2013 Lexus IS250C Reviews

Later, the Mercedes C-Class was also in Lexus’s sights as Mercedes quietly moved it from the boring sedan into the sporty sedan segment.All Lexus are immaculately finished inside and out in a tradition that has been with the marque since day one in 1989.The quality of materials and workmanship not only makes the car a delight to look at and sit in, but also makes for high level reliability.Interior space is good for a rear-drive car, but the little Lexus has less room than a front-wheel-drive of this size would have.Try the back seat for size if adults will be frequently using it.The quality of materials and workmanship makes the car a delight to look at with high level reliability.In its earlier iterations, it’s possibly best to regard it as being a two-plus-two rather than a four-seater for adults.Later models are better but still nothing special.That’s for the sedans, the IS hardtop convertibles, launched in July 2009, are very tight in the back seat, as is generally the way in this class.The first Lexus IS generation used straight-six engines, for smoothness; and rear-wheel drive for precise handling balance.Later it changed to V6 powerplants to free up space at the front.Power for the IS200 originally came from an engine with a capacity of just 2.0 litres, hence the ‘200’.While many praised the car others said it didn’t have enough grunt to match the chassis so a 3.0-litre IS300 was introduced in 2001.Splitting the difference is the IS 250, (yes, 2.5 litres) which replaced both the 200 and 300 with the introduction of the second generation IS Series in 2005.The third generation Lexus IS retained the 2.5-litre V6 in uprated format and added a 3.5-litre V6, to the lineup.Lexus decided to tackle the German marque’s high-performance divisions with a hot model called Lexus F.Things became interesting in the powerplant field with the introduction of a hybrid powertrain, the Lexus IS300h, in the gen-three car in July 2013.This time around the engine is a four-cylinder petrol 2.5-litre assisted by an electric motor.The ‘300’ indicates the hybrid provides the sort of performance normally requiring a 3.0-litre unit.After years of competing only against the mainstream models of BMW and Merc, Lexus decided to tackle the German marque’s high-performance divisions with a hot model called Lexus F in October 2008.With a 5.0-litre V8 engine and semi-race suspension, steering, brakes and serious aerodynamic enhancements it’s something right out of the ordinary from a Lexus point of view; deliberately so, the Japanese marque really wants to make a statement.Note that the Lexus F shouldn't be confused with the Lexus F Sport, which is a far tamer model, sold from 2010, with the same engine output standard IS 250 or IS 350 on which it is based, but with uprated suspension, steering and brakes, as well as a sportier look in body details.Spare parts and servicing are reasonably priced for a car in this class.Lexus dealers are fairly limited in number, particularly in rural areas, though that situation has changed in recent years as major country cities are now being serviced.Some senior Toyota technicians are trained in most aspects of the car. Toyota is, of course, the parent company of Lexus.Insurance is generally moderate in price for a car in this price and social class and we haven't noticed any worthwhile variation between the major companies in normal premiums.Look for damage to the bodywork and the interior trim and remember the car should be close to immaculate in all areas.If not it may have been mistreated by an uncaring owner.During your test drive check for anything out of the ordinary in the way the car drives, sounds and feels.Look over the complete vehicle, preferably with the owner’s handbook in front of you, these are complex cars.At the very least, test each of the functions on the stereo, climate-control, windows and door locking.Make sure the engine starts virtually instantaneously, idles so smoothly that you can barely feel it and doesn't hesitate when accelerated.The automatic transmission should operate almost imperceptibly and not hold onto any gears unnecessarily.A manual gearbox should be smooth and light not baulk on any changes, no matter how fast you make them.Unless you’re very confident in your technical ability it’s silly not to call for a professional inspection.Don’t rush into specific details of a car when checking it out - rather do an overall walk around to get a big-picture of its condition.

Mr Zo is interested in buying a used Lexus ISF, but because they are quite expensive he wants to be careful and know what he's getting into. He wants to know about common problems, servicing expenses, and the cost of parts etc. NEWThe F is to the IS what the M3 is to the BMW 3-Series. It's the seriously quick model that gives a tinge of credibility to the rest of the range.Since beginning with a single luxury model in the 1990s Lexus has grown into the fully-fledged prestige marque that holds its own with the acknowledged prestige brands from Europe.Like the BMW 3-Series and Mercedes-Benz C-Class the IS gives the masses the opportunity to participate in the dream, or at least aspire to be part of it.Much of the development of the IS was done on racetracks around the world. Indeed the F is said to stand for Fuji, the Japanese track where much of it was carried out. The result is a car with real sports credentials.One look at the compact sedan tells you it's conceived for speed, with a wide airdam, sweeping lines, and bulging wheel arches full of massive alloy wheels, low profile rubber and huge brakes.The sporting feel carries through to the stylish cabin with its real sports seats, carbon-fibre accents, leather trim and F badges.But it not only looks the part, it has the performance to back it up.Lift the bonnet and you discover the dual-injected double-overhead camshaft 5.0-litre V8 that delivers the punch. It's related to the V8 in the LS luxury saloon, but has been enlarged and enhanced with unique heads, conrods, pistons, intake and exhaust. With all that working in unison the result is 311kW at 6600 rpm and 505Nm at 5200 rpm.A new 8-speed auto transmission processes the engine's output and sends it back to the rear wheels. It features paddles on the steering wheel to change gears and boasts quick-fire shifting.In addition to the normal driving modes there's the F sports mode, which locks the torque convertor in second to eighth gears and changes the throttle characteristics, steering assistance and chassis settings.The IS F brought a new feeling of freedom to the otherwise staid Lexus brand, one with an impressive performance edge heralded by a throaty roar. NOWLexus has a well-earned reputation for the quality of its build, which is a great start to a long and reliable life of driving.There is the odd report of a problem with the IS F, but there are no serious problems we can report.If pressed some owners complain about the firm ride, but that comes with the territory, the F is a performance car and the suspension settings reflect that.For anyone contemplating buying one it's important that they carry out a test drive to thoroughly familiarise themselves with all aspects of the car and reassure themselves they can live with it.The one issue that does often crop is the life of the brakes. Again that is one of the things that can affect a performance car, and it seems that it does with the IS F. Most owners accept that it's a part of the ownership experience. When conducting a pre-purchase test-drive listen for squeaking rear brakes, it's a sign the brakes will soon need replacing.Like all cars servicing is crucial to maintaining reliability, and regular oil and filter changes are necessary to help keep the engine firing in fine fettle.Check the service book to make sure your potential purchase has been serviced as per the Lexus recommendation.There was a recall in October 2014 to rectify an issue with the gasket between the fuel pressure sensor and fuel delivery pipe that could result in a fuel leak with the possibility of a fire.

The Lexus IS 250C has been with us for a long, long time and the convertible is due for a reboot soon along with the rest of the range, heralded by the new model unveiled at Detroit motor show this week.Meantime, to help keep sales bubbling, and capitalise on the success of the F-Sport trim level – which takes up 30 per cent of IS sales -- there is now an IS250C wearing the F badge on the front quarter panels.With the F-Sport adding some visual and chassis changes it is a genuinely different car – not as distanced as, say, BMW's M Sport packages, but enough for us to have another look.VALUEThe IS250 F-Sport sits in the middle of a three-tiered convertible range. The IS 250C Prestige kicks off at $76,800 while the $94,800 Sports Luxury puts $13k of clear air between itself and the $81,800 F Sport.The headline items on the F Sport include sat-nav, Bluetooth, reversing camera and front and rear park assist, LED daytime running lights, Xenon headlights, new grille and front bumper and graphite 18-inch alloys.All are powered by the same 2.5 litre V6, good for 153kW and 252Nm of torque. Combining variable valve timing and direct injection, the powerplant is properly Lexus - revvy, but so, so smooth.The interior also benefits on the F-Sport - silver stitching on the leather, sports pedals, a new roof lining and unique seat and dash trim. The seats themselves are electrically operated as is the steering wheel, which adjusts for reach and rake. The seats have three memory positions, which also store the steering wheel position. The front seats also score heating and cooling.Our test car also had the active cruise control and pre-collision safety system, which is standard on the Sports Luxury. The same enhancement pack brings the 12 speaker Mark Levinson stereo with bluetooth and USB connectivity, adding $4615 before luxury car tax.The IS250 benefits from Lexus' 48-month/100,000km warranty and as a Lexus owner, you'll never need to darken a dealer's door again - as long as you own the car, the company will fetch it from you when it requires a service. Alternatively, if you so choose, Lexus will supply a loaner while your car is serviced. You won't get that as "standard" from the European marques.Volvo's folding hardtop C70 T5 is as close as you'll get for a genuine competitor. The T5S starts at $61,950 and packs Volvo's characterful (and thirsty) Ford-sourced 169kW turbo five cylinder. It's as slow as the Lexus, uses more fuel and is not a sharp drive.The T5 (yes, the pricier version has a shorter name) adds full leather, different steering wheel and stereo and adds adaptive headlights and Volvo's renowned safety innovations. Both block and parry each other for specification items but the Volvo's newer design is more coherent.The fabric-roofed BMW 3 Series Convertible range starts at $81,318 for the 320d. Developing 135kW and a muscular 380Nm of torque, the diesel will carry you to 100km/h in 8.4 seconds and a combined fuel figure of 5.1l/100km. You will need to tick a few boxes before achieving the same spec level as the Lexus but there's also a lot more stuff to choose from.After-sales service doesn't come close to matching Lexus' generous offering and, like the IS, the E93 is soon to be sent on its way. Audi's A5 Cabriolet is Audi's closest contender, which starts at $77,779 for a 125kW 1.8 TFSI litre petrol engine, and that's before the addition of the F-Sport equivalent, the S-Line. The A5 bests the Lexus' fuel figures, but struggles with rather less power.It also has a fabric roof and substantially less equipment. Like the BMW, many boxes will require ticking to match the Lexus' specification. The range stretches to the $100,108 3.0 TFSI quattro. A slightly left-field alternative is the sober Volkswagen EOS which starts at a tick under $50,000 for the 103 TDI and just over that mark for the 155TSI.DESIGNThe IS 250C was introduced at the 2008 Paris Motor Show and…well, is showing its era. From front bumper to the A-pillar, the 250C is as elegant as its gracefully ageing sedan sibling (introduced in 2005), or would be were it not for the tacked on plastic pieces that form part of the F-Sport package.From top of the windscreen back -- and with the roof up -- it looks slabby and a bit of a mess. The roof's arc doesn't gel with the rest of the design or identify well with the sedan, and the result is ungainly. The wheels look too small and the accommodation for the folded roof called for a rising beltline that magnifies the boot's size and deck height. Lexus designers have tried to disguise the rump by increasing the size of the rear lights.Once the roof is folded away, the proportions do improve, but it's impossible to hide that very high-set backside. Another sign of the IS250C's age is that the car must be stationary before you can fold or unfold the roof, while many rivals allow a gentle pace to be maintained during the roof's operation.Being a Lexus, fit and finish is exceptional. Even on this older design, everything is tight and the paint is beautiful. The roof's folding operation barely makes a sound and what little you do hear are reassuring clicks, clunks and whirrs. Materials in the cabin are like any other Lexus, with soft-feel plastics and supple leather on the seats.It's clear the dash wasn't really intended for a convertible as the central screen is angled the wrong way -- with the roof stowed, sunlight reflects into your eyes and obscures the screen. The main dials, though, are super-bright and set deep into the dash.The 250C could kindly be called a 2+2. There is no centre seat in the rear and passengers would have to be of the short, tolerant variety, with cropped or no hair to suffer the strong buffeting from the wind at speed.TECHNOLOGYThe IS250C shares the 2.5 litre V6 with the sedan. Despite its advancing years, there are few engines that match it for smoothness and refinement. Direct injection and dual variable valve timing help the unit to 153kW at 6400rpm and 252Nm of torque at 4800rpm.The car needs every last kW and Nm, however, as it weighs in at a portly 1700kg. Missing is stop-start for fuel saving, which would be handy given its true thirst of 11.5l/100km. The IS350's 3.5 litre V6 is not available in Australian-delivered convertibles.SAFETYSix airbags, including two kneebags (in lieu of curtain airbags) are fitted to the IS250C. Active safety features include ABS, brake force distribution, traction control and stability control. A rear-facing camera is essential and, thankfully, standard on the IS250C - you can't see a thing behind you and it's almost impossible to judge where the elephantine rear ends.DRIVINGWith the roof up, the IS250C's on road dynamics are not far at all from the 250 sedan's. The overall road manners of the F-Sport are, if anything, an improvement despite firmer springs and dampers and bigger wheels. The F-Sport chassis tweaks reduce roll and introduce a little more discipline.The 250C's rear-wheel drive dynamics are still apparent, but the extra weight of the 250C's bracing blunt the handling. Turn-in is a little woolly and it understeers a lot earlier than you might expect. With the roof folded away, things begin to deteriorate.While it's no Saab 900 convertible (which had all the structural integrity of Rolf Harris' wobbleboard) the steering column shakes in corners and over sharp bumps and ridges in the road. It's not encouraging, but nor does it ever lose composure.The giveaway that the chassis isn't coping is the way the front tyres sound like they're struggling for grip even at low speeds, trying to keep everything on the straight and narrow. Then again, chucking an IS250C through corners is missing the point.It's far more of a boulevardier, a car you buy to carry you between fun things while letting you have fun on the way. It's far more enjoyable if you ease off and let the car dictate your pace. Through it all, however, the ride is impeccable, even with the F-Sport's firmer disposition. It suits the character of the car perfectly without letting things get out of hand.The engine struggles with the extra weight but, like a good butler, never lets you know it's under pressure. The transmission is sometimes a little jerky on the upshift, but only under a more-than-moderate throttle or after an abrupt lift-off. The six-speed transmission can be actuated with steering wheel mounted paddles that are actually nice to use.While the gearbox claims to be intelligent, it takes too long to drop a gear or two on steep descents. This is a problem while using cruise control as you can't depend on the car to stay near the speed you've chosen, requiring your intervention to slow the car.The electric power steering system is well-suited to the car, but keen drivers will notice a lack of feedback. Our test car was fitted with Active Cruise Control, part of the Enhancement Pack. This option is a double-edged sword -- you won't have to monitor the car in front but it lulls you into a state of apathy -- you'll occasionally peer down and realise you're dawdling along much slower than the speed you've set because you're behind a slow-moving vehicle. It's far more useful in urban motorway traffic rather than outright freeway cruising.VERDICTThe IS range is not long for this world but for most buyers, it's hardly an issue. As a relaxed cruiser and almost-practical coupe, the IS250C is hard to beat as long as you aren't expecting class-leading anything. It's probably as middle of the road as it's possible to get but at the same time leads the way on build quality, noise and driving refinement -- the engine and ride are true standouts in a pretty good package.However it uses a lot more fuel than most of its competitors, is down on performance and some people will find the looks challenging. But to many buyers of a car like this, none of that really matters. You can't help but enjoy a car like this with the roof down on a beautiful summer's evening. Added to that, the IS250C stands alone in this class by having the security of a hard top roof and that might just be enough to clinch it.Lexus IS250C F-SportPrice: from $76,800Engine: 2.5-litre 6-cylinder, 153kW/252NmTransmission: 6-speed auto, RWDThirst: 9.3L/100Km, CO2 219g/km

John Travolta and Nicholas Cage turned things upside down in the action blockbuster "Face Off". Now they could easily star in an automotive re-make of the movie, if Lexus and BMW hadn't already filled their starring roles.Just as Travolta went from nasty to nice and Cage went cop to crook in Face Off, Lexus and BMW have traded places in 2012. The Germans have gone soft and cushy with the latest 3 Series and, after driving a lineup of disguised Lexus prototypes this week in the USA, I feel that the new IS is probably now the ultimate driving machine.This is my second deep dive with Lexus - after a preview drive of the GS last year - but landing in Los Angeles I'm aware that the new IS is the most important car in the history of Lexus.The original LS400 was a bigger gamble, but this is the car that must bring younger buyers to the brand and finally give Lexus a prestige starter car that's more than just nice, but... Lexus knows it too, which is why chief engineer Junichi Furuyama has only brought F Sport versions of his IS to LA and only seems interested in the way the car drives.There is nothing about comfort or quietness in his short, sharp, presentation and he only talks about the back-seat space when I raise the obvious question. "When developing the new IS, we set ourselves the target to be the best fun-to-drive car," Furuyama says. "We believe we were able to achieve that." He talks about driving harmony and fun, as well as the car's "flavour", before a brief technical rundown.The IS lineup is basically unchanged, although there is now a hybrid model - still to be confirmed for Australia - and the IS-F could change into an upcoming IS coupe. There is nothing to report on prices because the car will not be stripped of its camouflage until the Detroit motor show in January and Australian deliveries do not begin until the second half of next year.Still, based on Toyota's red-pen work this year on the showroom stickers of the all-new 86 and Corolla, it would be no surprise to see a slight drop from the current base prices of $55,800 for the IS250 and $64,300 for the IS350.Also, I cannot comment on the final finishing, or the equipment, because the various prototypes were still some way from showroom standard and almost everything in the cabins was covered with metres of black tape.A similar IS was well beaten by the Benz C and BMW 3 in my prestige comparison earlier this year and I'm reminded of the outdated cabin, cramped back seat and suspension that makes the car feel a bit skittish.But the new IS is improved in many, many areas, finally getting a useable back seat and a much bigger boot. It's two ticks there.The cabin space is a huge improvement with better-shaped front seats. The wheelbase is out by 75 millimetres but there is 90 more in the back-seat space, and even the door opening has been enlarged for easier access. The view from the back bench is also helped by front seats that are set 20 millimetres lower, although that was done to improve comfort in the front. Oh, and the boot is about 20 per cent larger.The hole in the dashboard points to a 20-centimetre display screen, the new switches and stalks feel more substantial, and Lexus promises a review-camera across the local lineup.It gets 10 airbags and a standard reversing camera with parking radar.The IS is basically new - "about 80 per cent of the parts" - but shares its mechanical package and suspension layout with the bigger GS. That means rear-wheel drive with more travel and control, but the basic body is much more rigid.It has a system that plumbs engine intake noise into the cabin during enthusiastic driving. Among the claimed improvements for driving enjoyment are lighter steering, better Bridgestone tyres, softer springs and rear suspension that separates the springs from the dampers.There is now an eight-speed automatic gearbox with various driving modes, and the gauges are a new take on the impressive TFT layout in the Lexus LF-A super car.The cars are waiting and the first job is a couple of track laps in the superseded IS, just to set the ground rules. Onto the track and the new transmission is more aggressive in its response, the front end grips better and the car sits a little flatter through the curves.So I step up to the camo 350 and find more of the same, with extra urge of course, and a bit more compliance in the rear suspension. But it's the road drive that will provide the real answers, so we hit the freeway and head for the hills. Literally.The IS250 is immediately quieter than I remember - Furuyama confirms big cuts to wind and road noise - and the eight-speed auto is great. As the road turns twisty the IS responds in the way I used to expect from a BMW. It responds eagerly to the wheel and drives confidently through turns.The IS350 is not as precise - with an extra 30 kilograms in the nose - but the extra punch makes any short straight a fun run. I also enjoy the LF-A-style instruments and the multi-mode automatic, which responds almost like a manual in the sportiest setting.So I'm convinced. These are real driving cars for people who take their motoring seriously, but they also have the sort of practical improvements that are essential for the long-flawed IS. Yes, the IS could do with more punch as both a 250 and a 350, I'm not a fan of plumbing engine noise into the cabin, and one of the suspension set-ups is significantly better for grip and comfort.But those are relatively small things. Overall it's a great drive. There was a time when the IS was really just a tweaked Toyota, but the new cars have grown up and improved in so many ways. Now I'm waiting to get the 'real' car out from under the camo and onto some home roads to ensure I have the story right. But, right now, it looks to me as if the BMW benchmark batton has been snitched by the IS.A one-day run is not enough for a final verdict, but I have rarely pushed a car as hard as I did in the California canyons - or hustled as enthusiastically as I did on a closed course at the Santa Anita raceway - without finding something big to complain about.