Lexus IS250 2008 review

But not if we’re talking of the 10,000 who since late 2005 have looked hard at the previously German-dominated compact prestige sedan segment, thought a bit, ruminated some, then said “bugger it” and bought a Lexus IS 250 – the updated version of which Carsguide is the first to drive.

The lion’s share of attention has of late gone to the IS-F and IS250 convertible. Worthy embellishments to the range that these are, it’s V6 sedan range that comprises Lexus’s core business. And although the circa $60K competition has only become tougher in the past two years – the latest entry-level C-Class Mercedes-Benz is no longer a try-hard’s car and Audi’s new A4 is finally a worthy contender – the baby Lexus narrowly remains our choice.

As to BMW’s 320i, well, we might live in a nation of nanny state speed limits but we’d like at least the theoretical ability to get to 100km/h before another birthday comes around. The 320d (diesel) slays its petrol sibling, but then there’s all those perennial 3 Series grievances. The cabin is about as welcoming as a customs inspector at Frankfurt airport. Runflat tyres afford a ride that’s all too terse for many. And to these eyes, at least, the exterior looks are not winsome, but wince-inducing.

Not that the Lexus retains its title by default. Equally it isn’t necessarily outstanding in any one or two respects. Rather it remains the best all-round package, with incomparably the best level of standard kit in the class. That applies to all three iterations, including the base model.

Available now, the upgraded IS line-up has new front and rear bumper styling, a lower intake design and chrome grille surround. More functionally, those big side mirrors (rear three quarter vision is this captivatingly shaped car’s downfall) include indicator signals, new tail lights and a redesigned under-body to improve air flow beneath the car.

The top shelf Sports Luxury model – the one we drove – cops a new set of 17s and further colour choices of Molten Copper (sounds a bit naff) and Arctic Blue (which looks right nice). But aside from losing the reversing camera (a pity) and the standard sunroof (actually a bonus if you’re 185cm in height) it’s the entry-level IS that makes the best case. Indeed, the smaller 16-inch alloys would make for a generally more pleasant ride.

Within the centre instrument stack and switchgear have been revised for increased usability. Rear vision is helped out a whole lot with foldable headrests when the back two places (and the IS really is a four-seater) are unoccupied. It’s still tight in there though, as it is upfront if you go for that headspace munching sunroof.

Most importantly, VDIM (Vehicle Dynamics Integrated Management entails stability control, anti-lock brakes, traction control and steering) is standard in all 250s. It cannot be entirely deactivated and boos of the purists aside, this is as it should be for most that set sail in her.

Both manual and automatic transmissions have been upgraded and while we can’t speak to the former – a manual IS is very seldom seen – the tweaks to the auto are appreciable and welcome. A common criticism of the previous model was that the gearstick had to be slotted into sport mode before the shifting paddles could be engaged. Now there’s temporary manual override in Drive, with full auto mode resumed by holding the upshift paddle for second or two.

Downshift times have been almost halved to 0.8 seconds. Given that the IS has never had bags of twist down low, this response makes a quick gear grab a genuinely useful thing to do. In manual mode it holds gear on redline till meltdown. And if it still doesn’t equal the 3-Series’s benchmark ZF auto, the Lexus slusher now runs it closer.

In general running this enhanced alacrity can but adds to an already enjoyable drive. At around 1600kg the IS is a hefty thing by class standards, but the well-balanced and highly accessible rear-wheel-drive dynamics come to the fore with a decent length of slack extended before the VDIM system beeps censoriously. Weighting through the steering is light without being over assisted.

The 153kW/252Nm 2.5-litre V6 is something of an analogy for the whole car – sophisticated and efficient. While outmatched by the bigger capacity bent sixes of Audi and the inline jobbies of BMW, it’s elegantly sufficient for most of us. That mid-eight second 0-100km/h time is more than enough squirt in those states where a mere few klicks over the limit costs one quarter of one’s license.

In all, the IS is a fine thing smartly enhanced. Which means the next 10,000 are going to be even more right to buy it.