LEXUS

THE ECONOMY’S LOOKING GOOD The Lexus IS220d Sport Proves That Buying A Diesel Saloon Needn’t Mean Surrendering Style. Andy Enright Reports

The blow to the pride hurt more than the physical pain. Walking away from the Lexus IS200 on test here, I couldn’t resist a glance over my shoulder. It’s just one of those cars you get a real kick out of looking at. I’d walk away from a Mercedes C-Class, a BMW 3 Series, an Audi A4 or a Jaguar X-TYPE without so much as a second thought but the Lexus engenders a warm glow to your ego. You’ll want to remind yourself of what you’ve arrived in. You’ll feel like you’ve made it, that people are congratulating you on your refined taste. Right up to that moment when you walk into a bollard.

This has the effect of bringing you to your senses a little. There’s nothing quite like a blow to the nether regions to bring matters into a sharper focus. As you stagger away nursing your bruised pride, you’ll have an opportunity to review the Lexus IS220d Sport a little more dispassionately. Yes, it does look fantastic sitting there all sharky sweeps of sheet metals and 18-inch alloy wheels but is there more to it than mere good looks. Have you been suckered by a rather talented stylist into buying a car that’s all show and no go? Although this car’s standout feature is its good looks, there’s substance beneath the taut surfacing as well. This Sport model joins the existing IS220d diesel and offers a few refinements guaranteed to appeal to keener drivers. The most obvious change is a change in the differential gear ratio in the rear axle from 2.474 to 3.200. That might sound like technical gibberish to most but it has a real effect on the driving characteristics of this car. In short, it makes the gears ‘shorter’, sharpening up acceleration and getting the biggest possible bang for your buck from the IS220d’s 175bhp turbodiesel engine.

"The IS220d Sport feels better built than any of its German rivals"

The six-speed gearbox is extremely good and you’ll be snicking up and down gears just for fun, the pedal positioning making smooth up and down changes easy. The engine does its best work between 2,400 and 3,750rpm, so it’s not as peaky as many diesel cars but you’ll need to grab for gears fairly quickly if you’re intent on making a quick getaway. The sprint to 60mph is dispatched in just 8.6 seconds. In case you’re wondering why the Lexus is slower off the mark than the less powerful BMW 320d, the answer comes down to weight. At 1,655kg this Lexus is fully 225kg heavier than the BMW. That’s like having Lennox Lewis and Evander Holyfield in the back seat. Like many other perfectly formed things, the IS is on the small side. The big guys would likely have a few issues with kneeroom and because of the electric adjustment for the front seats, there’s little room underneath for Lennox to plant his size fourteens. There can be few grumbles about the standard of fit and finish and the amount of gear you get. As well as those 18-inch rims, there’s sports suspension and sports pedals. Metallic trim detailing inside vies for your attention with Cellensia suede-effect upholstery. The front seats get heating elements for those chilly winter mornings while the eight way electric adjustment ensures a perfect driving position. There’s also climate controlled air-conditioning, a 13-speaker audio system with an in-dash 6 CD autochanger, rain sensing wipers, front and rear parking sensors, keyless entry, a push button start, memory settings for the driver’s seat, steering wheel and door mirrors. I could go on but by now you probably get the picture. This is a car that takes the sort of equipment you’d expect in a top end luxury saloon and crow-bars it into a compact executive model. It’s easy to excuse its somewhat lardy showing on the scales as a result. The ride on the 18-inch alloy wheels and sport suspension set up is firm but composed. The steering is quick and accurate and the on-limit handling, as defined by the VDIM stability control system, is benign in the extreme. This system is a vast improvement over the old VSC stability control system, allowing a little more wheelspin but intervening earlier and less obtrusively when it detects the car getting a little out of shape. What’s even more interesting is that whereas traditional stability control systems just nip at the brakes to keep things in check, VDIM manages brakes, throttle and even steering, adding a couple of degrees of counter steer crucially early in the event of a slide. Power out of a wet mountain hairpin with the engine right in the meat of the torque and you’ll feel a mild muting of throttle response and a spot a flashing light on the fascia. No drama, no temptation to counter steer yourself (something that can royally confuse some stability control systems) and a rapid reapplication of full power once the car detects it’s pointing in the right direction. Top marks. The interior is an object lesson in how to make complex systems intuitive to access and operate. It’s here that Lexus scores its most decisive victory over the BMW 3 Series. The satellite navigation, audio and ventilation systems are all simple to use. Try changing the stereo’s bass and treble on a BMW fitted with iDrive. If you can do it within twenty minutes of starting out, without recourse to a manual, mind, you’re doing better than me and I’ve got a degree in IT. In the IS 220d, you’ll figure it out within ten seconds the first time and the same goes even for the more complex functions. The second biggest advantage the Lexus scores comes in after sales service. Here the company is second to none and Lexus dealers monotonously rate as having the best service offering year after year. Judging by other Lexus products, it’s doubtful you’ll see much of them other than for routine servicing as, again, Lexus trounces all German rivals when it comes to reliability. Although the engine is by no means the best unit in its class, the rest of the Lexus IS220d Sport package makes up for it. It’s not cheap but if you want a car that you really get a kick out of owning, this is as good a contender in this class as any. Just don’t admire it too much.

Facts At A Glance CAR: Lexus IS 220d Sport PRICE: £26,925 – on the road INSURANCE GROUP: 13E CO2 EMISSIONS: 168g/km PERFORMANCE: 0-60mph 8.6s / Max Speed 134mph FUEL CONSUMPTION: (combined) 44.8 (extra urban) 52.3 (urban) 35.8mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags / ABS / ESP

GOT MUNICH’S MEASURE? The Lexus IS250 Has To Answer One Significant Question. Is It More Appealing Than A BMW 3 Series? Andy Enright Reports

Amid the countless reams of information that the publicity machine of Lexus spews out, the one salient question that will make or break their IS250 model lays hanging in the air. It’s not a question to which Lexus itself can proffer an answer, instead leaving it up to the press and, ultimately, the public to pass judgement upon. If the answer is yes, the IS250 will be a huge success. If not, it’ll likely be another interesting Japanese executive car that services a small niche. The question is simple. Would you have an IS250 over a BMW 3 Series?

Think about it before you jump to a conclusion. Many of you will be swayed by the neat, tight styling of the Lexus and the rather unresolved finish of the Three. For such aesthetes, that will be enough. This impression will be hammered home the moment they slip into the driver’s seat of both vehicles. Pitch the mid-Range IS250 SE up against a similarly priced car like the BMW 325i SE and the Japanese saloon instantly feels £10,000 more car. Specify the BMW to the level of the Lexus and the bottom line will show that the IS250 is in fact, something like £3,000 less car. That’s a decisive advantage. Drive the two cars back to back and the decision isn’t quite so easy to make. The Lexus feels a younger car. It’s eager, with sharp steering, a firmer ride and the handling balance is more playful than the 3 Series. While this is entertaining when driving at sensible speeds, it’s only when you turn up the wick that the German car’s quiet steering and damp chassis come to the fore, offering superb body control and instilling huge confidence. The IS isn’t quite so well tied down, and the electronic control systems don’t offer the same multi-layered subtleties as the BMW’s. The trouble with the 3 Series is that you don’t appreciate how good it is until you’re travelling at speeds that would result in a hair dryer from any competent traffic cop. The Lexus feels more entertaining at more sensible velocities and is more endearing.

"Lexus have forensically deconstructed the best bits of their rivals"

The Lexus V6 engine certainly isn’t its weakest link. Although 204bhp isn’t a huge amount of power for an engine of this ilk, the power delivery is smooth and creamy and works very well when mated to an automatic gearbox. A manual car betrays a very slight hole in low-down torque that can prove slightly annoying when pulling out of junctions. The fact that the peak torque figure is reached at a relatively high 4,800rpm demonstrates that this is an engine that likes to register a few revs on the board. Once you’ve got it dialled in, the IS250 shows a fair turn of speed. It’ll make 60mph from rest in 7.9 seconds and run on to 146mph. Fuel economy is so-so, with real world users probably eking around 22 or 23 miles from a gallon of 95RON. Plus, an emissions of rating of 231g/km isn’t a standout figure from a manufacturer of eco-friendly hybrid vehicles. As with any Lexus, the IS250 impresses with its sheer depth of electronic engineering. A full colour display shows images from a camera mounted in the number plate surround for easy parking. The Lexus Navigation System is also something to behold, with a DVD-based mapping system that offers lightning quick draw rates and speed of calculation. A super-detailed map function of many major European cities even offers drivers advice on when they need to change lane to make an impending turn. Voice activation allows English, French or German drivers the ability to marshal the audio, air conditioning and phone systems. The touch screen and voice combinations make the IS250’s ‘infotainment’ system a whole lot easier to use in traffic than many rivals systems. A Bluetooth phone system allows for hands free phone control with twenty voice tags stored and 1,000 contact numbers from a phone being accessible via either the touch screen, steering pad switches or voice control. It’s worth spending a while on the optional Mark Levinson premium sound system that’s supplied with the Multimedia pack. With fourteen speakers and 300-watts, this system uses an in-dash six-DVD autochanger to offer hours of high quality music. Offering the segment’s first complete 5.1 home theatre entertainment experience, no detail has been left to chance. Mark Levinson even requested that certain components in the Lexus IS’s cabin be made more rigid to prevent unwelcome resonances. An auxiliary socket concealed in the centre console box allows iPods to be linked in. One of the key design elements of the old IS – the chronograph style instruments – has been been dropped in favour of a more conventional fascia. This means that although the quality and ergonomic excellence of the Iatest IS interior is virtually beyond reproach, there’s now no longer a signature styling point to really catch the eye. The side air vents at first seem a little oddly positioned, but Lexus attribute this to the principle of ‘Hazushi’ – to ‘shift out of phase’. This expresses the notion of something that is part of the whole but, at the same time, retaining its independence. A strong and independent air vent must be a happy air vent. One complaint levelled at the old IS was the rather tight rear quarters and the addition of another 60mm to the new car’s wheelbase has done much to solve this problem. Consult the specification sheet and it becomes apparent that in one fell swoop, the IS has gone from being one of the meanest in terms of rear knee room to near the top of the class. Boot space at 378 litres isn’t great, Lexus still having lessons to learn when it comes to packaging plenty of useable space into a tight overall footprint. In offering sharper looks, a more entertaining driving experience for 90% of the time and a massive advantage in terms of equipment, the Lexus IS250 has what it takes to convince a meaningful slug of buyers that it has one over on the 3 Series. It’s not enough for a knockout victory, but a split points decision is no shabby result.

FACTS AT A GLANCE CAR: Lexus IS250 Range PRICES: £23,870-£28,620 – on the road INSURANCE GROUP: 13E CO2 EMISSIONS: 231g/km PERFORMANCE: 0-60mph 8.1s / Max Speed 144mph FUEL CONSUMPTION: (urban) 20.9mpg / (extra urban) 36.7mpg / (combined) 28.8mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags / ABS / ESP

LESS IS MORE The Lexus IS Range Was Always A Contender But The Latest Model Presents A Very Serious Challenge To The Best Of The Rest. Andy Enright Reports

The passage of time does stRange things to our perception of cars. On occasion, I’ll jump behind the wheel of a model I’d raved over a couple of years back, drive it for a week and then wonder what on earth I’d been so enthusiastic about. The flipside of this is a car that at first seems merely adequate but with subsequent reacquaintance appears better than ever. Such a car was Lexus’ first generation IS series. Now, with an all new model rolling from the production lines, the onus is on the little Lexus to go one step further and impress right from the word go.

The significance of this model cannot be overstressed. The IS was the car that transformed the Lexus franchise from a low volume luxury operation to the kind of dealership you’d put on your shortlist alongside Saab, Jaguar, Volvo and the premium German marques of BMW, Mercedes and Audi. If only the model Range had been a little wider, Lexus could have been competing on genuinely level terms. After all, it was difficult to pitch it as a credible rival to the BMW 3 Series when there was, for the first two years of its life, only one engine – a rather humble 2.0-litre petrol – and one body style. A more powerful 3.0-litre unit was subsequently introduced as well as a SportCross lifestyle estate version, but without a diesel variant or a flagship sports model, the IS series of cars was rather hobbled. They remain great to drive and a thoroughly satisfying ownership experience, but public perception that the original IS was a rather underpowered wannabe 3 series was tricky to overcome. The latest model, priced from £22,445, looks set to rectify some of those shortcomings. The big news from the Lexus stand at the 2005 Geneva Show was that a diesel engine would at last be mounted under the bonnet of an IS. One of the busiest exhibitors at a show packed with new product launches, Lexus could be rightly proud of the amount of attention the new IS was attracting. Buried beneath throngs of photographers, the latest IS has to be one of the most photogenic cars ever seen in the compact executive class. If the amount of digital images captured could be converted into sales, the IS would probably outstrip BMW’s latest 3 Series by two or three to one.

"The IS contrives to make the opposition look somewhat clumsy"

Much of this is attributed to what Lexus calls its L-Finesse design philosophy. Car designers have justly developed a reputation for taking themselves rather seriously and it’s not hard to see why when L-Finesse is described as being composed of three fundamental elements, Incisive Simplicity, Intriguing Elegance and Seamless Anticipation. Translated from PR speak, L-Finesse is a way of clothing the car in sheet metal that looks as if it has been shrink wrapped onto the car’s frame. The end result is a very taut, muscular looking car with origami-sharp swage lines and very painstakingly finished detailing. Bigger than its predecessor by 90mm in length and 75mm in width, the latest IS looks sportier and unapologetically Japanese. Try imagining this car wearing an Audi or Saab badge. It’s quite impossible. One of the key design elements of the old IS – the chronograph style instruments – has been been dropped in favour of a more conventional fascia. This means that although the quality and ergonomic excellence of the Iatest IS interior is virtually beyond reproach, there’s now no longer a signature styling point to really catch the eye. The side air vents at first seem a little oddly positioned, but Lexus attribute this to the principle of ‘Hazushi’ – to ‘shift out of phase’. This expresses the notion of something that is part of the whole but, at the same time, retaining its independence. A strong and independent air vent must be a happy air vent. One complaint levelled at the old IS was the rather tight rear quarters and the addition of another 60mm to the new car’s wheelbase has done much to solve this problem. Consult the specification sheet and it becomes apparent that in one fell swoop, the IS has gone from being one of the meanest in terms of rear knee room to the top of the class. One area that was rarely questioned was equipment provision and the latest car nails home its advantage yet further. You could be listening to CDs on four speakers in your BMW, or six if you’re feeling a little flush when it comes to ticking the options boxes. The IS features 13 speakers as standard and a six CD autochanger that will handle MP3 and WMA files. How’s that for a crushing advantage? Two engines are offered, Lexus learning their lesson from the original IS launch. The petrol engine is a beefy 2.5-litre V6 which combines a stoichiometric direct injection system with dual VVT-i valve timing. This means that torque and power are spread widely across the rev Range. You’ll get 202bhp out of this engine and a torque figure of 184lb/ft at 3,800rpm. Mated to either a six-speed manual box or a six-speed auto that features paddle shift control, this engine is more powerful than direct equivalents from any of its rivals. Even more impressive is the 2.2-litre common rail diesel engine. Some carped that the IS needed a six cylinder diesel but with 175bhp on tap, the dissenters should pipe down. No less than 295lb/ft of torque is served up from as little as 2,000rpm, making this engine more muscular than the V8 unit which powers a Ferrari 360 Modena. It also features the only catalyst in the world that simultaneously reduces nitrous oxide and particulate matter simultaneously, making this one of the cleanest diesels ever produced. In order to drive home the early excitement, Lexus need to populate this Range quickly. The foundations, however, look mightily impressive.

Facts At A Glance CAR: Lexus IS Range PRICES: £22,445-£28,045– on the road INSURANCE GROUPS: 13E [IS250] CO2 EMISSIONS: 168-231g/km PERFORMANCE: [IS250] 0-60mph 8.1s / Max Speed 144mph FUEL CONSUMPTION: [IS250] (urban) 20.9mpg / (extra urban) 36.7mpg / (combined) 28.8mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags / ABS

FLEET SERVICES The IS220d Represents Lexus’ First Stab At The Diesel Market. Hit, Miss Or Maybe? Andy Enright Reports

First impressions were promising. A row of gleaming Lexi(?) parked in the winter sun outside Rome’s Fiumicino airport all neat proportioning, grown up detailing, and purposeful stance. Looking for all the world like a Lexus GS that had been to the gym every day for six months, the IS 220d is going to sell on looks alone. Know that. BMW certainly will because this car has its sights firmly targeted on their 320d. For a good proportion of buyers, the Lexus has the Bavarian’s measure.

I’m often asked whether car A or car B is better and the answer, inevitably, is ‘it depends’. Whether you’ll take the Lexus or the Beemer is contingent on all manner of criteria but let’s just say for the time being that if you want a polished ownership experience with all the bells and whistles, shop Japanese. Those more interested in wringing the chassis engineering genius out of the last tenth of the handling envelope will be better off buying BMW. From here on in it gets a little trickier. The defining feature of this car, namely its diesel engine, also happens to be the weakest aspect of its character. While the 177bhp 2.2-litre four-pot engine makes a marvellous addition to a Toyota Corolla Verso, the stakes are a little higher in the compact executive class and this engine just isn’t as good as the oil burners found in rival BMW, Mercedes and Audi models. Lexus has built its corporate identity around peerless refinement and this turbo diesel is markedly more sibilant than its Teutonic counterparts. It also lacks the fabulous torque on demand qualities of the best engines. Wind it up and it does deliver adequate go, but it only serves to highlight the IS’s paradox. You can either buy an IS that’s quick but loud - this one - or opt for the petrol IS250 which isn’t loud but nor does it feel particularly quick. On paper, the diesel engine appears to tick all of the boxes. It’s economical and low on emissions and will doubtless be a darling of corporate buyers, with its affordable upfront price and huge host of gadgets that serve to plump up residual values, making leasing rates look very attractive. Some may feel I’m being a little harsh on this, Lexus’ first crack at the diesel market, but it has to be judged fair and square against the best, and in the powerplant department at least, the IS 220d comes up wanting.

"For their first diesel, the IS 220d is a class act, but any compact executive contender gets judged against some very tough criteria"

Other aspects of the driving experience are a mixed bag. The six-speed manual gearbox isn’t particularly delightful, being quite long and heavy in the throw, but the pedals are beautifully weighted, the brake pedal in particular being one of the best in the business with a supremely reassuring feel. The driving position is also excellent with great all round visibility helped by big, bright door mirrors. They create some wind noise at above 80mph but the field of view is the best I’ve come across. The ride on the standard 17-inch alloy wheels and suspension set up is also very good, even the scabbiest Italian mountain roads failing to break the car’s composure. The steering is quick and accurate and the on-limit handling, as defined by the VDIM stability control system, is benign in the extreme. This system is a vast improvement over the old VSC stability control system, allowing a little more wheelspin but intervening earlier and less obtrusively when it detects the car getting a little out of shape. What’s even more interesting is that whereas traditional stability control systems just nip at the brakes to keep things in check, VDIM manages brakes, throttle and even steering, adding a couple of degrees of counter steer crucially early in the event of a slide. Power out of a wet mountain hairpin with the engine right in the meat of the torque and you’ll feel a mild muting of throttle response and a spot a flashing light on the fascia. No drama, no temptation to counter steer yourself (something that can royally confuse some stability control systems) and a rapid reapplication of full power once the car detects it’s pointing in the right direction. Top marks. The interior is an object lesson in how to make complex systems intuitive to access and operate. It’s here that Lexus scores its most decisive victory over the BMW 3 Series. The satellite navigation, audio and ventilation systems are all simple to use. Try changing the stereo’s bass and treble on a BMW fitted with iDrive. If you can do it within twenty minutes of starting out, without recourse to a manual, mind, you’re doing better than me and I’ve got a degree in IT. In the IS 220d, you’ll figure it out within ten seconds the first time and the same goes for even the more complex functions. The second biggest advantage the Lexus scores comes in after sales service. Here the company is second to none and Lexus dealers monotonously rate as having the best service offering year after year. Judging by other Lexus products, it’s doubtful you’ll see much of them other than for routine servicing as again Lexus trounces all German rivals when it comes to economy. The Lexus IS220d is a hard car to pronounce judgement on. Part of me feels that it represents a missed opportunity to establish a class lead but another part feels that the deficiencies of the slightly sub-par powerplant are wholly outweighed by the manifold levels of excellence that permeate the rest of the vehicle. This car is steeped in build and design integrity and an unswaying focus on how we use our cars. Perhaps it’s this unstinting excellence of virtually every other aspect of the car that throws the engine’s shortcomings into focus. If that’s a back handed compliment borne from the expectation that a modern Lexus now generates, so be it.

Facts At A Glance CAR: Lexus IS 220d Range PRICES: £22,200-£27,800 – on the road INSURANCE GROUPS: 12E – 13E CO2 EMISSIONS: 168g/km PERFORMANCE: 0-60 8.9s Max Speedf 134mph FUEL CONSUMPTION: (combined) 44.8 (extra urban) 52.3 (urban) 35.8mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags / ABS / ESP

EXECUTIVE CLUB UPGRADE Models Covered: (4dr saloon 2.2-litre diesel, 2.5-litre petrol [base, SE, SE-L, Sport])

BY ANDY ENRIGHT

The Lexus IS range had long been viewed as a very talented, if slightly derivative, underperformer. With the second generation car, it achieved an identity all of its own and along with that came genuine reasons to buy it other than not liking or being able to afford a BMW 3 Series. With outstanding build quality and peerless dealer backup, the MK2 IS might just be the most stress-free used executive car around right now.

If anything, Lexus downplayed quite how far the second generation IS model had come at its launch, relying instead on the car’s sharp styling to get it noticed. The previous generation model was a looker in its own right but many of the design cues that looked so daring in 1999 looked a little dated some six years later. The second generation model was tauter but less ostentatious. It was also a smaller range, shorn at launch of the punchy three-litre petrol engine and the SportWagon estates. What was offered rectified a glaring gap in the old line up – a diesel engine. Cars arrived in UK dealers in December 2005 and received warm reviews from press and public alike.

The second generation Lexus IS has to be one of the most photogenic cars ever seen in the compact executive class. If the amount of digital images captured at its Geneva Motor Show launch could be converted into sales, the IS would probably outstrip BMW’s latest 3 Series by two or three to one. Much of this is attributed to what Lexus calls its L-Finesse design philosophy. Car designers have justly developed a reputation for taking themselves rather seriously and it’s not hard to see why when L-Finesse is described as being composed of three fundamental elements, Incisive Simplicity, Intriguing Elegance and Seamless Anticipation. Translated from PR speak, L-Finesse is a way of clothing the car in sheet metal that looks as if it has been shrink wrapped onto the car’s frame. The end result is a very taut, muscular looking car with origami-sharp swage lines and very painstakingly finished detailing. Bigger than its predecessor by 90mm in length and 75mm in width, the latest IS looks sportier and unapologetically Japanese. Try imagining this car wearing an Audi or Saab badge. It’s quite impossible. One of the key design elements of the old MK1 IS – the chronograph style instruments – has been been dropped in favour of a more conventional fascia. This means that although the quality and ergonomic excellence of the IS interior is virtually beyond reproach, there’s now no longer a signature styling point to really catch the eye. The side air vents at first seem a little oddly positioned, but Lexus attribute this to the principle of ‘Hazushi’ – to ‘shift out of phase’. This expresses the notion of something that is part of the whole but, at the same time, retaining its independence. A strong and independent air vent must be a happy air vent. One complaint levelled at the old IS was the rather tight rear quarters and the addition of another 60mm to the new car’s wheelbase has done much to solve this problem. Consult the specification sheet and it becomes apparent that in one fell swoop, this IS has gone from being one of the meanest in terms of rear knee room to the top of the class. One area that was rarely questioned was equipment provision and the IS nails home its advantage yet further. You could be listening to CDs on four speakers in your BMW, or six if you’re feeling a little flush when it comes to ticking the options boxes. The IS features 13 speakers as standard and a six CD autochanger that will handle MP3 and WMA files. How’s that for a crushing advantage?

Not too many people opted for the base model car, twigging that the SE specification wasn’t a great deal more expensive but featured a good deal more kit. Strive if you can for one of these SE models as a start point to Lexus IS ownership. You’ll need £21,750 for a 55-plated 2.5-litre car with the better-equipped SE-L kicking off at a tad over £23,000. Go for the diesel engine and you’ll pay a similar amount for the SE with a Sport model opening at £22,450. Insurance is very reasonable, reflecting the more mature owner profile of this range, the diesels being rated at Group 13 with the petrol-engined 2.5-litre cars falling into Group 14.

You’re buying a nearly new Lexus and you want to know what to look for? Aside from the look of chagrin on your neighbour’s face, not a whole lot. Build quality is very good and dealer backup second to none.

(approx. based on 2007 IS250 SE) Do you want the good news or the bad news? The good news is that if you’ve just purchased a MK2 Lexus IS, you’ve just bought into one of the reliable cars known to man. The bad news is that in the unlikely event that anything goes wrong with it, you’re going to be paying some serious shekels for spares. An exhaust system on the IS250 less catalyst is around £900 and front brake pads are £80 a set. An alternator is £400, and a replacement starter motor £200.

The petrol engine offered from launch in the IS was a beefy 2.5-litre V6 which combines a stoichiometric direct injection system with dual VVT-i valve timing. This means that torque and power are spread widely across the rev range. You’ll get 202bhp out of this engine and a torque figure of 184lb/ft at 3,800rpm. Mated to either a six-speed manual box or a six-speed auto that features paddle shift control, this engine is more powerful than direct equivalents from any of its rivals. Even more impressive is the 2.2-litre common rail diesel engine. Some carped that the IS needed a six cylinder diesel but with 175bhp on tap, the dissenters should pipe down. No less than 295lb/ft of torque is served up from as little as 2,000rpm, making this engine more muscular than the V8 unit which powers a Ferrari 360 Modena. It also features the only catalyst in the world that simultaneously reduces nitrous oxide and particulate matter simultaneously, making this one of the cleanest diesels ever produced.

As used compact executive cars go, the Lexus IS makes probably the most bulletproof buy. Check for obvious signs of neglect but otherwise, this one gets a five star recommendation.