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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.

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. This improved Lexus IS maintains the sharp, eye-catching looks of the original second generation model but offers a few subtle tweaks on the ‘L-finesse’ design theme. At the front there is a restyled front bumper with a revised grille. The door mirrors are smarter too, with larger glass sections for improved vision and integrated indicator lamps. At the rear there are subtle changes to the rear lamp clusters, and to the rear bumper. In the cabin the changes are limited to minor adjustments to the tone of interior upholsteries and trims and the shape of switches and graphics on the centre console. 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. 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: £23,200-£28,850 – on the road INSURANCE GROUP: 13E-14E 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

AN SR IS BORN
We’re having to get used to the idea of sporty Lexus models. Here’s another one. Jonathan Crouch checks out the IS250 SR

It wasn’t long ago that Lexus really didn’t have to be sporty. The brand could leave that kind of thing to rival German marques and concentrate on delivering sheer, undiluted luxury. No longer. The Japanese are beginning to want to challenge the Teutonic marques at their own game.

Proper evidence of this came with the launch of the storming 417bhp V8 IS F model, aimed directly at BMW’s M3 and Mercedes’ C63 AMG. The problem is of course that not everyone wants or is able to spend £50,000 on an executive saloon. But that doesn’t mean they wouldn’t be open to a compact executive saloon with just the right balance between luxury and sportiness. Something perhaps with the allure of a Lexus IS F that feels more purposeful than a standard IS 250 Sport. Enter the Lexus IS250 SR. This carefully targeted addition to the IS range expresses its performance credentials with a full body kit and 17-inch 10-spoke alloy wheels on the outside. Aluminium scuff plates and pedals add subtle visual enhancements on the inside. Heated front seats are also fitted as standard. In total, this model is packed with features that have a combined customer value of more than £3,500, yet the price tag (£24,990 for the manual and £25,800 for the automatic) is less than £1,000 greater than that being demanded for a standard entry-level IS 250 variant. Key standard features include 10 airbags, climate control, cruise control, smart keyless entry and engine start and sequenced LED interior lighting. The car’s already powerful lines are enhanced with deep skirts to the front, rear and sides and a rear spoiler. Owners who want an even more sporty statement can specify five-spoke 18-inch Tsuki rims. Three exterior colours are available: Velvet Black and Cadoxton Slate and Argento Ice metallic finishes. All are matched to Worcester Black interior fabric trim. The Lexus V6 engine certainly isn’t this car’s 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. The 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.

"This is one of those cars you really have to drive to appreciate…"

Once you’ve got it dialled in, the IS250 shows a fair turn of speed. It’ll make 60mph from rest in 8.1 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 first generation IS – the chronograph style instruments – has been dropped in this Mk2 model 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 original IS was the rather tight rear quarters and the addition of another 60mm to the latest 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. Check out the specs of rival German models and it’s clear that none can offer a comparably equipped package at the £30,000 price point. Overall though, this is one of those cars you really have to drive to appreciate. Not because it’s the sharpest steer in the class but because at the end of the day, you may well conclude that on most roads, most of the time, the balance between comfort and sportiness of an IS 250 is one that works better.

Facts At A Glance CAR: Lexus IS250 SR PRICES: £24,990-£25,800 – on the road INSURANCE GROUP: 13E-14E 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

THIS IS IT
Lexus goes up against the leading premium convertible with its IS 250C. Steve Walker reports.

The sleek Lexus IS saloon makes the transition to folding hard-topped convertible look easy. The roof takes just 20 seconds to do its thing and both safety provision and equipment levels look generous.

Folding hard top roofs are a great idea. When it’s raining, you have a rigid metal shield for the elements to pitter-patter off and when your car is parked up overnight, there’s a sturdy barrier to thwart Stanley knife wielding hoodies. Then the sun shines and the whole thing retreats into the boot at the press of a button, dramatically installing the heavens overhead and blasting fresh air through your follicles. One day, all cars will be roofed in this way - just as soon as the small matters of diminished boot capacity, gawky styling, lost chassis rigidity, weight and cost have been successfully ironed out. That day is not yet here but with Lexus entering the folding hard-top market in earnest with its IS 250C, who’d bet against it being brought forward? Lexus has had a folding hard topped car on sale in the UK since 2001 but you’ll be forgiven for not knowing much about it. The SC 430 coupe proved extremely effective at slipping under the radar of most buyers and sales were correspondingly modest in the UK where the car’s combination of thirsty V8 engine and relaxed driving manners were never going to play as well as they did in the SC’s primary market across the pond. The IS 250C immediately looks far more apt to succeed. Based on the popular IS saloon which Lexus has set-up as a credible rival to the German compact executive choices, the C aims to move the folding hard-top game on while maintaining the brand’s traditional focus on quality, comfort and refinement. The engine in the IS 250C is the same as that in the IS 250 saloon, a smooth 2.5-litre V6. Producing 205bhp, it isn’t too highly strung and delivers good levels of refinement. Lexus was keen for the IS 250 C to replicate the impressive ride quality and composure on which Lexus has built its house down the years and to achieve this in a car with a stowable roof, the engineers had their work cut out. The IS 250C uses the same double wishbone front and multi-link rear suspension layout as the IS but tweaks to the chassis of the convertible promote a smoother ride while working to combat the loss or rigidity that tends to follow the removal of a car’s fixed roof. An exhaustive series of tests was also then undertaken to make certain that vibrations were well contained and wind noise kept to a minimum.

"The roof folds into three and can lower in a mere 20 seconds…."

A few cars invite their owners to leave removable roofs at home in the garage but the changeable UK climate is such that this remains a brave course of action. In a game of Russian roulette with the British summertime, there’s only ever going to be one winner but the safe option of taking your roof with you presents its own problems, especially if it’s made out of metal and powered by hefty electric motors. The major niggle is styling and Lexus appears to have done a reasonably job of addressing it. The car’s rear overhang is 50mm longer than the saloon’s to accommodate the folded roof but unlike some of its rivals, the IS 250C doesn’t appear overly chubby around the hindquarters. Indeed, the slick looks that make the IS one of the most handsome compact executive saloons on sale are carried over reasonably successfully and also help the C achieve a low drag coefficient of 0.29 Cd. The roof itself folds into three and can lower in a mere 20 seconds. Its compact design, together with the elongated rear, means there’s still a usable amount of boot space – enough, claims Lexus, for a golf bag to be squeezed in alongside the folded roof. Lexus interiors tend to be slick affairs and the basic design of the IS cabin has been altered so it functions more effectively in a convertible car. The instruments have been revised so they can be more easily seen when the roof is down and the sun is out, while access to the rear seats has been simplified in this two-door car by elongated door openings. There’s also a mechanism that folds and slides the front seat at the touch of a button so passengers can get into the back without too much clambering. The Lexus IS has long looked as though a little diversification might do it good. With a limited engine range and a single bodystyle, this highly adept car was always going to be at a disadvantage when battling the sprawling model line-ups of Audi’s A4, BMW’s 3 Series and the Mercedes C-Class. From this perspective alone, the IS 250C is a step in the right direction giving compact executive convertible buyers another viable non-German option. The IS 250C deal is further sweetened by a detailed specification for the car which includes a climate control system that adapts automatically to optimise its performance when the roof is lowered and speed is increased. There’s also a premium Mark Levinson stereo that pulls a similar trick, upping the bass when the roof goes down. This isn’t designed to rattle the neighbourhood’s windows but to compensate for the escaping sound. Safety equipment includes VDIM Vehicle Dynamics Integrated Control and VSC stability control but there are also redesigned airbags that give better protection than standard items when the roof is lowered. Running costs aren’t quite as crucial to the IS 250C buying decision as they will be to that of its saloon counterpart. If they were, then you’d be able to order this car with a diesel engine. Expect figures similar to that of the existing four-door, which means a 29mpg return on the combined cycle and emissions of around 231g/km - high given the engine’s 202bhp power output. The 215bhp BMW 325i Convertible can deliver 40mpg and 170g/km of CO2. As an ownership proposition, the IS redeems itself with strong residual values helped by its relative exclusivity compared to fleet-favourites like the 3-Series and A4. Both the car and its manufacturer tend to perform excellently in customer satisfaction surveys so if you like to visit your dealership as rarely as possible and be looked after like royalty on the occasions that you do, compact executive cars don’t get better than this. Open topped motoring has never come with fewer drawbacks than it does today and if your last experience of a convertible car left you pledging to give the squeaky, leaky, impractical things a wide berth for ever more, a car like the Lexus IS 250C could well change your mind. With its slick folding metal roof and intelligent attempts to address the age-old issues with roofless cars, it could be enough to persuade those who have never really got the whole wind in the hair thing. Like other folding twin-top models, the IS 250C is not without its compromises but as these get smaller, the market for this type of car can only grow. The Lexus IS 250C is a newcomer to a market with some well established players that could use a bit of a shake-up. The Saab 9-3, BMW 3-Series Convertible and Mercedes CLK Cabriolet are all well known names but the Lexus looks to be thoroughly well developed and in a strong position to make headway.

Facts At A Glance

LEX IS MORE
The Lexus IS always presented a very serious challenge to the best of the rest in the compact executive saloon sector. Now it’s sharpened up its value proposition. Jonathan Crouch reports

The sharky styling and classy feel of the Lexus IS will be enough to convince many of its merits before they even venture aboard, especially now that prices have been sharpened and specifications improved. Once you are behind the wheel, the build quality looks strong and the car handles with a degree of sporty composure. The engines aren’t the best out there and space in the back could be more generous but excellent safety, robust security and the famed Lexus dealer network all loom large in the plus column.

For compact executive car buyers fed up with Germany’s usual suspects, the Lexus IS would seem to be the default choice. Beautifully styled, robustly built and flawlessly reliable with a dealer network that’s routinely steeped in praise by every customer satisfaction survey going, the junior Lexus appears to tick all the boxes. So why hasn’t it made more of an impact? Is the IS the market’s best kept secret, a car that would be capable of breaking the 3-Series, C-Class and A4 monopoly if only more people knew? Or is the Lexus merely a second tier operator destined to gaze longingly up at the top table along with assorted Saabs, Volvos and Jaguars? The availability of only single mainstream petrol and diesel engine choices, plus the lack of an estate derivative doesn’t help the Japanese brand but in recent times, there have been signs that the marque is going to be doing a bit more to put this under-estimated product on the map. First, there was the introduction of the IS-F high performance flagship variant, too expensive to garner many sales but important as a halo model. Much the same applies to the stylish IS250C convertible. Then, more recently, equipment levels have been improved, prices reduced and a styling tweaks announced for a sharper look.

"The fact that it isn’t German will be enough to convince many weary execs yearning for a change…."

As before, two mainstream engines are offered, one petrol and one diesel. 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 at 6,400rpm but this along with a torque figure of 249Nm at 3,800rpm speaks of a unit that needs to be worked hard if it’s to offer up its best performance. So it proves, although refinement is very good at the lower engine speeds where you spend most of the time. The diesel is noisier of course but does serve up 400Nm of torque from as little as 2,000rpm, so you’ll not want for pulling power. The diesel takes 8.9s to reach 60mph while the petrol takes 8.1s so both have the pace to match comparatively priced rivals. The engine range probably won’t whet the appetite in quite the way that BMW’s 3-Series line-up will but the IS has more definite appeal in other areas. Fast steering and limpet-like grip make the IS a fine car to hurry along in. The suspension is firm and while this is great for spirited driving, it can become wearing at lower speeds on poor surfaces. Road noise is the only refinement issue with the wind and the engine keeping themselves to themselves so far as the IS’s tranquil cabin is concerned. Sport models get a gearbox with shorter ratios that helps you get the most out of the V6 engine. The most notable recent upgrade is the provision of Lexus’s advanced handling and safety system Vehicle Integrated Dynamics Management (VDIM) as standard on all models. VDIM co-ordinates the operation of the car’s ABS, Electronic Brakeforce Distribution (EBD), Traction Control (TRC) and Vehicle Stability Control (VSC) with the Electric Power Steering (EPS), providing smooth, optimum assistance as the car reaches its performance limits. This improved Lexus IS maintains the sharp, eye-catching looks of the original second generation model but offers a few subtle tweaks on the ‘L-finesse’ design theme. At the front there is a restyled front bumper with a revised grille. The door mirrors are smarter too, with larger glass sections for improved vision and integrated indicator lamps. At the rear there are subtle changes to the rear lamp clusters, and to the rear bumper of the IS 250. Redesigned 17-inch and 18-inch alloys are introduced and two extra paint finishes join the IS palette: Atacama Gold and Sable. This remains a very taut, muscular looking design with origami-sharp swage lines and very painstakingly finished detailing. The overall effect is sporty and unapologetically Japanese. Try imagining this car wearing an Audi or Saab badge. It’s quite impossible. In the cabin the changes are limited to minor adjustments to the tone of interior upholsteries and trims and the shape of switches and graphics on the centre console. As before, the interior is constructed with customary Lexus quality. Some of the materials lack the luxurious feel common to German rivals but there’s never any doubt that the IS will stand the test of time. The instruments are clear and the large buttons make the various systems easy to operate. Technophobes will welcome the absence of complex computer control interfaces. In terms of space, those in the front are well catered for but the rear seating area and boot are less amply proportioned. Lexus has introduced a revised three-grade structure for the IS range: SE, SE-I and SE-L, with enhanced specifications across the board. Lexus customers never go short of equipment and even the entry-level IS has a quota of extras that can put German rivals to shame. The 13-speaker CD stereo system is a cracker then there’s climate control, cruise control, tinted glass, electric mirrors and electric windows all round. Value is a definite IS forte with its substantial equipment quotas and modest pricing. An equivalently equipped 3-Series or C-Class would cost substantially more yet still the Lexus would feel the more up-market product. The IS also comes with excellent safety provision that gives you eight airbags, stability control, traction control, brake assist and brakeforce distribution. Security too is out of the top draw with locking systems to confound the cleverest crooks. Running costs are crucial to most buying decisions in the compact executive sector and most manufacturers have made significant strides in keeping them down. Crucially for the market sector in which the IS is pitched into, the 2.2-litre common rail 175bhp diesel variant now offers improved CO2 emissions (reduced from 168 to 163g/km) that shift it down to Vehicle Excise Band D. This saves £25 pounds on a year’s road fund licence and also reduces the Benefit in Kind (BIK) rate for company car tax calculation to 23 per cent. At the pumps, the diesel is of course the most cost effective at 45mpg but it doesn’t have much competition. The V6 petrol can only deliver a 29mpg return on the combined cycle and again its 231g/km emissions seem high given the engine’s 202bhp power output. The 215bhp BMW 325i can deliver 40mpg and 170g/km of CO2. As an ownership proposition, the IS redeems itself with strong residual values helped by its relative exclusivity compared to fleet-favourites like the 3-Series and A4. Both the car and its manufacturer tend to perform excellently in customer satisfaction surveys so if you like to visit your dealership as rarely as possible and be looked after like royalty on the occasions that you do, compact executive cars don’t get better than this. Many purchasers in the compact executive sector base their decision entirely on specs and figures, hence Lexus’ decision to improve equipment and lower prices as part of the most recent package of IS range improvements. The stronger running costs of the diesel variant that many will choose are welcome too. All these things represent a wise move on the importers’ part and much will now depend on how successful dealers are in communicating the car’s virtues to a marketplace obsessed with German badgework. It is, after all, easy to overlook the Lexus IS in a market sector that’s dominated by BMW, Audi and Mercedes but this car definitely deserves more attention than it sometimes gets. There are caveats though. The engines still can’t deliver the performance or the economy to trouble the sector’s elite and space for rear seat passengers could be better. Otherwise though, things look good. Lexus has a very well-equipped and tightly priced offering in the IS with great safety provision and stunning looks. Perhaps it can’t quite eclipse the big hitting German alternatives but the fact that it isn’t German will be enough to convince many weary execs yearning for a change.

Facts At A Glance CAR: Lexus IS range PRICES: £22,490-£28,850– on the road INSURANCE GROUPS: 12-14 CO2 EMISSIONS: 163-231g/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 WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4575/1800/1425

LESS IS MORE
The Lexus IS range was always a contender but the current 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 the latest generation version, 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 current model, priced from £24,077, has rectified some of those shortcomings. The big news of course is the presence of a diesel engine in the line-up. That and the fact that this IS has to be one of the most photogenic cars ever seen in the compact executive class.

"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. This may not be the first compact executive car you think of, but it’s the one in the real world that we think most people would end up rather owning. If only they would try one….

Facts At A Glance CAR: Lexus IS range PRICES: £24,077-£28,827– on the road INSURANCE GROUPS: 12-14 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 WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4575/1800/1425

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 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. It is cleaner these days though. Crucially for the market sector in which the IS is pitched into, CO2 emissions on this diesel version have been reduced from 168 to 163g/km, a move that shifts this car down to Vehicle Excise Band D. This saves £25 pounds on a year’s road fund licence and also reduces the Benefit in Kind (BIK) rate for company car tax calculation to 23 per cent.

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

Lexus has built its corporate identity around peerless refinement and this turbo diesel may be a shock to some in this respect. It also lacks the fabulous torque on demand qualities of the best engines of this kind. Wind it up and it does deliver adequate go, but this 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. 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 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: £22,490-£27,160 – on the road INSURANCE GROUPS: 12E-13E CO2 EMISSIONS: 163g/km PERFORMANCE: 0-60mph 8.9s / Max Speed 134mph FUEL CONSUMPTION: (combined) 44.8mpg / (extra urban) 52.3mpg / (urban) 35.8mpg STANDARD SAFETY FEATURES: Twin front, side & curtain airbags / ABS / ESP