2013 Lexus IS350 Reviews

The third-generation IS range is very good and will be causing quite a bit of worry at Mercedes-Benz, BMW and Audi. It is unfair to suggest that Lexus is simply a luxurious Toyota. The brand stands alone and apart from the Japanese giant but, despite this, badge snobs are reluctant to have a bar of the Lexus marque. However, to ignore the new IS is foolish.Sales of the new model are up by 6.5 per cent this year to 1437, behind the C-Class (3476), 3-Series (3284) and A4 (1610), all of which are down on this time last year. The IS 350, as tested, jumped 115 per cent last month and is up 14.5 per cent for the year. So the Germans should be anxious.The review car in metallic black was the IS 350 Luxury, which sells for $73,039 drive away. It sits at the bottom of the IS 350 range with the F Sport and the Sports Luxury higher up the ladder at about $80K and $92K a piece. There are also the smaller-engine IS 250 from about $61K and the hybrid IS 300 from $65K.There's nothing new in the engine department, apart from the hybrid-electric 300h. The third-gen model comes with the same 2.5- and 3.5-litre V6 units, which have been tickled but not given a big makeover. Still, they are smooth and, in the 350, relatively grunty.I like the look of the new IS. It's more aggressive than the previous model and looks wider, sleeker and even more aggro in F sport models, particularly in lighter colours and with the honeycomb grille. It gets a bit lost in dark colours, such as the metallic black of the review vehicle.The interior is a massive step up, more stylish and roomy. Lexus says the new IS has 170mm of clearance to the front seatbacks. There's far better rear knee and head space, thanks to a 70mm longer wheelbase, and much of the panache found in the larger GS.The cockpit has well laid-out instruments, nifty ventilation dials, a chunky steering wheel and the computer mouse-style remote-touch controller on the transmission tunnel.Standard equipment outstrips the Germans, including satellite navigation, reversing camera, smart entry with push-button start, heated and ventilated leather-accented front seats, a digital radio, eight airbags, dual-zone climate-control air, Bluetooth with audio streaming, bi-xenon headlights with daytime-running lights, a 7-inch colour media display and Drive Mode select.The base audio system has eight speakers, while two USB inputs are also standard: one for your USB thumb drive while you simultaneously charge your phone. Lexus says you would have to spend 20 to 30 per cent more to get the same levels in an Audi A4, BMW 3 Series or Benz C-Class. With the high level of gear, plus the Japanese brand's longer-than-average four-year warranty and its legendary high levels of service, it all makes for a remarkable value proposition.There's the expected suite of electronic driver aids, plus eight airbags, a reversing camera and tyre-pressure monitoring. The car also has a bonnet that pops up to minimise pedestrian injury. The downsides? The cruise control stalk on the steering column is straight out of a Toyota Corolla and the foot-operated parking brake is an ergonomic disaster. And there's no head-up display available, something you can now get on a VF Commodore and in the next Mazda3.With 233kw/378Nm on tap, the IS 350 is lively enough with the signature Lexus refinement and sound-deadening to make travel serene on all but coarse bitumen road surfaces. It still has a lovely, deep gurgling note and is smooth as butter with a delicious growl towards the redline. New to this variant is an eight-speed automatic with paddle shifters lifted from the old V8 IS F dynamo.This is smooth and slips virtually imperceptibly in most typical situations, with its only weak spot being the occasional annoying persistence to shift up - even while in manual mode. The IS 350 is composed and eager to corner with enthusiasm, although the ESP will easily intervene if you go over the top. It corners with balance, the steering is fast and accurate. It's the best-handling Lexus by far. The 350 easily devoured the mountain roads and was a lot of fun in the twisties.I was able to string a series of corners together well on the Targa Tasmania-like undulating and tightish corners, but it lost a bit of composure on the sections of second-rate surfaces. The ride can be a bit jittery around town and on the firmish side. Fuel consumption is not good, however. I recorded 13.5L/100km, when Lexus claims 9.7. Admittedly, there was some spirited driving during last weekend's tryout but on the highway stretches I stuck rigidly to 100km/h.The IS, particularly the 350, is now a true competitor to be measured against the Germans, such as Audi A4, BMW 3 Series and the Mercedes-Benz C-Class. It smashes them for equipment and warranty, the styling is distinctive and desirable and the quality top class. The cabin has stepped up to the mark and there's far more room inside.

A hybrid, running on electric power, with a throaty V8 growl? It’s one of a bagful of features in the Lexus IS 300h, the luxury brand’s first hybrid in its sports IS range, newly uprated to give its trio of Teutonic rivals some real trouble.The car is an attention-grabber with a bigger, three-dimensional spindle grille, wider stance and dramatically swoopy rear end styling. A 70mm longer wheelbase has given it greater interior space, the seating is lower and sportier and the driver-oriented cockpit is derived from the Lexus LFA supercar.The hybrid has 60/40 split-fold rear seats and its battery pack is mounted low, under the boot floor, so there’s 450litres of cargo space, just 30litres less than the petrol-powered models.The IS 300h joins the IS 250 and IS 350 models in the model’s just-launched third generation, with prices starting from $55,900. The 300h is quite a performer, with a combined output of 164kW from its 2.5litre four-cylinder petrol engine and electric motor. It runs just as well as the 153/252Nm V6 IS 250, and uses only about half the fuel.IS 250 Luxury is $55,900, the F Sport from $64,900 and Sports Luxury from $77,900. The IS 300 hybrid starts from $58,900 and the F Sport is from $67,900. IS 350 Luxury is $65,000, with the F Sport from $73,000 and Sports Luxury from $84,000.Despite being dubbed ‘all new’ the 250 and 350 have not altered their existing V6 motors. However, transmissions have changed in that the 233kW/378Nm 3.5litre V6 now has an eight-speed auto. The 250 retains its six-speed auto and the 300h gets a six-stepped CVT.The 300h is the first Lexus to use a Atkinson Cycle 2.5litre petrol electric/hybrid powertrain, which apart from lots of pep, makes it a sensation in the economy and clean air section, consuming and average 4.9litres/100km and emitting 113g of CO2/km. By comparison, the IS 250 data is 9.2litres/100km and 213g/km and the 350 uses 9.7litres and emits 225g/km.Lexus says the hybrid’s figures are unmatched by any rival petrol, diesel or hybrid vehicles in the segment, and expects growing awareness of fuel prices and exhaust emissions to lift its hybrid sales  from their present 18per cent to close on 50 per cent.There’s the expected suite of electronic driver aids, plus eight airbags (10 of them in Sports Luxury models), a reversing camera and tyre pressure monitoring. Option packs add Automatic High Beam, Lane Departure Alert, Blind Spot Monitor and a Pre-Collision system. The cars also have a bonnet that pops up to minimise pedestrian injury. Lexus says it’s confident of a five-star safety rating.The standard Luxury models all have powered, ventilated front seats, keyless entry, satnav, dual-zone climate control, digital radio, Bluetooth with audio streaming, bi-xenon headlights with daytime running lights, reverse-view camera, 7-inch colour media display, and Drive Mode select.A telematics system called Enform, will be available late this year, offering a vast range of data, including customer care, internet search, fuel station finder with fuel prices, weather, plus downloadable destination guides.We were able to compare an existing IS 350 with the latest one on the famed Phillip Island racing circuit, and the improvement, especially in grip, was immediately evident.Smoother lines and a stiffer body gave the newie better balance and its fast-shifting gearbox, complete with auto-blipping, was a delight. The rear-wheel drive IS has super balance – close to 50:50 front to rear – and that translates to very sporty road manners.However there’s no masking the considerable weight of the vehicle, and that undermines both off-the-line acceleration and cornering. Doesn’t destroy it completely, but leaves you with the wish that it could just make that extra leap to true performance characteristics.But it’s not performance most Lexus IS buyers will be looking for – it’s luxury and refinement. They won’t be disappointed. Cruising on public roads in various models, every kilometre was a pleasure. As for the burbling engine sound from the hybrid, it’s from something called Active Sound Control, presumably to counter the comparative silence of hybrid power. It can be customised or switched off, but we thought it hilarious.Passengers would never know the snarl came from under the dash, and if they didn’t see the ‘h’ badge on the tail, they’d never know the car was a hybrid.Given that few Lexus owners will venture onto the race circuit, we’d make the 300h our pick. It has all the prestige and luxury of the others, with phenomenal savings in running costs. And switchable joy sound.

I believe this is the Japanese marque's best-kept secret, a delight to drive, both hard and easy, to own and to keep. Alas, I had to return the test car, but the 350 proved to me how enticing and liveable the mid-range IS model is.It certainly is a step above the base 250 version and provides more than adequate performance without a costly move further up the ladder to the wild V8-powered IS-F. It's a convincing luxury model that is not only fast and fun on twisty roads but sharply priced too.The 350 is well worth the jump of about $5000 for the Prestige and F Sport and $8500 for the flagship Luxury Sports from the IS 250. The key is the brilliant 3.5-litre V6 engine, far stronger than the 2.5 and better suiting the car. I reckon the IS is the best looking of the Lexus range, with a very clean and sleek design.The Sports Luxury is $87,700 drive away and stacked with gear.Standard equipment on the Sports Luxury are satellite navigation, electronic stability control, eight airbags, HID head lamps with cleaners, LED daytime running lamps (DRL), multi-spoke 18-inch alloy wheels, reversing camera with sensors, Bluetooth, multi-information display, leather trim and ventilated and heated front seats. Also standard are body kit, power-adjustable IS F-style sport seats with drivers' memory function, power tilt and telescopic steering column adjustment, auto-retract and self-dimming exterior mirrors, rain-sensing windscreen wipers, Mark Levinson 14-speaker premium audio system, active cruise control, Lexus pre-collision safety system (PCS), smart start-stop and woodgrain-look trim.Many of these standard items are costly optional extras in rivals from Audi, BMW and Mercedes-Benz.The $5000 or $8500 extra (depending on the model) for the bigger engine is well worth the extra dosh. It's a superb powerplant with 233kW of power and 378Nm of toque. It zips to 100km/h in just 5.6 seconds.It is remarkably fast and smooth. The engine note has a quiet growl that grows on you and adds to the refinement. Indeed, on smooth roads there is virtually no noise at all from the road, the engine or the wind, although coarse bitumen does transmit into the cabin.The linear power delivery helps hide the car's speed and a close eye needs to be kept on the speedo. This lovely powerplant spins smoothly all the way through to 6600rpm. There is no low-down surge of a forced induction engine and no kick at the top end of other naturally aspirated engines.This will be a big plus for some drivers who enjoy winding the engine out. The six-speed automatic is not the world's fastest shifter, but it is more than adequate. Lexus has fitted the IS 350 with steering wheel-mounted paddles that are fun to play with.Even better, the transmission has been designed to not change up until you want it too, which is not the case with rivals. On tight, incredibly twisty sections, the IS revelled in the corners, but they also emphasised that the 350 rides over bumps pretty well. The suspension was firm and yet it was quite comfortable over lumpy bits.It allows for more body movement that you might expect from a dedicated sports model. It also means the IS350 leans a little more in turns. It doesn't wallow around, but doesn't sit as flat as a comparable German, although rides a lot better.The steering is not the sharpest in the class, but it is not too bad either. The interior is similar to the previous model and is probably just what you would expect from a car in this price range, although there is more standard gear in here than is offered by competitors.Delightful touches, such as the orange rings on the inside ring of speedo and tacho that glow when you go past a certain speed or rev point are pleasing to see. The seats are great and support the upper body well, but your bottom can start to slide off the flatter seat squab that has less pronounced bolsters.The steering wheel is sporty without being overly chunky with just the right number of buttons for functions such as the phone and stereo. The cruise control system is an additional lever below the indicator stalk - a bit old-fashioned these days.One glaring anomaly is the foot-operated parking brake. Definitely a no-no when others offer simple electronic push button systems. A large and centrally located standard satellite navigation is welcome as is the rich sound of the Mark Levinson sound system.The IS 350 is a five-seater with the two outer rear seats shaped to support those occupants. There is a reasonable amount of head and legroom in the back and the IS has quite a spacious boot.The IS 350 is the pick of the Lexus range and offers good value compared to newer rivals from BMW (3 Series), Audi (A4) and Mercedes-Benz (C-Class). It's now the oldest in the class, which shows in areas such as the foot-operated parking brake and the tighter rear seat room.But the styling hasn't aged and it's a commonsense car with a lot of good value when rivals cost more, particularly when you have to pay more for the extras that are standard in the Lexus. It looks nice as well as aggressive with the mild body kit, without getting too carried away. However, the LED daytime running lights look like an afterthought and don't flow with the design.The addition of the IS 350 adds some muscle to the IS range and provides the perfect model for customers who find the IS 250 a bit underdone but cannot stump up the considerable additional cash required for the V8 IS-F.It's fast but not so furious, is still fun on the twisty bits and is quite comfortable. Given the strength of the engine and the value of all the standard features, this is a convincing version of the IS. The more I drove it, the more I liked the IS 350. 

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.