2010 Lexus IS 250C Expert Review:Autoblog
When Lexus researched the target demographic for its IS 250C and IS 350C, respondents were asked what they wanted to do with – and in – their convertibles. When the answers came back, Lexus discovered that no matter how much driving and champagne and sun and moonlight were involved, the scenario always included at least two people doing one thing: engaging in NSFW activities. So the new IS convertible was designed to fulfill those dreams, and according to Lexus, this duo of folding tin-tops represents the automaker's wild side. But does Lexus even have a wild side? Make the jump to find out.
Photos copyright ©2009 Jonathon Ramsey / Weblogs, Inc
Shot with a Nikon D70 and Nikon 18-200 lens
The IS is classed as an entry-level luxury convertible, and as such, it lines up against competitors like the BMW 328i, Volvo C70, upcoming Audi A5 cabrio and the now-departed Mercedes CLK350 convertible. Despite its various and sundry competition, it's clear that the IS C's design couldn't be confused for anything outside of the Lexus stable. The changes made to its rear-end are thorough and create a compelling and markedly different look from its sedan counterpart (the two don't share any body panels). The front and rear fascias have been redesigned with greater angularity: the front intakes dip lower and the "arrowhead" face is more pronounced, while out back, a high-mounted LED brake light notates an arched deck lid, and the trunk and fascia angles are even more acute, with the taillights nearly piercing the license plate area.
The voluminous back end looks more like the C70 than the 328. The convertible has the same width and wheelbase as the sedan, but it's 2.2-inches longer, and aside from housing the retractable roof, that extra bit of metal visually reduces the IS' heightened rump. From the side, the eye makes an easy sweep over the convertible, aided by the sculpted shoulders where the C-pillar meets the trunk, topped by ridges that glide down to the rear. With the top up, you get 10.8 cubic feet of space – enough, we're told, to fit four folks and their golf bags. With the top down, you'll have 2.36 cubic feet to work with, and if you opt for the run-flat tires, a little bit more.
That junk-swallowing trunk is needed to house "the world's fastest opening three-piece metal hardtop." Fifteen motors and 37 sensors put it away and get it back out in 20 seconds. That's the good part. The not-so-good part is that you can't stow the roof while the car is in motion. Most of the time, this won't make much difference, but if you ever need to put the top up at a stoplight – especially if it's a light you're unfamiliar with – then 20 seconds feels like an archaeological era. If the light turns green while you're still doing your thing, your choice is to drive awkwardly with the top half open or to make everyone else wait. Frankly, if this were the choice that had to be made, we would have taken a slower moving top that could operate at modest speeds.
Underneath that raised roof is where the game of inches is played. The doors are nearly a foot longer than those on the sedan and they open wider, making ingress an easy affair. In a reversal of the usual order, there is an inch more headroom up front. However, it's the typical story for those in the rear: only half an inch less headroom then the sedan, but five inches less leg room, eight inches less shoulder room, and ten inches less hip room. It's not as bad as it might sound – if the driver isn't an NBA guard and he's willing to sacrifice a bit of leg room, a person of average height will be fine for a local trip. But the fixed rear center console takes away the option of sliding around to find a little more room.
Naturally, with any new model from Lexus, there's bound to be new luxury bits on top of the regular luxury bits found in the standard IS. The HVAC output and stereo volume auto-adjust based on the top's position and a solar input control provides increased response to the sun when enjoying the environment. If you opt for the Luxury Package, the ten-way adjustable seats include a one-touch tilt and slide function. Tack on the Intuitive Parking Assist system and radar will detect obstacles towards the rear of the convertible that could impede the operation of the roof. Also new for the IS Convertible: the front seats have increased ventilation for cooling, and the heating elements have been included in the seat shoulders – good stuff for when the top is down in chilly weather. Additionally, Bluetooth music players can be paired for wireless operation, the nav uses an auto-fill feature like predictive text, voice commands can be more informal (e.g. "Call Bob at home"), and there's even an option for Hill Start Assist on manual transmission cars.
There are seven available exterior colors, the most notable being the Ultasonic Blue Mica previously exclusive to the IS F. Inside, the options are alabaster and black, and – this is where that wilder side starts to play – an alabaster and blue two-tone interior. Like the sun that will shine upon it, the two-tone affair is the source of serious polarity. If you like it, it's there for you. If you don't, you're back to black or (off) white. But Lexus' wild side isn't limited to its optional tinted leather hides. It's about the entire package, with an emphasis on the driving experience.
As with the sedan, the IS convertible comes in three flavors: the IS 250C is available with either a six-speed manual or automatic, and IS 350C is packaged exclusively equipped with the self-shifting six-speed. In either model, the automatic comes complete with Sport modes and paddleshifters, and both pack a new – albeit late – feature: the ability to change gears without switching into Sport. Snap the paddles in Drive and you've got full manual control. Don't shift for 15 seconds, and the system reverts back to Drive and resumes control.
A quick refresher on the sedan's dynamics are in order: The six-speed IS 250 four-door covers the fundamentals reasonably well. It's brisk: keep the revs above three grand and you'll hear the sound and feel the urge. It's comforting: the nicely finished cabin has the right controls in the right places. And it handles: the chunky steering wheel offers balanced resistance to inputs, and if you're steady with the controls and pay attention to your line, the IS250 stays admirably flat and composed around corners. It's a 50-50 balance of sport and luxury, with the only issues being a wobbly gearshift (new bushings would fix that) and the snappy brake and clutch (a more involved fix, but two things now synonymous with the brand). It's the kind of sedan that reminds you horsepower isn't everything, as the IS 250 has just 204 hp to motivate its 3,455-pound four-door frame.
Conversely, the motoring story of the IS convertibles versus their four-door stablemate is analogous to those two extra inches in length mentioned earlier: minor details seemed to make outsized differences in the car's behavior.
The IS 250 C maintains all of the static accolades of the sedan, but it left us bereft dynamically with tuning that emphasized luxury over sport. At 3,840 pounds when equipped with a manual gearbox, it weighs almost 400 pounds more than the sedan, and every one of those pounds is devoted to sapping life out of the convertible. Granted, the IS C is 15% stiffer than the four-door and uses a stiffer, revised front and rear suspension, but make no mistake, this convertible is made for the boulevard. From a standstill, 60 mph arrives in an estimated 8.4 seconds – only a half second slower than the sedan (1.7 seconds slower than BMW's 328i manual), but from the driver's seat, it feels far slower than Lexus' claimed five-tenths.
That's probably not all down to the extra weight – both the steering and handling felt like they were set on "shopping." But since that setting composes a healthy portion of the car's active duty, it's not necessarily a bad thing... provided you are more concerned about making the scene than making a tidy line through a corner.
To our enthusiast minds, the 306-hp IS 350C makes a lot more sense. The additional 102 hp and another 66 pounds over the IS 250C makes for a significantly better driving experience. The handling is still more feather pillow than fast sweeper, but all those extra ponies – and the attendant 5.8-second 0-60 mph (1.4 seconds quicker than the 328i auto) – simply smother the soft edges of handling. It goes quicker, rolls a little less, steers a little better, and that makes the IS350 C almost a difference in kind, not just degree, compared to the 250C. You can get things done in this car. And enjoy it a little. And still shop.
If you're among those who want the IS C but don't want to sacrifice anything, know that this is the kind of car that the F-Sport line was made for. Aesthetically, the 19-inch wheels, giant brakes and big blue calipers change the car's look from mere bunny rabbit to something that ought to be called "Thumper." On the 350C, you can leave the engine as is, just add the Bilstein shocks, sway bar kit, and performance exhaust and you'll not only look the business, you'll do it as well.
While Lexus contends that the IS C represents its wilder side, we'd qualify that with: "It depends on what you consider wild." We're talking about the wild side of one of the most historically conservative brands in all of autodome, which means our starting point could be considered further to the right than other brands. If you like your wild on the go, then the IS 350 sedan is practically untamed Africa, the IS 350 C is a great zoo, and the IS 250 C is a petting zoo with a cow, some ducks and a couple of sheep. If you think "wild" means you need to apply sunscreen at stoplights, either IS C fulfills the definition.
Viewed through the lens of brand, if you want a convertible Lexus and you have anywhere from $38,480 to spend on the IS 250 C manual to $43,940 for the IS 350 C (plus $875 for destination), then all you need do is choose a droptop and you'll be happy. And as for those salacious dreams that convertible owners are apparently full of, a quick drive will provide plenty of opportunity to decide whether there's enough soul in this topless model for you. In either case, at least as compared to Lexus' aging SC430, we think that there's more 'wild' in either IS C than there is in a whole year's worth of Animal Planet.
Photos copyright ©2009 Jonathon Ramsey / Weblogs, Inc
New Car Test Drive
Great-handling sports sedans and hardtop convertibles.
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 mph acceleration as quick as 5.3 seconds. They are designed to offer comparable style and performance features as the BMW 3 Series cars and Mercedes CLK 350, but at lower prices.
The Lexus IS models come in four-door sedan and two-door hardtop convertible versions and with a choice of engines ranging from sensible to sporty to almost raceworthy.
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 170 mph and is powered by a 416-horsepower 5.0-liter V8. The IS F can compete with the BMW M3.
The 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.
Changes for 2010 are primarily in the area of technology updates. The standard Lexus Premium Sound System now includes iPod and USB connectivity, streaming audio via Bluetooth, and an integrated satellite radio receiver. The optional navigation system now has casual-language voice recognition and Bluetooth phonebook download capability, and also features integrated XM NavTraffic, XM NavWeather, and XM Sports/Stocks. Safety Connect is standard on non-navigation equipped vehicles. Lexus Enform, which automatically comes with Safety Connect, is available only with navigation-equipped vehicles.
The optional Luxury Package for the IS 250 AWD now includes front ventilated seats, perforated aniline leather, and wood trim, in addition to many other features that were already part of the package.
The 2010 Lexus IS models come with leather upholstery; dual-zone climate control; SmartAccess keyless entry with pushbutton engine start; and a satellite-ready 194-watt, 13-speaker stereo with six-CD 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 ($31,845) or six-speed automatic transmission ($33,015).
The IS 250 AWD ($35,475) 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 ($37,295) comes with a 3.5-liter V6 and six-speed automatic. More sophisticated braking and electronic stability systems augment its additional performance.
The IS 250 C ($39,440 with six-speed manual, $40,610 with automatic) and IS 350 C ($44,980) are the convertible hardtop models.
The IS F ($57,760) 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.
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.
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 to the Lexus identity. Smartly integrated metallic or maple trim helps 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, leather, 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 seats.
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. Also included are iPod/USB connectivity, Bluetooth, and an integrated satellite receiver.
Optional packages up the ante. A Premium Value Edition Package, optional for all IS models, includes wood trim, perforated leather seating trim and heated and ventilated front seats. The Luxury Plus Value Edition Package, available for all except the IS 250 with rear-wheel drive and manual transmission, includes the Premium Value Edition Package, plus power tilt and telescoping steering wheel, memory, auto-dimming mirrors, power rear sunshade, adaptive Bi-xenon headlamps, and rain-sensing intermittent wipers. The Luxury Plus Value Edition Package is also available with 18-inch wheels and tires. The Navigation System/Mark Levinson Premium Audio System Package includes HDD Navigation with voice command and enhanced Bluetooth, XM NavTraffic, XM NavWeather, XM Sports and Stocks, Lexus Enform with Destination Assist and eDestination, and a Mark Levinson 14-speaker, 300-watt, Premium Surround Sound Audio System with 7.1 architecture and in-dash six-disc DVD/CD changer. There are also various stand-alone options and features.
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, 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 is through an electric power-assisted system. The advantage of electric power steering is that it reduces energy consumption, yielding a 3 percent fuel economy improvement over conventional hydraulic systems. During an afternoon driving inland from the San Diego area, we thought the steering felt connected at higher speeds, with good 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 small.
The IS is 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 frames. 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 side. The seating for a fifth passenger would be on the center 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 demanded 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 a 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 pound-feet of peak torque at 4800 rpm. The IS 250 is EPA-rated at 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 an IS 250, regardless of transmission or configuration. The IS 350 has a 3.5-liter V6 that makes 306 horsepower, 277 pound-feet 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 170 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, eight-speed transmission and a full-throttle exhaust note that means business. 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 has an EPA mileage rating of 16/23 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 includes heated front seats as standard equipment.
The multi-link rear suspension offers a good ride with ample compliance over the bumps, with a commensurate level of road holding and competence under 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 get to a spot where we initiated action from 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 ($31,845); IS 250 automatic ($33,015); IS 250 C manual ($39,440); IS 250 C automatic ($40,610); IS 250 AWD ($35,475); IS 350 ($37,295); IS 350 C ($44,980); IS F ($57,760).
Tahara and Kyushu, Japan.
Options As Tested
Lexus IS 350 ($37,295).
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