Lexus Reviews

The first four-cylinder model from Lexus piggy-backs the Toyota Prius to drive silently into new territory.  The hybrid CT200h - not only the first with four cylinders from the Toyota premium division but its first hatchback and first to slide in under $40,000 - is termed a "gateway'' model and is believed to win big sales for Lexus. Already its first shipment is sold out, even before the car this week arrives in showrooms.Chief executive for Lexus Australia, Tony Cramb, says the CT200h "challenges the established market norms" by delivering eco-friendly technology wrapped in a luxury package.The entry level's price of the four-model range starts at $39,990 which is staring at eye-level with the $39,900 Toyota Prius. No surprises then that they share more than just parents.VALUEAt $39,990 it's not exactly cheap but neither are its primarily European competitors. The trick is that the starter model is modestly equipped. You have to throw another $9000 at it to get what the luxury market expects - sat-nav, leather, heated seats, 10-speaker sound and a reverse camera - in the Luxury edition.The sports-oriented F-Sport model gets blackened alloys, body kit, sports suspension (no, no and no) and sports seats for $49,990.  Ring your banker and get $55,990 for the Sports Luxury which has additional safety like Lexus' new pre-collision system and active cruise control.TECHNOLOGYSame as Prius. The 1.8-litre engine is mated to an electric motor that also acts as a generator and starter motor.  The gearbox is a continuously-variable unit operated by a slick electronic, Playstation-style lever. An electric motor helps reduce steering effort and another electric motor runs the water pump.The battery at the back is nickel-metal hydride as Lexus says lithium-ion "wasn't available because of demand''. Rubbish - we've got Ni-MH because it's cheaper than Li-ion even though the latter is decades ahead in performance and lightness.But while this is all Prius gear, there are some interesting new bits.  Lexus has fitted four adjustable driving modes - EV (electric-only drive), Eco (petrol and electric but reduced power and airconditioning), Normal (petrol and electric but designed for smooth driving) and Sport (more responsive steering, more volts for the motor, less intrusive stability control and higher engine revs).Other handywork includes plant-derived material for the luggage floor, speaker diaphrams made from a bamboo-charcoal resin, and suspension strut bars that not only improve body rigidity but have an inbuilt absorber to reduce vibrations.DESIGNThe CT200h is the same size as the 1999-launched Lexus IS200 but is lighter, has a much bigger cabin and is one second quicker to 100km/h.  It doesn't break any new styling grounds but follows the conservative tastes of Lexus/Toyota and, therefore, its buyers.But it works well, with seating for four adults, a split-fold rear seat to boost the already accommodating boot space and reasonable visibility.  The cabin is better, with a dashboard that is both elegant and functional and - more importantly - more modern and youthful than Audi and BMW.The electronics and the displays are excellent - though you'll need the Luxury model to get the sat-nav on the big 200mm screen - but the foot-operated park brake is a jarring reminder of an archaic era.SAFETYThere's a five-star crash rating, eight airbags (the extra two are the knee airbags for the driver and front passenger) plus stability control, ABS brakes with EBD and brake assist, a hill holder - uphill or downhill - and traction control.  The seats are also designed to make the body squat while the active head restraints move forward, reducing the impact from rear-enders.DRIVINGMy head is saying Prius and it's not getting excited, but my heart's feeling that there's a lot of urge coming on from up front.  The weeny drive program included some city driving where the first hint of change was the firm-ish ride over Melbourne's battered city roads.  But the ride noise from the suspension was virtually inaudible, as was the engine given it was mostly turned off and it could travel for up to 2km on the battery.Pick a tight, winding road and the CT200h - with the Power mode engaged - is an absolute surprise. Stuff the economy, this thing will run hard through the corners and draw the huge near-zero rev torque of the motor to complement the engine to deliver instant power out of the corners.The handling is excellent, even though the electric steering can sometimes feel vague and the CVT sounds like it's spinning irrelevantly.It's also comfortable (though some may think the ride's a bit firm for oldies) and really feels taut, confident and fun to drive. Definitely not words you'd use to describe Prius.LEXUS CT200h PRICE: from $39,990WARRANTY: 4-years/unlimited kmRESALE: n/aSERVICE INTERVAL: 15,000km/12 monthsSAFETY: 5-star Euro NCAPENGINE: 1.8-litre, 4-cyl petrol engine, 73kW/142Nm; electric motor, 60kW/207NmBODY: 5-door hatchWEIGHT: from 1370kgTRANSMISSION: CVT, front driveTHIRST: 4.1L/100km, 91 RON, CO2 95g/km"Affordable luxury with a green tint''

Kermit the Frog said it's not easy being green, but it can be with certain brands. While parent company Toyota flogs its hybrids as eco-friendly machines, luxury arm Lexus takes a different tack - responsible performance. The recently-updated Lexus GS has had some interior tweaks and the GS 450h follows the program of giving the hybrid models an extra brushstroke or two from the styling department.The 450h has exterior differentiation - a unique front grille design, "hybrid blue" rear lamps and 18in wheels - to distinguish it as "the high performance flagship of the GS range," according to Lexus.VALUEThe GS range has been upgraded in the iotainment department, with new satnav software. The $126,714 GS 450h wasn't lacking in the audio department and retains the 14-speaker Mark Levinson 5.1 surround sound system to shake the mirrors, now with USB and audio jack plug connections. There is the delete option sunroof which would give a little more headroom but most below the old six foot mark won’t be bothered by the headroom intrusion.TECHNOLOGYThe hybrid GS is packed with technology - the 650-volt hybrid system uses a nickel metal hydride battery to store power generated by the 3.5-litre V6 petrol engine. There’s also energy generated by reversing its continuously-variable transmission to become a generator and employing brake energy recovery systems to further charge the battery. Lexus says the system teams up to provide 254kW of power (a definitive torque figure is a little harder to quantify) but the company claims V8-like outputs without the thirst.For example, despite being 200kg heavier than the $10,000 more expensive GS 460 (which has similar levels of performance) but uses an extra 3.1l/100km to achieve the same ends. The active cruise control system isn’t new and neither is the fact that Lexus still can’t get it to hold a set speed downhill without another car in front – the system is child’s play in a Beemer and a Merc but Lexus doesn’t seem interested in getting it right.DESIGNThe GS model doesn't push the boundaries for car design, although Lexus likes to invoke a European feel by calling its design language ``L finesse'' - the front view is better than the rump, with the rakish bonnet and lights forming a not unattractive snout, but the rear - perhaps due to the abbreviated bootlid and bulgy rear quarter panels - is not the prettiest of the prestige market segment.The cabin has undergone only minor changes, leaving the functional and user-friendly touchscreen and centrestack intact - unfortunately the 1980s clock and outside temperature display remains as well.SAFETYThe safety features for the updated 2010 GS range now includes the new Advanced Pre-Collision Safety System which uses the active cruise control's radar system to monitor the road; the system prepares the vehicle's safety systems for an imminent collision and will now also apply the vehicles brakes if the driver fails to act.There's the now-obligatory traction and stability control and the airbag list is extensive - driver and front passenger front, side and knee airbags, rear seat side and full length side curtain airbags.DRIVINGEerie quiet is a hallmark of Lexus and the GS hybrid does nothing to change that perception, as only the tyre noise is obvious - due to the lack of any other rumbling. Starting often has no noise associated with it, unless the petrol engine is required for air conditioning or other energy sapping systems, but creeping around a carpark on battery-only easily demonstrates how pedestrians can be blissfully ignorant of your presence. It will also cruise at metropolitan speeds on battery alone and that goes a long way toward the 10.1 figure we returned.Mundane commuting duties are what these hybrid systems are best at and it shows – heading out into the country hills drive doesn’t provide the stop-start driving that regularly allows for charging and minimal petrol engine use. That said, slipping the transmission into sport mode does generate some energy downhill on throttle over-run, but it’s soon used on the uphill runs.Putting aside the green aspects, the drivetrain itself provides a remarkable experience – a full-throttle departure is rapid, linear ... and did I mention rapid? The instant torque of the electric motor and the CVT’s seamless application of the outputs offers an extraordinary take-off. The adjustable suspension leans towards a firmer ride, even in the normal mode, but it’s not uncomfortable for its occupants, who will need to all need to be of average height to allow decent legroom for all.Flick the suspension button into Sport mode and things tighten up noticeably, allowing the GS to be aimed into corners with a reasonable degree of confidence. It sits flat enough and – despite low rolling resistance tyres – does a good job, although steering feedback is absent, which puts it out of contention for the prestige sports sedan who puts a chassis ahead of outright grunt, or green credentials. Even on eco-friendly front there are latest-generation turbodiesel with particle filters and other emissions control systems that might not be as quiet but will give good fuel economy as well as grunt.VERDICTTechno-philes and greenie-execs will like the trickery under the bonnet and it’s value for money when weighed up against it’s siblings as well as the largely-German opposition, but the design is lacking in flair and the cabin space lets it down.LEXUS GS450h Price: from $126,714Engine: 3.5-litre DOHC 24-valve direct-injection V6 & a battery-driven electric motorTransmission: CVT, rear-wheel drivePower: petrol - 218kW; electric - 147kW; combined total 254kWTorque: petrol - 368Nm; electric - 275NmPerformance: 0-100km/h 5.9 secondsTop speed: 250km/h (governed)Fuel consumption: 7.9 litres/100km, on test 10.1, tank 65 litresEmissions: 186g/kmSuspension (front): independent, double wishbones, coil springs, gas dampers with variable damper control, anti-roll barSuspension (rear): independent multi-link, coil springs, gas dampers with variable damper control, mounted anti-roll barBrakes: four-wheel ventilated discs, with anti-lock and stability control systemsDimensions: length 4850mm, width 1820mm, height 1430mmWheelbase: 2850mm, track fr/rr 1540/1545mmCargo volume: 320 litresWeight: 1930kgWheels: 18in alloys.

Well, it's about time. Five years since the launch of the second generation Lexus IS, it finally gets the engine it needed, and the local Lexus lads wanted, all along.For all its visual appeal, rear-wheel-drive dynamics and having a 2.5 litre V6 for German four-cylinder money, the lardy IS250 is hard put to trouble the Merc, Audi and - the one Lexus most wants touch up - BMW.Now Lexus has the IS350, the variant with a litre greater capacity than its underdone sibling, massively superior output and the capacity to reach 100km/h from standing more than three seconds quicker.Moreover, they've bought it in at a price which has not only embarrassed pundits such as yours truly, whose prediction was out by a good $25K, it's been placed so sharply as to amount to a declaration of hostilities.If ever you've felt that the 3 Series, C-Class and A4 were obscenely over-priced (and let's face it, they are) here's the proof.VALUEFairly staggering, actually. All models lines are packed with standard kit that's optional in its rivals almost to the extent of costing five figures if all boxes were ticked. For $64,800, the Prestige packs sat-nav, heated seats, reversing camera, HID lamps with daytime running lights, 17-inch alloys and metallic paint.At $71,300, the "F Sport" kicks off this new badge - an obvious riposte to M Sport and Audi's S model. It has dedicated suspension, lower profile tyres, great front seats and go fast bits.The more supple Sports Luxury is  $81,300 and gets - well, everything - 18-inch alloys, active cruise control, front and rear parking sensors, keyless entry and start, 14-speaker Mark Levinson audio, ventilated/heated seats, moonroof and self-dimming and heated side mirrors.TECHNOLOGYThe dual VVTi 3.5-litre engine, familiar from other Lexus lines, uses direct and port injection driven via a six-speed sequential auto that has a gratifying degree of manual override via shifting paddlers with the self-shifting smoothness of a torque converter - as opposed to a dual clutch. Hardly innovative of itself, but a quick, seamless model marriage with this engine.DESIGNFor all the embellishments, revised interior, value added bling and swaggeringly aggressive pricing, this is still where the whole IS package falls down. It's just a bit cramped in there, especially in back, where it's no more a true five seater than it is a people mover.Up front is more cockpit than cabin and I for one would happily pay extra not to have the headroom-eating sunroof. Haven't done the old golf bag test on the boot, but it's a minor cavity at best. And there's no avoiding the fact that this first generation "L Finesse" shape is showing its age.SAFETYAll the active and passive acronyms you've heard of, plus some you likely haven't.The Vehicle Dynamics Integrated Package houses stability and traction controls and hill start assist. Brakes are formidable, 334X30mm front discs, four channel ABS with brakeforce distribution and brake assist. The top variant gets active cruise control and a pre-collision safety system that automatically tightens the seatbelts under heavy braking. We can tell you this works.The spare's a space saver, but at least it has a spare.DRIVINGFinally imbued with the ticker it's required, the IS is now more than a slightly left field alternative to the obvious choices. I'm trying, but failing, to think of circumstances in which your 3 Series - disregarding the third world country's GDP price difference between them - seriously outplays the IS350 in remotely legal circumstances.You would have to say that the Lexus is a little too polite for gratification. Even in the sports variant, the engine is refined to an eerie extent - unless the throttle is mashed or the shifter forced back into an unfeasibly low gear (it'll refuse only redline exceeding requests), a modicum of wind and tyre noise are the only aural inputs. And while there's not an abundance of torque down low - the engine does its best work from 4000rpm on up, firing up a lightshow around the speedo - acceleration is fairly linear.So too is the electric rack and pinion steering - a little numb around the centre, plentifully informative and progressive when called upon. It is, especially in the sport version, a confidence enhancing balance ride/handling compromise, which is not unsettled even by significant bumps in the road's surface.While the Sport Luxury (we'll get into the Prestige in coming weeks) leans even further to the traditional Lexus verities of composure and refinement - to say nothing of loads of standard fruit - it's in no danger of being left behind.  It's a question of degrees of difference.It helps that no variants have grown significantly in weight over the 250 - 1580-1645kg. All - it's claimed - get to 100km/h from standing in 5.6 seconds.VERDICTHow do you say "Show us where the money is, Fritz" in German?"LEXUS IS350Price: from $64,800-$81,300Engine: 3.5L V6 petrol; 233kW;378NmTransmission: 6-speed automatic; RWDThirst: 9.4L/100km

A Lexus that is even more efficient than a Toyota Prius sounds hard to believe, but it's true. The new CT200h hybrid has just been certified with an emission output of just 87g/km, which is 2g/km less than Toyota's famous eco-warrior. Not bad for a prestige model.The CT200h is the first Lexus hatch and will lob into Australia early next year with a starting price below $50,000 on a mission to not only dramatically boost Lexus sales, but also lure younger buyers to the brand. It was developed solely as a hybrid and there will be no petrol-only version.The CT200h uses the same petrol-electric power pack and drivetrain as the Prius, which also means it is the first front-drive Lexus in Australia since the Camry-based ES 300 models were retired in 2005. It has the same wheelbase as a Toyota Corolla and Prius, but Lexus says the base is significantly different.The CT200h shares the MacPherson strut front suspension with those models, but has a sportier double wishbone rear suspension system. The new Lexus is a five-seat hatch with 375 litres of bootspace and has a space saver spare in some markets.Lexus is yet to confirm final pricing, but the sub-$50,000 indication shows it will slot into the line-up below the IS sedan. Determining value is hard because there are more enjoyable cars around for less money, but they aren't hybrids.It is the cheapest way to get into a Lexus without buying one second-hand. Technology The CT200h uses the proven technology of the Prius, with a bit of a techno tickle to upgrade the experience. That means it has a 1.8-litre four-cylinder petrol engine tuned for economy an electric motor and generator all linked up to nickel metal hydride battery.It can run entirely in electric mode at very low speeds and scavenges energy normally wasted under deceleration. A continuously variable automatic is a crucial part of the system, there is no manual option.The CT has been tuned with different modes, which change the engine characteristics and power steering assistance. Eco mode dulls the throttle input to help a jerky driver achieve better fuel economy, while the Sport mode sharpens the throttle response and makes the steering feel heavier. The instrument cluster glows blue in most modes, but switches to red in Sport mode.The CT200h has an official average fuel economy figure of just 3.8 litres per 100km. While most of the emphasis has been placed on economy, Lexus also went out of its way to optimise the handling.The new model has front and rear suspension strut braces, developed by Yamaha, which feature a centre damper to reduce vibrations without losing rigidity. Lexus has also used aluminum for the bonnet and boot hatch in a bid to keep the weight pegged to 1370kg. Despite these measures, the CT200h is unlikely to win any drag races with a pedestrian 0-100k m/h time of 10.3 seconds.As you would expect from a Lexus, the CT200h is loaded with safety gear including eight airbags, electronic stability control, brake assist and seats designed to reduce whiplash.It will also be available with an option Pre Collision system which uses radar to predict collisions with vehicles in front and prime the brakes and tighten seatbelts and can even slow the vehicle automatically.This is a controversial one. The first Lexus hatch was always going to cop some flak, but the CT200h polarizes opinions. For me it is not an attractive car. It looks good from some angles, but ugly from others.It certainly isn't an integrated design with a mixture of straight lines and curves that jars. Lexus Australia was ready for criticism of the design at our preview, pro-actively pointing out that an Australian marketing group thought it was the best looking car in its class although they were looking at pictures and not the car in the metal.A test drive of a pre-production car near Paris revealed Lexus must do some last minute work to lift the standard of the CT200h before it arrives in Australia.The tyre and road noise on coarse chip surfaces, similar to Australian country roads, was loud for a small car and simply unacceptable for a prestige model. There were also far too many vibrations coming into the cabin. Lexus has promised to work on this.There are other issues that could affect the popularity of the car in Australia, but let's cover some positives. This is a practical eco car. There is quite a reasonable amount of bootspace and a good amount of legroom and headroom for two rear passengers.Forget the fifth seat, it is tiny. It handles quite well. We're not talking BMW driving pleasure, but the CT200h is a lot more fun than the Prius and you can tell chief engineer Osamu Sadakata, who races a Mazda MX-5, enjoys corners.The performance is acceptable for an eco hatch, but nothing to get excited about. You will be able to keep up with traffic though. The very nature of a step-less CVT transmission means it is also less involving. Customers are more likely to get excited about the fuel economy and we recorded a figure of just over 6 litres per 100km driving the car hard. Unfortunately the suspension and most likely the damping is not quite right. It picks up the tiniest of niggles and sends them through to the cabin. It depends on the surfaces, but can be overwhelmingly fidgety on some surfaces. The interior styling is passable, but the crisp and futuristic instrument cluster is spoiled by an old-school liquid crystal display in the corner and the centre screen that looks ancient compared to the latest versions in other cars and smart phone displays.If Lexus can dramatically reduce the road noise and vibrations and fix the suspension the CT200h could still be a good premium eco car that attracts new customers to Lexus. It's a different concept, trading performance for economy, but there's no reason it can't succeed if executed correctly.

Touted as the worlds most efficient and powerful luxury hybrid SUV, the Lexus RX450h should be a major force in it’s niche market. We agree and -- save for a couple of minor issues -- give it a big fat tick.DrivetrainThe RX450h hybrid system drivetrain is a 3.5 litre V6 petrol engine that puts out 183kW at 6000rpm and 317Nm at 4800rpm, a generator, a 123kW electric drive front motor, reduction gears to the front axle and continuously variable transmission. The hybrid system output is 220kW.Power is directed to the front wheels via a mechanical path or an electric path or a mixture of both. Power output is in part redirected back to the electric drive motor and is used for engine acceleration. There is another 50kW magnetic motor that powers the rear wheels during take off and acceleration.Extra urban fuel economy comes in at 6.1l/100km and the SUV emits150g/km of CO2.ExteriorWith a wider stance and more sculptured rear, chunkier bumpers and flared wheel arches the RX450h is a real presence on the road.Featuring a number of new design touches, it receives a tight vertical multi-bar grill, 19 inch alloy wheels, blue accents on the headlight lenses and blue Hybrid badging.With superior aerodynamics in mind the 450h has been built to achieve class-leading drag figures and negligible wind and vibration noise.InteriorA mouse like controller on the centre console accesses up to 20 functions including satellite navigation, viewable on the large display on the dash.Enhanced climate control, a 12-speaker premium sound system, a handy head up display, a moon roof and in built blue-tooth are all standard. The cabin has door pockets, plenty of cupholders, console and seat back storage, and the rear seats are 40/20/40 split fold flat.Safety The comprehensive safety list for the Lexus RX450h includes a substantial airbag package, a rear view camera, vehicle dynamics integrated management, active cruise control, pre-collision safety system and optimised body strength.DrivingHaving tested a couple of lower and mid range SUVs lately it’s a welcome change to step into a high end unit. It’s not that the other cars are no good – quite the opposite – but its amazing how much better they can get.From the moment we snatched the keys and got to it in the car park we agreed that it oozed class. It just looked more substantial and had more of a presence than the bulk of cheaper cars. Up close we immediately noticed the quality of the workmanship. All the panel seams lined up - nothing looked or felt tinny or fake.Then there were the big alloys that perch it nice and high, the smooth, bold front and rear and the sharp purposeful creases.Climbing in we searched hard for setbacks but again we fell short. It’s just a nice place to be. The soft leather seats are comfortable and supportive and the dash is simple clean and intuitive. The wooden steering wheel is a nice touch too, highlighting the overall prestige feel.There was plenty of storage space for cups and bottles and the 40/20/40 flat folding split rear seats allow for a tonne or room in the back for big trips.But we were keen to drive the thing; especially since Lexus claim that it’s “the world’s most powerful hybrid luxury SUV”. Pressing the starter button was a non-event – no guttural roar here, just a couple of lights on the dash indicating something had changed in the last second or two.Hitting the accelerator was the first time we heard noise, as the parallel hybrid powertrain did its thing. And with the quick knock of a button on the steering wheel, we could see this fascinating system illustrated in front of us on the LCD display.Sadly, we got more of a kick out of watching that than we did from the throttle. The new, beefier 450h – 150kg heavier than the outgoing 400h – didn’t push us back in our seat so much as gently whooshed us into a mild coma.We thought it was slow, even for heavy hybrid, but once momentum took hold we quickly found the grunt they were banging on about. At speed the Lexus was responsive and very smooth. Sharp corners were handled like sweeping bends. There was negligible body roll and we remained upright from entry to exit.Having said that though, the brakes took a bit of getting used to. They were spongy and lacked the immediacy we felt such a big car needed. There were some hairy times when the anchors needed to be stood on to stop quickly enough. We both agreed they could have been a lot better.On the freeway was where the 450h came into its own. It was deafeningly quiet - leaving us to chat freely without having to shout – and painfully smooth.Generally, the Lexus RX450h was as prestigious and substantial as it set out to be. It really is a step above the mid-range pack in terms of luxury and the economy figures for such a big car are outstanding. But there were some important points that we felt needed a bit of work.Lexus RX450h Price: from $89,788Engine: 183kW/317Nm 2.0-litre petrolTransmission: front-wheel drive, five-speed manual, six-speed autoEconomy: 6.1L/100km combinedEmissions: 150g/km CO2

No, it doesn't mean a luxury version for the models they are based on are more than luxurious already. The L means long, or more correctly long-wheelbase.

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At last, Lexus have come to the party with the new IS 250C – a folding hard top variant of the mid-size sedan. Pricing starts at $76,900 for the Prestige and tops out at $94,900 for the Sports Luxury.Exterior Lexus have done an excellent job converting the original design to incorporate the folding hard top. The chunkier rear end is the only obvious difference. But only the bonnet, headlights, door handles and door mirrors are carried over from the sedan. An extra 160kg of foldable roof and floor bracing have been added to weigh the car in at 1730kg. And that’s just the base model. Tack on another 20kg for the top version.Interior and equipmentThe interior is what we have come to expect from a luxurious Lexus. Supportive leather seats, quality six-stacker stereo, intuitive dash and steering controls, and push button start. There’s a raft of standard features … fully adjustable electric seats, cruise control, trip computer, parking sensors and headlight controls.Safety is a focus with a comprehensive airbag package, anti-lock brakes with brakeforce distribution, traction and stability controls and adaptive suspension.EngineThe Lexus IS 250C is powered by a 2.5 litre DOHC V6 that puts out 153kW at 6400 rpm and 252Nm of torque at 4800 rpm. It has a combined fuel economy figure of 9.3L/100km. An automatic transmission with manual mode gets power to the wheels.Driving – Karla PincottI’ll come straight out and admit I don’t like convertibles. And there are many reasons for that, the main one being that for decades a convertible body has often been a compromised afterthought – it either ended up being too jittery with ‘scuttle shake’, or too heavy to move around nimbly.But that’s admittedly old school thinking. Over the past few years with better use of lighter materials and high-tensile steels, droptops have improved. And the Lexus IS 250C is one that benefits from the recent technology. We were surprised at how well it behaved with the roof down. And while the metal top and the extra strengthening and equipment have added about 130kg over the sedan, it doesn’t lumber around.And the little creature is just so damned easy to live with. It’s a breeze to park, has enough snap to tango through urban traffic without getting flustered, and is not a bad cruiser for longer stretches outside the city. And it looks good too. It needs a bit more engine before it could really appeal to performance fans, however. The 2.5-litre V6 is more than enough for a chic sprint, but those who want to muscle around will want more.Likewise, in full auto mode the transmission keeps shifting up for economy when we’d rather stay in the current gear for performance. But it’s smooth and well-behaved over most roads so far, with the exception being a run of badly patchworked bitumen on the way south that sent judders through the cabin. Our other issue with the droptop is that with the roof open, the boot space shrinks to barely enough for a couple of overnight bags.And our only other reason for disliking the IS 250C has little to do with engineering. We’re not the type that is ever well-groomed enough to enjoy the kind of public display a convertible offers – attracts, even. No, give us a full roof, and add darkened glass behind which we can cower in all our unkempt frightfulness, I say.Driving – Jonah WigleyWith extra weight, acceleration is compromised. We found ourselves hesitating during overtakes and merges. Poor visibility, particularly out the back quarter of the car – due to the higher waistline on the convertible – was another factor that caused us to balk at times. Once at speed, however, the convertible was smooth and quiet – except for a little mirror woosh – and the throttle response at higher revs was a lot better than from off the line.The suspension set-up is great, so potholes and ruts were chewed and spat out. With the top down we could hold a conversation without having to shout, even while being treated to the satisfying syrupy growl of the tensed engine. The IS 250C poured in and out of corners at all speeds effortlessly – best using the paddle-shifters – but there were periods of noticeable body-roll. This is more a cruiser than a hyper sports car.We took issue with the height – and weight - of the doors. They were a good six inches above a comfortable elbow-rest level which was just plain annoying. And they were too damn heavy. And don’t try to put the top down at traffic lights. Lexus claims it takes less time than its competitors, but you will be caught short.Verdict75/100Lexus IS 250CPrice: from $79,900 to $99,900Engine: 2.5-litre V6Power: 153kW/6400revsTorque: 252Nm/4800revsTransmission: six-speed automatic, rear-wheel drivePerformance: top speed 210km/h, 0-100km/h 9.0sEconomy: 9.3L/100kmEmissions: 219grams/km

There's little doubt of which car Toyota was aiming at when it designed the IS200; its looks, size and proportions all mirror the BMW 3-Series.

Three decades ago the townfolk would have piled kindling in the town square in preparation for burning the heretic who forecast 4WDs with airconditioning.Twenty years ago the same grilling would be applied at the mention of automatic transmission and even a few years ago dark clouds would form above the person uttering leather upholstery.The fact is that the 4WD as we once knew it is gradually being morphed into a station wagon, with all the comforts of a sedan and all the appearance of a go-anywhere leisure machine.Take all that to the ultimate stage and you will have a vehicle that looks tough but has a soft centre. In case you missed it, that stage has already arrived. The Lexus RX350 is one of the latest SUVs to lavish features and comfort on its occupants.It would be staggering for a 1970s Land Rover owner to even contemplate what's inside this wagon. But just to make you jealous, here's some of the features: Radar cruise control with a pre-collision warning system; swivelling xenon headlights; rear-view camera with clearance and parking sensors; and head-up display of vehicle speed.Thankfully, none of this requires much input from the driver. Though it looks a lot like last year's RX350, this one is bigger, lower and more powerful.It is a beautiful drive — a machine that will just eat the kilometres. Lexus has successfully endeavoured to rid the wagon of almost all noise and the result is a bit numbing.The wagon is as quiet as a mouse and is almost un-nerving in the way it isolates the outside world. This will suit some owners who will then bask in the feature list. There's plenty of thrills when the accelerator is prodded but it doesn't transfer to the occupants. The RX350 could just as easily be electric.The test vehicle showed that SUVs can make sense in the country thanks to Lexus neatly incorporating a full-size spare wheel. Too often carmakers talk safety and then fit a space-saver spare wheel that is, at best, dangerous as an alternative tyre in the country. At least Lexus gives you the choice.In the Sport Luxury tested, that list extends to more things that you'd probably have time to play with. But play you will. The cameras will alert you what's behind the wagon will give you a sense of security and the 15-speaker Mark Levinson audio system will wrap you in its warm sound.The leather front seats have heaters and ventilation and almost infinite electric adjustment. Lexus made a change this model that, while logical, took away one of the wagon's best features — a touch screen. Now there's a mouse-like controller on the centre console that accesses everything from the sat-nav to the radio from the big screen.Owners of the previous model complained about glare _ and fingerprints _ on the screen so Lexus lifted the screen higher, placed a hood to shield light, and fitted a computer mouse to access all the data. Shame, because it's now easy to see, but not as easy (or as quick) to get information.This is an impressive vehicle. It's a solid alternative to a conventional sedan but its appeal lies more in its quality and features than any driving pleasure.