-6 powerplant. For all IS 350s and the all-wheel-drive IS 250s, power is sent to the wheels through a paddle-shifted six-speed automatic. The rear-drive Lexus IS 250 is the driver's car, offering a choice of a six-speed manual gearbox or the six-speed auto.
Between the two engines, TheCarConnection.com's editors prefer the note of the bigger V-6, not to mention the extra power-especially since there's not much of a fuel economy penalty. Paired with the manual transmission, the 2.5-liter engine gets 18/26 mpg according to the EPA, while the bigger V-6 scores 18/25 mpg driving the automatic transmission. Despite a comfy ride, the 2010 IS's handling is balanced and taut, with excellent braking ability.
The 2010 Lexus IS earns little praise for its safety, though it's not a dismal performer either. It rates just four stars for front, passenger side, and rear passenger impact ratings with five-star scores for only driver side impact and rollover despite standard stability control, six airbags, and anti-lock brakes. The IIHS rates the 2010 a bit higher, giving top scores of "good" in both front and side-impact tests, though it doesn't earn a Top Safety Pick.
One upside to the safety of the 2010 IS is that it can help you avoid a crash in the first place, thanks to the optional Pre-Collision System, which anticipates when a crash is imminent and reacts accordingly, applying the brakes if the driver does not respond quickly enough. Other available high-tech features include a rear backup camera, a voice-activated navigation system, ventilated front seats, and a Mark Levinson audio system.
The high-performance 2010 Lexus IS-F sedan is covered in its own review.
The Bottom Line:
The 2010 Lexus IS gives BMW, Mercedes-Benz, and Infiniti a real challenge, though it's still a little less performance-oriented than the competition.
Likes:
* Responsive handling
* Comfortable ride
* Attractive exterior
* Lexus ownership experience
Dislikes:
* Crash-test results
* Rear seat space
* Somewhat bland interior
Buying Tips:
If you're looking for asports sedan with a softer side, the IS may be just the ticket, but it's worth test-driving a range of competitive cars to see if you prefer the sportier feel of some of the competition.
Last year saw both the Lexus IS 250 and IS 350 pick up improved handling, revised styling, and an upgraded interior, and this year those changes carry forward as Lexus finally joins the drop-top party with the addition of the all-new hardtop convertible variants, the IS 250C and IS 350C. The convertibles are covered in a separate review.* Responsive handling
* Comfortable ride
* Attractive exterior
* Lexus ownership experience
Dislikes:
* Crash-test results
* Rear seat space
* Somewhat bland interior
Buying Tips:
If you're looking for asports sedan with a softer side, the IS may be just the ticket, but it's worth test-driving a range of competitive cars to see if you prefer the sportier feel of some of the competition.
The 2010 Lexus IS's exterior styling is attractive but not eye-catching. The basic exterior shape of the IS is sleek and fairly attractive, echoing the style of Lexus's flagship, the LS. Despite wood or aluminum-look trim on the console, the 2010 Lexus IS's interior is more mid-range than high-end. The four well-bolstered seating positions are split by a console that divides the cockpit.
With leather upholstery and a high grade of standard features in even the entry-level models, the IS is a luxury sedan from the start, and the typical Lexus materials and build quality will meet most people's baseline standards for the price. The car's not especially opulent, however, even with the optional wood trim packages, and though the front seats are roomy and well-padded, the rear seats are cramped and short on headroom and legroom both.
The 2010 Lexus IS 250s is available with 2.5-liter V-6 engine rated at 204 horsepower in rear- or all-wheel-drive configurations, while the rear-drive-only Lexus IS 350 gets a 306-horsepower, 3.5-liter V-6 powerplant. For all IS 350s and the all-wheel-drive IS 250s, power is sent to the wheels through a paddle-shifted six-speed automatic. The rear-drive Lexus IS 250 is the driver's car, offering a choice of a six-speed manual gearbox or the six-speed auto.
Between the two engines, TheCarConnection.com's editors prefer the note of the bigger V-6, not to mention the extra power-especially since there's not much of a fuel economy penalty. Paired with the manual transmission, the 2.5-liter engine gets 18/26 mpg according to the EPA, while the bigger V-6 scores 18/25 mpg driving the automatic transmission. Despite a comfy ride, the 2010 IS's handling is balanced and taut, with excellent braking ability.
The 2010 Lexus IS earns little praise for its safety, though it's not a dismal performer either. It rates just four stars for front, passenger side, and rear passenger impact ratings with five-star scores for only driver side impact and rollover despite standard stability control, six airbags, and anti-lock brakes. The IIHS rates the 2010 a bit higher, giving top scores of "good" in both front and side-impact tests, though it doesn't earn a Top Safety Pick.
One upside to the safety of the 2010 IS is that it can help you avoid a crash in the first place, thanks to the optional Pre-Collision System, which anticipates when a crash is imminent and reacts accordingly, applying the brakes if the driver does not respond quickly enough. Other available high-tech features include a rear backup camera, a voice-activated navigation system, ventilated front seats, and a Mark Levinson audio system.
The high-performance 2010 Lexus IS-F sedan is covered in its own review.
Other Choices:
If you like the 2010 Lexus IS, also consider:
* BMW 3-Series
* Infiniti G37
* Mercedes-Benz C-Class
* Cadillac CTS
Reason Why:
The Infiniti G37 has a new, more powerful 332-horsepower engine, but is based on the same excellent-handling FM platform as the G35 before it, with well-balanced sports-sedan styling and proportions, plus available all-wheel drive. It's also substantially less expensive than the German sedans. The BMW 3-Series and the Mercedes-Benz C-Class are the benchmarks in the segment, but their higher prices bring their value into question. Both are available with a range of body style and drivetrain configurations, and their handling and build quality are top-notch. The Cadillac CTS is also a relative newcomer to the segment, but its low price and excellent feature set make it a good value proposition.
If you like the 2010 Lexus IS, also consider:
* BMW 3-Series
* Infiniti G37
* Mercedes-Benz C-Class
* Cadillac CTS
Reason Why:
The Infiniti G37 has a new, more powerful 332-horsepower engine, but is based on the same excellent-handling FM platform as the G35 before it, with well-balanced sports-sedan styling and proportions, plus available all-wheel drive. It's also substantially less expensive than the German sedans. The BMW 3-Series and the Mercedes-Benz C-Class are the benchmarks in the segment, but their higher prices bring their value into question. Both are available with a range of body style and drivetrain configurations, and their handling and build quality are top-notch. The Cadillac CTS is also a relative newcomer to the segment, but its low price and excellent feature set make it a good value proposition.
The Bottom Line:
The 2010 Lexus IS gives BMW, Mercedes-Benz, and Infiniti a real challenge, though it's still a little less performance-oriented than the competition.
12-29-09, 08:20 PM
#6
San Francisco Chronicle reviews the IS350 with a video
http://www.sfgate.com/cgi-bin/articl...TGEHJ1JBT1.DTL
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Lexus goes after BMW's 3-series
It's a nimble little rear-wheel-drive four-door car with sophisticated engineering to protect you from yourself when you realize how easy it is to drive fast.
Michael Taylor, Chronicle Staff Writer
Friday, May 26, 2006
The 2006 Lexus IS handles well, is electronically well-en... The Lexus IS350 is bigger than is300 and more upscale in ... Like many carmakers these days, Lexus covers its stylish ... State-of-the-art instrumentation in the Lexus IS350, alon... More...
The real question about the Lexus IS350 could be: Would the Toyota/Lexus design team that came up with this swoopy little, un-Lexus-like car take umbrage if we said this car resembles a BMW three-series sedan? Has Lexus been around long enough to have carved out a reputation as prestigious as the one BMW has garnered (or thought it's garnered)? Or is it simply a laggard that has to be incessantly compared to BMW?
I ask this only because it's clear that Toyota (the parent of the Lexus brand) was going after BMW (and, to a lesser extent, the Infiniti G35) when they revamped the sales-lagging IS300, made it bigger and more sumptuous, made it more upscale, more prosperous feeling. But enough of BMW -- it gets plenty of ink and the point here is the IS350. We haven't driven the BMW 330i (the closest thing to an IS350), and this review is not going to be a comparison.
The IS300, introduced nearly six years ago, was a nervous, almost twitchy little four-door, a somewhat uncomfortable or cramped-feeling car, a far cry from the roominess of, say, a Lexus 400 series sedan. Which brings us full circle to the image of luxury Lexus has created in the United States ever since it introduced the LS400 sedan back in 1989 (as a 1990 model). That was the car whose signature ad showed a full glass of water sitting on the hood while that smooth V8 was running and nary a drop was spilled.
Enter the IS350 and Lexus is showing that it can cater to a variety of tastes. The IS350 is a nimble little rear-wheel-drive four-door that starts life at $35,440 and in tested form, with its three hefty performance and luxury packages, bottom-lines out at $46,593. (Lexus also makes two other, less expensive iterations of the IS350: the IS250 two-wheel drive, with a base price of $29,990, and the all-wheel-drive IS250, whose sticker starts at $34,285.)
On first glance of the IS350, it's evident that somebody at Toyota was thinking about how you put five people in a car that is only 180 inches long (the BMW 330i is nearly the same size and weight at the IS350. (Editor's note: Enough already about the BMW!) and make it spacious enough to hold them for long journeys.
To that end, the passengers are cosseted in leather and treated to the ministrations of the upscale Mark Levinson 300-watt audio system with 14 speakers dotted about the cabin. And there are so many other electronic gadgets and design innovations to play with that you could easily take a family of four from the Bay Area to Los Angeles and not tire of all of them.
A word here about the complexity of what you must deal with in buying a car these days.
After spending nearly an hour and a half with the 415-page Owner's Manual and the 281-page Navigation System Owner's Manual, I figured out how to work most of the car's gizmos.
So ... does the world really need, for example, a keyless car? You start the Lexus with a proximity fob, the current fashion in upscale cars -- the fob senses it's in or near the car, giving permission to fire it up.
First things to be noticed on entering the car, particularly at night: they've illuminated the scuff plates with the word "Lexus," spelled out in an azure blue that looks like it's at the bottom of a swimming pool; then there are the muted under-the-dashboard footwell lights that make you think you're stepping down the ramp of a darkened movie theater.
In the front doors, the small cargo bins flap inward toward the seats and have a convenient shaped cutout, at one end, for our ubiquitous water bottles. When you put the car in reverse, the outside mirrors dip down (the better to see small children or animals) and the navigation screen suddenly displays what's in back of you, courtesy of a rear-viewing camera. The car has rain-sensing wipers, memory settings for both front seats, an electrically operated sunshade over the rear window and, on the steering wheel, the usual remote controls for sound and cruise control as well as a few buttons for using the Bluetooth phone system hands-free.
Which, of course, brings up the issue of safety, something Lexus likes to talk about.
In addition to "vehicle stability control" and "traction control," almost de rigueur on today's luxo cars, the IS350 has a VDIM (Vehicle Dynamics Integrated Management) system, which sounds like something buried deep in the Pentagon's Advanced Research Projects Agency.
The system effectively talks to all the other sub systems on the car -- the anti-lock brakes, electronic brake and throttle controls and the suspension to "maximize driving pleasure while these systems help to provide control in marginal driving conditions to assist drivers on even the most difficult roads."
Translation: Lexus is trying to keep its giddy new car owners from driving waaaayyyy over their heads on the nearest back roads they can find -- think of the young stockbroker, flush with his year-end bonus, zooming out of the Lexus showroom, his eyes spinning faster than his new car's 17-inch, 10-spoke aluminum alloy wheels. He's filled with the kind of hubris that only a 306-horsepower, zero-to-60 in under six seconds kind of car will give him and within 15 minutes, he is slinging his new $47,000 Lexus off a cliff. Perhaps VDIM will save him from himself.
Another life-saving measure is the $2,850 Pre-Collision Syst***s Dynamic Radar Cruise, using radar waves to "detect obstacles in front of the car." I can testify, after a morning journey in sparse traffic over the Bay Bridge, that it works quite well, in its eerie way, slowing down to the speed of a slow-moving bus in front of me.
On the road, the IS350 mixes all these attributes with a confidence that, yes, inspires you to drive fast. To that end, there's a clever little device to remind you of how fast you're going: at a pre-set speed, an orange ring of light appears in the white-on-black electroluminescent speedometer -- it catches your eye subliminally. There's a similar warning for the tachometer so that, in a fit of exuberance -- our stockbroker above -- you don't scatter bits and pieces of highly expensive 3.5-liter V6 engine all over Interstate 5.
The car drives the way it was designed -- it's a sports sedan and it gives no quarter to mountain passes and other twisties. At the same time, it will take you to the opera opening without a bit of shame. After all, it really doesn't have to talk to those down-market guys from Germany.
http://www.sfgate.com/cgi-bin/object...TGEHJ1JBT1.DTL
Lexus goes after BMW's 3-series
It's a nimble little rear-wheel-drive four-door car with sophisticated engineering to protect you from yourself when you realize how easy it is to drive fast.
Michael Taylor, Chronicle Staff Writer
Friday, May 26, 2006
The 2006 Lexus IS handles well, is electronically well-en... The Lexus IS350 is bigger than is300 and more upscale in ... Like many carmakers these days, Lexus covers its stylish ... State-of-the-art instrumentation in the Lexus IS350, alon... More...
The real question about the Lexus IS350 could be: Would the Toyota/Lexus design team that came up with this swoopy little, un-Lexus-like car take umbrage if we said this car resembles a BMW three-series sedan? Has Lexus been around long enough to have carved out a reputation as prestigious as the one BMW has garnered (or thought it's garnered)? Or is it simply a laggard that has to be incessantly compared to BMW?
I ask this only because it's clear that Toyota (the parent of the Lexus brand) was going after BMW (and, to a lesser extent, the Infiniti G35) when they revamped the sales-lagging IS300, made it bigger and more sumptuous, made it more upscale, more prosperous feeling. But enough of BMW -- it gets plenty of ink and the point here is the IS350. We haven't driven the BMW 330i (the closest thing to an IS350), and this review is not going to be a comparison.
The IS300, introduced nearly six years ago, was a nervous, almost twitchy little four-door, a somewhat uncomfortable or cramped-feeling car, a far cry from the roominess of, say, a Lexus 400 series sedan. Which brings us full circle to the image of luxury Lexus has created in the United States ever since it introduced the LS400 sedan back in 1989 (as a 1990 model). That was the car whose signature ad showed a full glass of water sitting on the hood while that smooth V8 was running and nary a drop was spilled.
Enter the IS350 and Lexus is showing that it can cater to a variety of tastes. The IS350 is a nimble little rear-wheel-drive four-door that starts life at $35,440 and in tested form, with its three hefty performance and luxury packages, bottom-lines out at $46,593. (Lexus also makes two other, less expensive iterations of the IS350: the IS250 two-wheel drive, with a base price of $29,990, and the all-wheel-drive IS250, whose sticker starts at $34,285.)
On first glance of the IS350, it's evident that somebody at Toyota was thinking about how you put five people in a car that is only 180 inches long (the BMW 330i is nearly the same size and weight at the IS350. (Editor's note: Enough already about the BMW!) and make it spacious enough to hold them for long journeys.
To that end, the passengers are cosseted in leather and treated to the ministrations of the upscale Mark Levinson 300-watt audio system with 14 speakers dotted about the cabin. And there are so many other electronic gadgets and design innovations to play with that you could easily take a family of four from the Bay Area to Los Angeles and not tire of all of them.
A word here about the complexity of what you must deal with in buying a car these days.
After spending nearly an hour and a half with the 415-page Owner's Manual and the 281-page Navigation System Owner's Manual, I figured out how to work most of the car's gizmos.
So ... does the world really need, for example, a keyless car? You start the Lexus with a proximity fob, the current fashion in upscale cars -- the fob senses it's in or near the car, giving permission to fire it up.
First things to be noticed on entering the car, particularly at night: they've illuminated the scuff plates with the word "Lexus," spelled out in an azure blue that looks like it's at the bottom of a swimming pool; then there are the muted under-the-dashboard footwell lights that make you think you're stepping down the ramp of a darkened movie theater.
In the front doors, the small cargo bins flap inward toward the seats and have a convenient shaped cutout, at one end, for our ubiquitous water bottles. When you put the car in reverse, the outside mirrors dip down (the better to see small children or animals) and the navigation screen suddenly displays what's in back of you, courtesy of a rear-viewing camera. The car has rain-sensing wipers, memory settings for both front seats, an electrically operated sunshade over the rear window and, on the steering wheel, the usual remote controls for sound and cruise control as well as a few buttons for using the Bluetooth phone system hands-free.
Which, of course, brings up the issue of safety, something Lexus likes to talk about.
In addition to "vehicle stability control" and "traction control," almost de rigueur on today's luxo cars, the IS350 has a VDIM (Vehicle Dynamics Integrated Management) system, which sounds like something buried deep in the Pentagon's Advanced Research Projects Agency.
The system effectively talks to all the other sub systems on the car -- the anti-lock brakes, electronic brake and throttle controls and the suspension to "maximize driving pleasure while these systems help to provide control in marginal driving conditions to assist drivers on even the most difficult roads."
Translation: Lexus is trying to keep its giddy new car owners from driving waaaayyyy over their heads on the nearest back roads they can find -- think of the young stockbroker, flush with his year-end bonus, zooming out of the Lexus showroom, his eyes spinning faster than his new car's 17-inch, 10-spoke aluminum alloy wheels. He's filled with the kind of hubris that only a 306-horsepower, zero-to-60 in under six seconds kind of car will give him and within 15 minutes, he is slinging his new $47,000 Lexus off a cliff. Perhaps VDIM will save him from himself.
Another life-saving measure is the $2,850 Pre-Collision Syst***s Dynamic Radar Cruise, using radar waves to "detect obstacles in front of the car." I can testify, after a morning journey in sparse traffic over the Bay Bridge, that it works quite well, in its eerie way, slowing down to the speed of a slow-moving bus in front of me.
On the road, the IS350 mixes all these attributes with a confidence that, yes, inspires you to drive fast. To that end, there's a clever little device to remind you of how fast you're going: at a pre-set speed, an orange ring of light appears in the white-on-black electroluminescent speedometer -- it catches your eye subliminally. There's a similar warning for the tachometer so that, in a fit of exuberance -- our stockbroker above -- you don't scatter bits and pieces of highly expensive 3.5-liter V6 engine all over Interstate 5.
The car drives the way it was designed -- it's a sports sedan and it gives no quarter to mountain passes and other twisties. At the same time, it will take you to the opera opening without a bit of shame. After all, it really doesn't have to talk to those down-market guys from Germany.
12-13-10, 04:08 PM
#7
Cnet
The good: The 2011 Lexus IS 350's engine uses a dual-injector system, with direct injection for efficiency and port injection to reduce clatter. Its Mark Levinson audio system delivers excellent sound quality. External data includes traffic, weather, stock prices, and sports scores.
The bad: Choppy playback made iPod integration unlistenable. The onscreen interface needs a design update.
The bottom line: A luxury car with some sport pretensions, the 2011 Lexus IS 350 is very satisfying to drive, but suffers from a couple of cabin tech glitches.
For its 2005 launch, Lexus maintained high aspirations for the IS 350, positioning it as a BMW 3-series killer. But in the intervening years, the IS 350 hasn't taken a huge bite out of BMW sales and reputation. Instead, it solidified its place as a comfortable luxury car with some sport attributes.The bad: Choppy playback made iPod integration unlistenable. The onscreen interface needs a design update.
The bottom line: A luxury car with some sport pretensions, the 2011 Lexus IS 350 is very satisfying to drive, but suffers from a couple of cabin tech glitches.
And with the 2011 Lexus IS 350 update, we're not seeing another attempt at the crown. Lexus settled for maintaining its ground, fitting the new IS 350 with updated cabin tech, including its new telematics service, and adding the now ... Expand full review
For its 2005 launch, Lexus maintained high aspirations for the IS 350, positioning it as a BMW 3-series killer. But in the intervening years, the IS 350 hasn't taken a huge bite out of BMW sales and reputation. Instead, it solidified its place as a comfortable luxury car with some sport attributes.
And with the 2011 Lexus IS 350 update, we're not seeing another attempt at the crown. Lexus settled for maintaining its ground, fitting the new IS 350 with updated cabin tech, including its new telematics service, and adding the now de rigueur LED parking light strips to the headlight casings.
And to hold its position against upstarts such as the Acura TL SH-AWD, Lexus added the option of all-wheel drive. But as yet, there is still no manual transmission available, one element keeping the IS 350 from true sport car status.
Dual-injector system
A high point of the IS 350 remains its engine, a 3.5-liter V-6 using an innovative fuel delivery system combining direct injection and port injection. Lexus developed this system to get the efficiency advantages of direct injection, and at slower speeds preserve the luxury character of the vehicle with the lesser noise of port injectors.
The result is an engine that outputs 306 horsepower at 6,400rpm, and 277 pound-feet of torque at 4,800rpm, power figures similar to what competitors get with a 3.7-liter V-6. With its new all-wheel-drive system, the IS 350 earns EPA fuel economy of 18 mpg city and 25 mpg highway. Even with our heavy-footed driving style, we turned in 18.5 mpg at the end of our time with the car.
With this engine, the IS 350 produces satisfying acceleration and a pleasing exhaust note to go with it. The car gave us confidence to make passes on two-lane highways and our choice of merging spots when entering a freeway. The car is reasonably quiet when idling, but Lexus probably could have used sound-deadening materials rather than the extra port injection system to achieve this result.
One thing that keeps the IS 350 from being a real BMW 3-series competitor in the eyes of enthusiasts is the lack of a manual transmission. Instead, drivers have to settle for a six-speed automatic. Granted, this transmission offers a Sport mode and manual gear selection, but there's no getting around the inferior performance of its torque converter.
As we roared over some favorite roads in the hills, the transmission's Sport mode kept the engine speed up around 4,000rpm, putting a good amount of the car's power to the ground. But Sport mode is not particularly aggressive, refusing to downshift as we hit the brakes before going into a corner. And it showed typical torque converter sluggishness when responding to heavy accelerator input, with a little lag between gear changes.
Likewise, manual shifting wasn't as snappy as we would have liked. The car's shift paddles are attached the steering wheel, with upshifts on the right and downshifts on the left. These paddles have a good, solid feel. The console shifter can also be used to select gears. But with the gear change lag, we tended to leave the transmission in Sport mode.
The suspension isn't particularly high-tech, but it strikes a very satisfying balance between offering a comfortable ride when cruising, and maintaining stability while cornering. We found the ride quality very pleasing when traversing rough pavement, serving up some Lexus luxury.
The new all-wheel-drive system, which comes from the IS 250, should help handling a little. It defaults to a bias of 70 percent torque to the rear wheels, and 30 percent to the front, but will shift torque to a 50/50 split as needed. Lacking torque vectoring, we didn't find it offered as noticeable a difference as Acura's, Audi's, or Mitsubishi's all-wheel-drive systems. We expect the Lexus all-wheel-drive system will make a bigger difference on muddy or snowy roads.
An electric motor provides a power-steering boost, and Lexus did a tremendous job of tuning it for road feel and precise turn-in. But the steering and suspension are not quite up to hard-core driving. When really pressed, the car shows some sloppiness, the front end getting a little aimless with the power on in a turn.
New connectedness
Lexus made some improvements to the IS 350's cabin electronics, but this system is in need of a bigger overhaul. The menu graphics for the onscreen interface are particularly awful-looking, with big, gray beveled squares for buttons. The design looks more like an afterthought than something intended to bolster the Lexus brand.
The exception is the destination entry screen, which shows icons for the different options. This hard-drive-based navigation system works well enough. It shows traffic on the maps, and can dynamically avoid serious jams. Turn guidance graphics are big and detailed.
But the system only offers 2D maps and, oddly, does not mute the stereo when route guidance issues instructions or warns of an upcoming turn. Map and button response is good, though.
Aside from the onscreen interface, Lexus' voice command works very well, and does a good job of recognizing address inputs. Likewise, it offers good control over the Bluetooth phone system, letting users dial contacts by name. The phone interface also shows a paired phone's contact list on the screen.
Lexus adds some external connectivity for the 2011 IS 350. Along with traffic, the system also shows weather, stock prices, and sports scores. The interface requires you to preselect stocks and teams, so as to avoid information overload on the road. And when you choose either stocks or scores, the car reads them out loud.
This data comes in through satellite radio, but Lexus' new Enform telematics service lets drivers preselect destinations on their home computers, then send them to the car. Enform also includes the usual concierge services through an operator.
One particular high point of the IS 350 is the Mark Levinson audio system, with audiophile quality sound. We were impressed with how well it balanced frequency response, while at the same time producing solid, detailed sound. The system's 300-watt amp may seem a little weak by the numbers, but the sound comes through powerfully. The shortage of watts only makes itself felt in the lack of thumping bass with the volume high.
The stereo gave us some trouble. It has iPod integration, but browsing a music library onscreen becomes very tedious because of slow response times. We ended up playing artists at the beginning of the alphabet because scrolling all the way to the end required too much patience, not to mention distraction from the road. Worse, the iPod was basically unlistenable because of choppy playback. We spent more time using the Bluetooth streaming stereo connection.
In sum
Although it lacks rich 3D maps, the cabin tech in the 2011 Lexus IS 350 is otherwise excellent, getting a boost from its external data and telematics system. We love the sound of the Mark Levinson audio, and the Bluetooth phone system includes full contact list access. Voice command let us place calls by name. The choppy iPod playback proved troubling, and we don't know why Lexus can't make the stereo mute when route guidance speaks up.
The IS 350's engine is one of Lexus' more high-tech efforts, using direct injection for strong horsepower and efficiency. We like that the automatic transmission has six gears, along with Sport and Manual modes. The suspension strikes a nice balance between comfort and stability, and all-wheel drive is a nice addition.
With its unmistakable Lexus style cues, such as the roofline extending back toward the trunk, the IS 350 looks good and stands out from the pack. Ergonomics are decent, although the rear seat area and the trunk are both a little tight. The onscreen cabin tech interface is usable, but its big gray buttons do nothing for the Lexus image.
Tech specs
Model 2011 Lexus IS 350
Trim AWD
Power train 3.5-liter direct injection engine, six-speed automatic transmission
EPA fuel economy 18 mpg city/25 mpg highway
Observed fuel economy 18.5 mpg
Navigation Hard-drive-based with traffic
Bluetooth phone support Standard
Disc player Six-disc in-dash changer
MP3 player support iPod integration
Other digital audio Bluetooth streaming audio, USB drive, satellite radio
Audio system Mark Levinson 7.1 channel 14-speaker 300-watt system
Driver aids Rearview camera
Base price $41,030
Price as tested $45,259
Model 2011 Lexus IS 350
Trim AWD
Power train 3.5-liter direct injection engine, six-speed automatic transmission
EPA fuel economy 18 mpg city/25 mpg highway
Observed fuel economy 18.5 mpg
Navigation Hard-drive-based with traffic
Bluetooth phone support Standard
Disc player Six-disc in-dash changer
MP3 player support iPod integration
Other digital audio Bluetooth streaming audio, USB drive, satellite radio
Audio system Mark Levinson 7.1 channel 14-speaker 300-watt system
Driver aids Rearview camera
Base price $41,030
Price as tested $45,259
Last edited by GS69; 12-13-10 at 04:13 PM.
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