2009 Lexus IS 250 Expert Review:Autoblog
The Lexus IS F is the sole Japanese contender in a crowd of compact high-performance sport sedans. Boasting a full complement of performance upgrades, including a 5.0-liter V8 mated to a quick-shifting eight-speed automatic transmission, the 416-horsepower sedan blasts to 60 mph in well under five seconds. But the stats only tell part of the tale. Do the sum of the IS F's parts make it a contender against the best from Germany and America? Let's find out.
Photos Copyright ©2009 Michael Harley / Weblogs, Inc.
The first Lexus IS rolled into showrooms about a decade ago. The rear-wheel drive sedan sported a silky 3.0-liter inline-six (2JZ-GE) and went head-to-head against the standard BMW 3 Series, Mercedes-Benz C-Class and Audi A4. A fine compact sedan under anyone's scrutiny, the first-generation IS only offered one engine. Lacking a factory-tuned performance variant, it was forced to sit on the sidelines and watch as the competition's high-performance M3, C43, and S4 frolicked through America's canyons and race circuits.
The second-generation Lexus IS bowed in 2006. Following the European's lead and in keeping with the times, the Japanese automaker replaced the single inline-six with two V6 choices: 2.5-liter or 3.5-liter. Unfortunately, even with a strong 306-hp engine under the hood of the IS350, the new sedan was still ultimately outgunned by its high-performance competitors. Lexus finally answered the pleas of those seeking a Japanese alternative to the BMW M3, Audi RS4, Mercedes-Benz C63 and Cadillac CTS-V when it introduced its IS F variant at the 2007 Detroit Auto Show. The IS F wasn't just the first hot IS model to hit the showroom; it was the first high-performance car from Toyota's luxury division.
Compared to its lesser siblings, the IS F is visually distinguished by its aggressive front splitter, oversized hood, flared fenders, 19-inch wheels, rear spoiler, and angle-stacked quad exhaust outlets. You may have heard by now that those four rear chrome ovals sing with the authenticity of Milli Vanilli (the real exhaust is dumped a couple inches in front of them), but that's an increasingly common tactic these days, and at least it serves to keep the finishers clean.
The interior features sporty bucket seats, revised instrumentation, special trim, and additional standard features. Of course, there are also plenty of "F" emblems and escutcheons on the car to remind you why you paid a base price of $56,610 (our tester rang up at $61,120). In case you were wondering, that is a $25,000 premium over the entry-level IS250. The cosmetics and nomenclature are nice, but it is the mechanical ingredients that stir our souls.
Shoe-horned under our 2009 model's aluminum hood is the company's 5.0-liter V8 (2UR-GSE) that shares its basic architecture with the engine found in the hybrid Lexus LS 600h. Unlike its gas-electric big sister, this bad boy has been tuned by Yamaha to crank out another hundred-plus horses and gobs more twist. The result is a turbine-smooth, all-aluminum monster rated at 416 hp and 371 lb.-ft. of torque. Bucking the recent trend of offering a race-bred dual-clutch transmission, Lexus engineers chose to send the power through a modified electronically-controlled eight-speed automatic sourced from the LS 460.
Powertrain complete, the Lexus engineers lowered the car and beefed-up the double-wishbone suspension with sport-tuned dampers, high-rate coil springs, and hollow stabilizer bars. The standard wheels are 19-inch forged units from BBS, wearing 225/40R19 tires up front and 255/35R19 rubber in the rear. A limited-slip differential ensures power is consistently sent to both sides. Generous six-piston front and two-piston rear calipers, both sourced from Brembo, are in place to reign-in the 3,780-pound sedan, and like the others battling it out in this segment, the IS F looks absolutely great on paper. But, let's see how she runs...
Dropping this writer's six-foot, two-inch frame behind the wheel of the smallest Lexus four-door wasn't a problem. The overall cabin is intimate, but comfortable for the driver and shotgun passenger. The heavily bolstered sport seats up front fit well and leg room is not an issue. The steering wheel isn't particularly thick, but it is satisfactory in the hand. Set immediately behind the rim, perfect distance from the fingertips, are dual transmission paddles "done properly" (downshift on the left, upshift on the right). Lexus has eliminated the middle rear seat, allowing just four passengers to enjoy the IS F. Despite the change, those in the rear will be cramped, as the Lexus IS cabin is the least accommodating when compared to its primary rivals.
The over-engineered dashboard of the IS F isn't as interesting as the chronograph-inspired previous-gen IS300 model, or as ergonomically friendly. Although the touch-screen navigation unit works well, we never warmed to the unintuitive switch locations and the smallish climate control buttons. Ironically, the greatest offender is the all-important Lexus Vehicle Dynamics Integrated Management (VDIM) "sport mode" switch. Its primary task is to increase throttle response, tighten steering feel, and extend the envelope of stability control. Sadly, the little black rocker is perfectly hidden behind the steering wheel. Making matters even more frustrating, it defaults to "normal" whenever the car is shut off, so it needs to be pressed each time you start the car and want to get down to business.
Ergonomics and switch logic aside, with a press of the start button, the V8 springs to life. We're pleasantly surprised to find the rumble at idle is akin to an American muscle car-low and deep with a slight burble. Gearshift placed simply into Drive, we pull out to empty the road and floor it.
It's hard to describe the sound that emanates from the IS F under full throttle. It starts as a deep, guttural rumble from the rear of the car. As the speed builds, the engine's variable valve timing (VVT-iE) takes charge and the audio moves rapidly forward. The firewall strains to contain the beast that thunders from under the hood above 4,000 rpm as the engine spins towards redline. The audio track of the IS F is near perfect. It is never tiring or droning, and it always seems to get the pulse racing just right. The V8's enthusiast-gratifying howl should be studied by the competition, and duplicated accordingly.
Our fear was that this brilliant engine was wasted on an LS460-sourced (*ahem*) slushbox transmission. Wrong. The eight-speed automatic sprints through its gears like Ashley Force covers a quarter mile. It doesn't seem to leave one ounce of power on the table. If you want to be pampered, it delivers warm buttery smooth shifts that maximize economy. If you want to scream, it instantaneously drops directly into the power band and breaks the rear tires loose. Leave the electronics in "Sport" mode and the shifter in "Drive" for the perfect balance between wussy and warrior and be mesmerized as the electronic brain magically matches to the gear you were thinking about. While we still prefer a dual-clutch, this could be the best electronically-controlled auto we've ever sampled.
We didn't hook test gear up to the IS F, but Lexus claims a run to 60 mph in about 4.5 seconds. Hold the pedal down, and the fun is electronically cut off at 170 mph. Through the bottom pockets of our jeans, it feels about as fast as the BMW M3, but the torque-heavy Mercedes-Benz C63 and Cadillac CTS-V ought to outsprint it. Thanks to the aforementioned lightning-fast transmission, highway acceleration is awesome. The IS F will be complacently loafing along in its top gear when you stab the throttle, but when called upon, in a split-second, it drops down to third gear and throws your torso into the seatback as the traffic around you fills the rearview mirrors.
Naturally, we took the IS F into the California mountains, and with the VDIM switch set to "Sport" (as it exhaustively was practically the whole week) we rolled back and forth on our favorite stretch of squiggly asphalt. Unquestionably, the Lexus was both competent and entertaining. Its smallish wheelbase allowed the IS F to tackle the road with the ravenousness of a sports coupe, not a four-door sedan. The sticky Bridgestone RE050A tires never protested, and the electronic stability control gave us a long leash. Only when pushed a bit too hard did it eventually surrender to the laws of physics – the result was easily managed vanilla understeer.
Looking for flaws while playing in the canyons, we found two small areas in need of improvement. First, although the steering accuracy was never questioned, the electronic assistance was a bit lighter than we'd like even with "Sport" mode activated. It had an artificial feel that just wasn't right. Second, although fade or stopping power wasn't an issue, we would have enjoyed brake pads with a bit more initial bite during the first inch of pedal application. We'd accept some brake noise or accelerated wear for better pedal feel. Neither of these were deal-killers, mind you, just small blemishes.
During the course of the week, we drove the Lexus IS F all over the Los Angeles basin. We suffered through traffic on the way to the airport and loaded the sedan with family as we headed down to Disneyland for the day. We took the in-laws to dinner one evening, and then purchased plants at Home Depot the next morning. The dual-personality of the Lexus was appreciated, even if it was underutilized in this flavorless role.
About the only obvious annoyance with the Lexus IS F was found deep within its wheel wells – that sport-tuned suspension. While the Lexus sport sedan is great in the canyons, a joy to toss into the corners, straight-line driving on anything but polished marble will leave you and your occupants wondering how to turn the methodical oscillations off. Around town, the ride may be brushed aside as sportiness. However, highway travel becomes downright agitating as minor undulations are amplified by suspension tuning that relentlessly rocks occupants – it's not harsh, just overly busy. Lexus engineers missed the mark as their counterparts each seem to offer a more complaint ride without any compromise of their sport-tuned objectives. The IS F is an excellent candidate for electronically-controlled dampers.
As for fuel usage, let's just say the EPA's rating of 16 mpg city and 23 mpg highway proved to be a bit optimistic with our heavy size elevens on the gas pedal. Going out of our way to fill the tank after a 116-mile canyon tour, the IS F returned 13.28 mpg (calculated by hand). While that was expected, what we didn't anticipate the excellent fuel economy delivered during our highway trip with four passengers and luggage. Filling the tank immediately after exiting the highway, we calculated that the Lexus sipped fuel at the rate of 25.09 mpg during the 174-mile trek – better than our Nissan Murano achieved on a similar highway cycle with the same load.
We all have to consider ourselves rather lucky. The high-performance sedan segment bears a suite of 400-plus horsepower jewels, each delivering a slightly different driving experience. The BMW M3 is the nimble athlete, using agility to dismiss its lack of torque. The Mercedes-Benz C63 is decidedly beastly, powering its way around in a unique Teutonic muscle car manner. The outgoing Audi RS4 still offers all-wheel drive and impeccable accommodations, confidence and comfort under any road conditions. The Cadillac CTS-V matter-of-factly delivers the most of everything with traditional brutal American excess – at a value pricepoint.
The Lexus IS F is not the fastest, not the most nimble, and certainly not the most comfortable of the clan. It may be the least expensive for now, but the savings are really negligible in this price bracket. What the IS F brings to the table is distinctive Japanese execution of design. That means it does everything it was designed to do with precision, polish, and reliability (yet that exactness may come at the expense of idiosyncrasies and peculiarities many enthusiasts call "personality"). If this perfection in execution is your aspiration, however, then the IS F is your accomplished ride.
Photos Copyright ©2009 Michael Harley / Weblogs, Inc.
New Car Test Drive
Fast sports sedans and new hardtop convertible.
Lexus IS sedans and convertibles are quick, stylish rear-wheel-drive cars that combine sharp handling with luxury performance features. Trim, sleek and relatively light, they offer paddle-shift transmissions, good brakes and, in the IS 350, 0-60 acceleration as quick as 5.6 seconds. They are designed to offer comparable style and performance features as the BMW 3 Series cars and Mercedes CLK 350, but at a lower price.
The Lexus IS models come in sedan and hardtop convertible versions and with a choice of engines ranging from sensible to sporty to raceworthy.
For 2009, a new rear suspension has been employed for all models, and the steering has been retuned for improved steering feel and control. In addition, advanced dynamic handling technology formerly only offered on the Lexus IS 350 is now standard across the line. Significant styling revisions, inside and out, keep the IS sedans in tune with the sensibilities of the more sophisticated urban buyer.
A broad range of engines, transmissions and drive systems are available in the IS line. The 306-horsepower IS 350 is the performance leader of the group, but the entry-level IS 250 offers all-wheel drive, a manual transmission, and class-leading fuel mileage. For the most involved driver, there is the captivating IS F, which boasts a top speed of 168 mph and is powered by a 416-hp 5.0-liter V8. The IS F can compete with the BMW M3.
Convertible versions, called the IS C, are in the showroom. The 2010 Lexus IS 250 C and IS 350 C are true convertibles, converting from top-down roadster to hardtop coupe with the press of a button.
The Lexus IS sedan is comfortable for two and can seat five, but it's not a family car like the Lexus ES 300. The back seat is not commodious, with rear legroom at a premium, though there is a car seat anchor for the little ones.
Styling revisions for 2009 include subtle changes to the grille and front bumper, and the rear bumper and taillight clusters. There are new interior color schemes and wheel designs, and turn signals are now integrated into the side-view mirrors.
The 2009 Lexus IS models come standard with leather upholstery; dual-zone climate control; SmartAccess keyless entry with pushbutton engine start; and a satellite-ready 194-watt, 13-speaker stereo with 6CD changer and MP3 auxiliary audio input jack.
The IS 250 is equipped with a 2.5-liter V6 engine and comes standard with a six-speed manual gearbox ($31,305) or six-speed automatic transmission ($32,475).
The IS 250 AWD ($34,935) features all-wheel drive and comes standard with the automatic transmission. The AWD model also gets special perforated leather upholstery and Bird's eye maple trim.
The IS 350 ($35,705) comes with a 3.5-liter V6 and six-speed automatic. More sophisticated braking and electronic stability systems augment its additional performance.
The 2010 IS C is a hardtop convertible that comes in IS 250 C ($38,489) and IS 350 C ($43,940) versions.
The IS F ($56,760) features a high-performance V8 engine, eight-speed transmission, speed-rated tires, and a sports suspension.
Lexus IS sedans employ tightly drawn, edgy bodywork to create a sophisticated, sporty identity. The convertible IS C and the high-performance IS F models have longer bodies and unique body panels, but all models share the Lexus IS family resemblance.
A wide track and high rear deck give the IS the crouching, forward leaning stance of a sprinter in the blocks. The front tires are one size smaller than the rear tires, which accentuates the road-hungry look. Carefully shaped body contours, a subtle ducktail-curved trunk lid and aerodynamic taillights contribute to a sleek profile with a 0.28 coefficient of drag. High performance, high-efficiency LED taillights, brake lights and license plant lights are molded into the design. Two polished stainless steel exhaust pipes signal performance.
For 2009, the IS grille and front bumper cover have been revised, as are the rear bumper cover and taillight clusters. New turn signals are now integrated into the exterior mirrors, and the 17-inch and 18-inch alloy wheels feature new designs for 2009. On rear-wheel drive models, the 18-inch wheels can be equipped with all-season tires.
The IS C convertible retains the fundamental features and characteristics of the sedans, but in a two-door, four-passenger configuration. The windshield angle has been revised, and every body panel except the hood required some modification to blend with the folding roof. Visually, with the top down, the ISC looks lower and wider than the sedan. The IS C also has its own exclusive color, Cerulean Blue, which is a very pale, sky blue metallic.
To make access to the rear more practical, the doors are longer, and they open wider. The rooftop folds up when the driver holds down a button on the dash, using 15 electric motors to convert for open-air driving in 20 seconds.
In any convertible, frame strength is an important safety consideration. The frame of the IS C has been reinforced by use of thicker rocker panel structure, additional steel in the A and B pillars, and a system of V-shaped braces across the underbody. To reduce impingement on trunk space, the IS C body was enlarged by 2.25 inches to help accommodate the top mechanism.
The Lexus IS cabin uses sophisticated lighting and contemporary design to convey a sense of quality and luxury. The interior features intelligently designed displays and controls that are easy to see and use. A focused cockpit area conveys the sporting intentions of the car, while premium interior materials and attention to detail remain consistent the Lexus identity. Smartly integrated metallic or maple trim help create an elegant environment.
Controls and gauges are designed to reduce visual clutter, including the bright, clear Optitron gauges. The multi-information display located within the speedometer integrates a trip computer that combines six different informational functions in one location, including outside temperature, driving range, average fuel consumption, average fuel consumption since refueling, current fuel consumption, and average speed. The display also includes an oil-maintenance reminder and system warnings. Additional features are added to the multi-information display depending on selected options. When an IS model is equipped with Dynamic Radar Cruise Control, the display can show a car icon with the selected following distance. When equipped with Intuitive Park Assist, the display can show a car icon with the location and distance of objects detected near the bumpers.
Standard amenities for the IS models include 10-way power front seats, dual-zone automatic climate control with rear-seat vents and a pollen filter (plus a smog filter on IS 350). There is a power moonroof, tilt-and-telescoping steering wheel, and power windows with automatic up/down feature and jam protection. The auto-dimming rear view mirror houses HomeLink garage door opener. The IS 250 AWD model comes standard with heated, leather-trimmed seats.
Changes for 2009 include the fact that the paddle shifters now function in Drive mode, and some controls have been changed for improved convenience. The rear seat headrests are now foldable to aid rear visibility. New interior colors include Ecru and Light Gray, both with new contrast stitching on the seats, door panels, and console lid.
The standard Lexus Premium Audio System features a six-disc, in-dash CD changer, 194 watts of total power and 13 speakers. Automatic Sound Levelizer (ASL) maintains consistent sound levels at varying vehicle speeds. A convenient mini-jack in the center console enables connection of an iPod or other digital music player. The center console has a 12-volt accessory power port.
Optional packages up the ante. A Premium Plus Package, optional for all IS models, includes wood trim, perforated leather seating trim and heated and ventilated front seats. The Sport and Luxury option packages include three-position memory for seats, steering wheel and outside mirrors, rain-sensing wipers, power tilt and telescopic steering column and auto-dimming outside mirrors.
The IS C is different from the sedan in a number of ways. Like all hard-top convertibles, the IS C roof intrudes on trunk space when folded. With the top up, there is almost 11 cubic feet of trunk space; with the top down, just 2.3 cubic feet, assuming a standard spare tire. That's still enough for two golf bags, though the vinyl cargo cover may cause some consternation to the unschooled. To create more space, run-flat tires are offered as an option, which eliminates the need for a spare tire.
Given that the open-air driving experience can be marred by ambient noise, wind and exposure to heat or cold, special attention has been paid to top-down comfort. Wind noise has been kept to an absolute minimum, and turbulence in the passenger cabin has been reduced by careful study of the mirrors and interior design. Indeed, this makes driving around the neighborhood with the top down most pleasant. The IS C instrument panel is shared with the IS sedan, but the dials are a different color, with more contrast to improve visibility when the top is down.
Based on the roof position and the amount of sunlight, the climate control system compensates for ambient temperature by adjusting air outlet temperature and air flow volume. The audio system is also automatically equalized to maintain the current acoustic field, regardless of outside noise pollution, when the top is opened or closed.
The 14-speaker Mark Levinson Premium Surround Sound audio system, available as a stand-alone option or in conjunction with the optional DVD touch-screen navigation system, features discrete 5.1 multi-channel playback with 7.1-channel speaker architecture. Its 10 amplifier channels provide 300 watts total output at 0.1 percent total harmonic distortion. The Mark Levinson system plays conventional CDs and DVDs, plus MP3/WMA-formatted CDs. DVD movies can be viewed on the optional navigation system's color seven-inch touch screen, though only when the parking brake is engaged.
It didn't take much driving for us to notice the Lexus IS is nicely balanced. This is especially true of the IS 350 C, which has a 52/48 weight distribution, front to rear. It transitions from side to side with minimal body roll, and sharp brake/throttle/brake applications don't create appreciable front-end dive.
Steering, delivered through an electric power-assisted system that had been something of a sore point when the IS was introduced, has been revised with new programming priorities. The advantage of electric power steering is that it reduces energy consumption, yielding a 3 percent fuel economy improvement over conventional hydraulics. But in the context of a sports car, the steering felt numb and over-assisted. For 2009, the steering system has been revised for quick turning, 2.9 turns, lock-to-lock, and an overall ratio of 13.4 to 1. During an afternoon driving inland from the San Diego area, we thought the steering felt more connected at higher speeds, with better on-center feedback at low speeds. Steering might not be as positive as that in a BMW 3 Series, but it takes less effort at low speeds, and the difference between the two seems less than ever.
Taken together, the changes for 2009 enhance ease of operation, so it's more possible than ever to enjoy an IS in relaxed driving. It's a quick, taut car, but not so severe and compelling as to require the driver to prove himself in every corner, although the IS F might be an exception to that. Still, on the highway, in traffic jams, and crowded roads, any IS can be a serene cocoon. We found that there is hardly any road noise coming through the tires, very little vibration at the wheel and pedal, steering is light and easy, and wind noise is kept to a minimum. We found the standard audio system sounded great in this quiet environment, and it was easy to carry on a conversation in a quiet tone of voice.
The front seats blend luxury with performance. They are secure and supportive, but not overly firm, and 10-way adjustable. We found they were comfortable even on a daylong drive, at least for our average frame. The seats are mounted on a fairly long seat track to provide 44 inches of front legroom for taller drivers, but at the expense of back-seat accommodations.
Rear-seat access is reasonably easy. We found generous hip room, but not much legroom, in the back. The rear seat is rather upright, with two deeply dished seats at either window. The seating for a fifth passenger would be on the hump. Although there is a headrest and seatbelt set for the middle seat, it's clearly designed for temporary use, or possibly a car seat. All things considered, we would say the Lexus IS is a car comfortably built for driver and passenger, plus two more on occasion.
The instrument panel is also telling: The gauges are brightly lit, located front and center, dominated by a 160-mph speedometer and 8000-rpm tach.
The IS 350 is not a hugely demanding car to drive. There is ample torque throughout the rev range, so throttle management is a relaxed process under all but the most critical circumstances.
The automatic transmission is remarkably intuitive about sensing driver throttle demand, so when asked, it holds onto a gear past 5900 rpm, and perhaps more importantly, downshifts when appropriate. When we took control ourselves via paddle shifters, the car becomes more like riding a motorcycle, demanding more attention and a willingness to manage the revs. We don't think we would use the paddle shifters on an everyday basis. On a winding mountain road, we found paddle shifting was fun for a while, but we're not sure it was all that much faster.
We drove an IS 250 with manual transmission around the Willow Springs road racing circuit in Southern California. We found the six-speed manual's shift pattern took a while to get used to, particularly middle-gear downshifts (fourth to third).
The IS 250 is equipped with a 2.5-liter V6 engine that delivers 204 horsepower at 6400 RPM and 185 lb.-ft. of peak torque at 4800 rpm. The IS 250 gets an EPA-rated 21/29 mpg City/Highway. The IS 250, manual or automatic, is a fun car to drive. But it's clear that the IS 350 is the faster car by a large margin. Not only does it have more power, but it has bigger brakes and more aggressive rear axle gearing.
Driving the IS 350 on the track, it was easy to top 100 mph and more. We were easily able to overtake IS 250s, regardless of transmission or configuration. The IS 350 has a 3.5-liter V6 that makes 306 horsepower, 277 lb.-ft. of torque, and can hit 60 mph in just 5.3 seconds.
We never had the IS F on the track simultaneously with the IS 250/350 sedans, but it would surely constitute an exponential leap in performance. Top speed is electronically limited to 168 mph, and the car is capable of accelerating from 0 to 60 mph in 4.6 seconds. The IS F comes with Y-rated tires, a stiffer suspension, 8-speed transmission and a full-throttle exhaust note that will curdle blood. The IS F is just over three inches longer than the IS 350, in order to fit a 416-horsepower, 5.0L V8 engine under the hood. Even with the V8, the IS F gets an EPA mileage rating of 16/20 mpg.
The IS 250 AWD, the slowest and heaviest of the IS cars, has a weight penalty of some 220 pounds over the RWD automatic model. That said, the AWD can still do 140 mph and 0-60 in 7.9 seconds, and offer all-weather performance in places that see significant rain and snow. The AWD is the only IS model that offers heated front seats for colder climates.
The multi-link rear suspension, new for 2009, feels a little more ride friendly than we recall from the original IS, a bit more compliant on jounce, but about the same when it comes to road-holding and lateral transitions.
We found that the IS 350 brakes offer strong, straight stops and inspire confident driving. Light pedal pressure brings lightly progressive slowing but it's possible to invoke immediate stopping power with just a bit more pedal. The system is built around four-wheel disc brakes; the IS 350 gets four-piston front calipers. The tires are one size smaller in the front than the rear, which enhances steering response and the braking power of the front discs.
For emergency stopping, there is a four-channel ABS system, plus six different electronic systems assisting with traction, stability, and emergency control. These systems are unified by the comprehensive stability control system Lexus calls VDIM (Vehicle Dynamics Integrated Management) that makes electronic intervention much less obtrusive than any of the usual safety systems alone. We didn't invoke the VDIM, but we have tested it in controlled circumstances in other Lexus vehicles, and we know how well it works. In an extreme emergency, VDIM can actually lock individual wheels to force a car through a turn it would never make by driver intervention alone. And it can do it without scrubbing off much speed. VDIM is billed as a safety system, and it is, but it brings such hugely effective handling enhancements we think it could be considered a performance system as well. The system is switchable, but VDIM is so much less obtrusive than stand-alone stability control that there are few occasions when we'd feel the need.
The IS lineup encompasses a range of fast, fun, rear-wheel drive sports cars. They offer Lexus-quality workmanship, contemporary design, and a surprisingly diverse array of prices, performance options and luxury appointments.
John Stewart filed this report to NewCarTestDrive.com after his test drive of the Lexus IS models near Newport Beach, California.
Lexus IS 250 manual transmission ($31,305); IS 250 automatic ($32,475); IS 250 C manual ($38,490); IS 250 C automatic ($39,660); IS 250 AWD ($34,935); IS 350 ($36,755); IS 350 C ($43,930); IS F ($56,760).
Tahara and Kyushu, Japan.
Options As Tested
Lexus IS 350 ($36,755).
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