Lexus Reviews

A number of Japanese carmakers attempted to set up new luxury brands in the 1990s to compete with the prestige European brands that were enjoying unprecedented success outside their home countries. Mazda created Eunos, which failed to get off the ground here and is no longer sold; Nissan set up the Infiniti brand and like Eunos failed to gain any sort of momentum before being withdrawn from the local market.Only the Toyota prestige spin-off, Lexus, has managed to survive the birthing blues and now thrives thanks to its well-earned reputation for build quality, reliability and refinement.The Lexus brand made a spectacular start with the large LS400, which shook up Mercedes-Benz in the early 1990s, and backed it up with the mid-sized ES300, which expanded its market reach.MODEL WATCHWord spread like wildfire when Lexus hit the US market. At the time the likes of Mercedes-Benz, BMW and Audi were on the nose with many buyers who were only too happy to switch to the newcomer that was not only built better than most, but was also more affordable.Mercedes buyers in particular switched in their droves in what proved to be a wake-up call for the big German carmaker, but more importantly it gave the new Lexus brand a flying start.The ES300 was the second model in the very slim Lexus portfolio when it was launched in 1992, but the LS400 had created enough of a stir for buyers of mid-sized prestige cars to stop in at Lexus dealers and take a look.The problem for Toyota was that it had to differentiate the Lexus models from those carrying the Toyota badge. It wasn’t a problem with the LS400 because it was a distinctly different car that bore no relationship to anything Toyota sold. Not so the ES300, which could be seen as an upmarket Camry.It didn’t help this perception that it did use the Camry platform and the Camry power train, but that’s where the relationship faded.Where the Camry was a down-to-earth family four-door the Lexus was a luxury sports sedan with a completely different character all its own.The smooth clean shape of the ES300 was clearly from the same designers who penned the Camry. It was neat and inoffensive to the eye, but there’s no escaping the fact that it was bland.A silky smooth 3.0-litre double overhead camshaft V6 provided its power with four valves per cylinder, which injected 138 kW into the four-speed auto transmission at 5200 revs along with 264 Nm at 4400 revs.A variable intake manifold enabled a smooth, seamless flow of power from low revs right through to the upper reaches of the speed range. When the right foot was pressed hard into the carpet the ES300 would reach 100 km/h from rest in a reasonable 8.0 seconds. It would account for the standing 400-metre dash in 16.2 seconds and boasted a top speed of 220 km/h.Underneath, the ES300 boasted independent suspension at both ends, variable ratio power steering and four-wheel disc brakes with ABS anti-skid protection.The interior of the ES300 was sumptuous, with superbly comfortable seats trimmed in leather, the air was cooled automatically and there was a high quality sound system.There was just the single ES300 model at first and it had pretty much everything you could wish for, including power windows, auto air, eight-speaker premium sound system with a 12-stacker CD player, cruise, leather, alarm, and headlamp washers.Lexus released an updated ES300 in 1996, which not only brought 11 kW more power, it also brought some subtle styling changes and a brace of new models in the form of the S and LXS.IN THE SHOPMechanics go broke waiting for Lexus owners to turn up on their doorsteps looking to have their cars fixed.Lexus clearly set the build quality benchmark from the moment the badge appeared and that has translated into reliability as they get older and cover more ground.Check for a service record to make sure the oil has been regularly changed. The Lexus is a prestige car so be suspicious of any that hasn’t been serviced according to the schedule.Keep a watchful eye out for imports, which may have arrived here with little known history.IN A CRASHA driver’s airbag was standard from the start, while a passenger’s airbag was added in 1993.The ES300’s well-balanced chassis is well equipped to avoid a collision situation, and with four-wheel discs overseen by ABS electronics the ES300 has a good level of primary safety.OWNERS SAYMatt Ure has driven Fairlanes, LTDs and Jaguars over the years, and says his 1997 ES300, which has done 130,000 km, is the only car that he has not even had a single problem with. Indeed, he says, it drives and rides the same as the day he drove it out of the showroom 10 years ago.Stephen Lacey recently sold his 2003 Toyota Corolla after finding the seats unbearably uncomfortable and the NVH shocking and bought a 70,000 km 2000 Lexus ES300. After owning some 21 cars he says the Lexus is by far the best he has ever owned. He likes its understated elegance, its comprehensive level of equipment, build quality, comfort, drivability and the satisfaction of telling people he owns a Lexus.LOOK FOR• Growing prestige of the Lexus badge• smooth comfortable ride• refined interior ambience• Impeccable reliability• Good build qualityTHE BOTTOM LINE• Few cars can boast the reliability and refinement of the Lexus ES300.RATING85/100

While the hybrid range appeases a green conscience with performance as well, the brand lacks a hero. The IS F is deigned to be a halo car for the Japanese brand that the bulk of its opposition already has - BMW has its M cars, Benz has AMG-badged weapons and Audi offers S and RS performance models, many which have character and soul in spades.The IS bearing the F badge - inspired by the Fuji Raceway track that was used in the model's development - aims to change that for Lexus, taking the V8 from the petrol side of the LS600hL hybrid, giving it to Yamaha and asking for some singing and dancing lessons.The brand says it has always had an element of performance within the bulk of its range but has never made a big deal about it - with the ISF the company has what it calls a new breed of Lexus and compares its significance to that of its 1990 launch.Lexus Australia chief executive John Roca says the performance market is new for Lexus, but the Japanese company has not entered the segment with a carbon-copy of its opposition.Its a lot of pressure on the car but we have to, being as conservative as they’ve been in the past, if it wasn’t for Yaguchi-san (chief engineer Yukihiko Yaguchi) this car wouldn’t be here.The board made a decision in 2002 - when he first talked about this car - not to develop a performance arm to the brand they felt it wasn’t what Lexus was all about, smooth quiet, well-crafted but he's an enthusiast, he wanted something he would like to drive.They will go easy with this car until it is successful, being cautious in terms of production and supply it has to succeed because if it doesn’t there wont be any more F models.The F started life as something of a side project for Yaguchi, a 25-year veteran of the company and its Toyota parent.Within the huge carmaker development approvals are not won easily but after experimenting with various mules the car was given the green light in 2004.Driving fun was more the aim, rather than outright lap times, says Yaguchi-san, with Yamaha, Brembo and BBS among the suppliers, the IS F has taken shape.Using the hybrid limo's V8 within an IS300 shell, Lexus has massaged every bit of the car and produced a four-seat four-door offering 311kW, 505Nm and a claimed thirst of 11.4 litres per 100km.The five-litre powerplant boasts variable intake, port and direct fuel injection, valve timing and a raucous note change at 3600rpm - 0-100km/h times of 4.8 seconds and a top speed limited to 270km/h are the claims and track work suggested those numbers were achievable.The eight-speed conventional automatic has two top gears for fuel economy and the remainder are closer-set, with a torque-converter lock-up between 2nd and 8th for better response; shift times are 0.1 of a second on up-shifts and 0.3 of a second on the downshift, complete with throttle blip.Yaguchi-san said the small development team had limited time and funds, making the brand's existing eight-speed automatic a more viable option than trying to develop a double-clutch automated manual now being used by BMW.At 1700kg it's no featherweight, but it's by no means the porkiest in the segment, says Lexus, which defends the weight figure in deference to a comprehensive features list.Full leather trim, heated sports front seats, a satnav-equipped Mark Levinson fourteen speaker sound system, radar cruise control, switchable stability control are all standard in the four-seater.It also has plenty of clever aerodynamic and cooling tricks, including 19in wheels - 30 per cent lighter than the 15.5kg 19in wheels from the LS600hL - that are directional and specific to front and rear axles, for pushing air onto the large vented and cross-drilled Brembo brake package.As a first-up effort in the prestige compact performance segment, the IS F does most things in a way that will put it on the shopping list occupied by BMW's M3 and the C63 AMG - Lexus certainly now has its hero car. DRIVINGThe high-performers of Lexus have been hybrids up until now.The little four-door sedan has a V8 that sings, quietly at first but 3600rpm is when it opens up and really belts out a note.The tune is accompanied by plenty of thrust, more than enough to whop the eight-speed auto into a frenzy and see off 100km/h in around five seconds.The ride quality is firm and on the abrupt side, big yumps and bumps are relayed with little compliance.It's not bone-jarringly bad but M, RS and AMG are a little easier through road imperfections.The steering has a nice feel to it, gathering extra weight in sport mode to make the driver take charge; the paddleshifts are crisp and generally smooth, although in sport mode there's a little more shift-shock than some double-clutchers sampled in recent weeks have displayed.The seats aren't large but they are supportive and comfortable, with little numb-bum displayed during the launch drive; the racetrack showed the lateral support, which felt ample on the road corners, was up to the task on the racetrack.The IS F was bred for trackwork and it shows, lapping the Phillip Island circuit with considerable pace and plenty of balance.The firm ride quality that slightly tarnishes the on-road performance is paid for in spades by its abilities in the corners, with minimal body roll, decent turn-in and plenty of grip.Switch the electronics off and there's plenty of fun to be had - the track's two tight corners can be easily dispatched with plenty of attitude and a session on the skid pan demonstrated the electronic stability system's prowess, as well as its ability to be completely turned off, something its German counterparts could look at closely.Lurid powerslides and other activities that would get the IS F confiscated on public roads can be indulged in with impunity on a racetrack skidpan, with plenty of smoke.The circuit work showed the IS F has what it takes to corner quickly and gobble up straights in competitive time.While absolute straight-line speed and outright pace point-to-point might still have a German at the top of the podium, the IS F is on the money. 

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.

And it’s that – sporty, sexy and swift. But it’s also everything we’ve always thought Lexus was: refined, restrained and (even in this guise) still responsible.In some ways, the IS-F is for Lexus what the Celica was for its parent company, Toyota … a saucy little package designed to lure a new buyer to the badge.But where the Celica was mainly seen as being style over substance, the IS-F has a fair dose of performance to back up its appearance.The car has been developed with that focus in mind, and the project included considerable track testing, mainly on the challenging Fuji circuit – owned by Toyota, and for which the F in the car’s name stands – but also at famed spots like the Nurburgring, Laguna Seca and (closer to home) our own Phillip Island. Lexus says it was also tested over the appalling bitumen of Sydney’s Double Bay, a suburb that – despite its middle-class obsession with appearing upmarket – has some of the worst surfaces in Australia.The IS-F returned this week to Phillip Island as part of its Australian launch, which has been held over by Lexus until it could kick off with the lightly revised model rather than the initial one.The revisions are largely a slight face-lift to visually enhance the car interior and improve functionality of some of the switchgear.ExteriorThey should be able to hold off for a while in having to upgrade the sharp body styling – much of which has been designed to increase downforce — with its wide air dam and strong crease lines flowing from the grille along the edge of the bulging bonnet and through to the flanks.Among the best cues on the car are the arch-stuffing 19” turbine wheels – each one of the four cast slightly different to pull heat away from the 360mm front/345mm rear six-piston Brembo brakes – and the functional gilles behind the front wheels.Then there are the staggered oval quad exhausts tips in their mesh housing, which both sets them off and camouflages that they aren’t really connected to the pipes. Lexus admits this is partially a cosmetic feature but says it’s also functional and that the flow travels from pipe to tip. And there’s a diagram demonstrating that somewhere in Japan.InteriorSprinkled with F logos, the cabin is handsomely upmarket, except for the silvered carbon-fibre accents on the centre console that unfortunately survived the face-lift. Yes, it’s the genuine material, but cunningly disguised to look like a cheap plastic transfer.The front seats are well-sculpted with high side and wing bolsters to hold you snug, while the back is deeply divided into two wells that firmly restrict this to a four-seater.EquipmentThe list of goodies for the IS-F is lengthy, but the star turn is the brilliant Mark Levinson audio system, which has been given 1000 hours of tuning to match it to car’s acoustic characteristics.Supporting roles are taken by the likes of a touchscreen nav, Bluetooth and power-controlled everything, including memory seat settings for both driver and front passenger.EngineThe engine is the most powerful to every be carried by a Lexus – a dual-injected 5-litre quad cam V8 related to the unit in the LS460 but bored to the larger size and given a unique cylinder block, heads, crankshaft, pistons, conrods, intake and exhaust.The unit develops 311kW of power at 6600rpm and 505Nm of torque at 5200rpm, redlining at 6800rpm.The engine’s titanium inlet valves allow faster opening speed to boost performance, with timing controlled by the dual VVT-I (which was outlawed and removed from the 5-litre Lexus race engine used at Daytona).It has been tuned for sound as well as fury, and with the first dual intake on a Lexus, the secondary port opening gives a great induction snarl at 3600rpmWhile it prefers the higher octane, the engine will run on 95RON, and Lexus claims an economy figure of 11.4L/100km.TransmissionOutputs are delivered to the wheels via a new eight-speed transmission – also developed from the one in the LS460 — with paddles on the steering wheel and a simulated manual mode that Lexus says can give up shifts in 0.1sec and downshifts in 0.2 sec, helped by a throttle blipping control that matches engine speed to the gear.The transmission can be used in normal mode, snow mode or – for all-out fun – F sport mode in manual, which locks the torque converter from second to eighth gears to unleash the beast within, and the system changing throttle characteristics, steering assistance and the dynamics control settings.SafetyKey to safety in the IS-F is the integrated dynamics system (VDIM) that dovetails stability, traction and throttle controls with anti-skid brakes, brake assist and force distribution. The system is intended to anticipate when you are likely to skid out of control and bring the technology into play to prevent it. The stability control (VSC) can be switched off, leaving only the limited slip differential and ABS in control.The car rolls on Bridgestone Potenza tyres, which Lexus admits may not have ultimate dry grip but are judged by them to have the best wet/dry compromise.SuspensionUnlike rivals such as the Audi RS4, the Lexus doesn’t have adjustable suspension, but works with an independent double-wishbone front and multi-link rear system with coil springs and gas dampers. Lexus believes that unless you can adjust both spring and damping rates, you shouldn’t risk having adjustable suspension.However the system has been given a different calibration to the IS250, with stiffer springs and stabiliser bars, plus larger dampers to give a sportier result.Pricing and salesWhen the car was first shown at the Sydney Motor Show a year ago, there was strong inquiry and deposits were taken on an estimated price of $150,000. However the final tag has emerged as $129,000 – an aggressive swipe at targeting the BMW M3 at $157,00, the Audi RS4 at $164,500 and even the Mercedes-Benz C 63 at $146,000.While the price may make it attractive, there could be a dampener in the waiting time. With just 25 a day being built by specially trained workers at the Tahara plant in Japan (where another Lexus rolls off the line every 87 seconds) – and about 6700 sold in the first year – the Australian queue stretches out to February delivery.DRIVINGThe Lexus engine voice up to now has always been a restrained purr, so the note of the IS-F unit came as a stirring surprise as it opened its throat in a wonderfully undignified induction snarl and an angry blurt at the auto-blip on the downshift.There’s plenty of urge there to match, too, with the engine responding forcefully to requests. We managed 0-100km in just a smidge over 5 seconds in a very rough test, so the Lexus claim of 4.8 under proper test conditions looks more than reasonable.Gear changes are swift and smooth, and the ability to use the paddles while still in full automatic mode offers a good option for the occasional times when you need an extra burst of power of engine braking in highway cruising or city traffic.And the well-weighted steering is the best we’ve seen on a Lexus, although there’s still a feeling that it’s missing the absolute directness of some of its more expensive rivals.But we were able to throw it around with a lot of satisfaction, and a bit of time on the skid pan switching between the varied options of the stability control system proved not only the benefit of the technology but that you could have your safety in whatever degree you felt comfortable with.All this adds up to a very good car. But if there was one aspect that undermined it, you could feel it in the seat of your pants – or any other part of the body that was jolted around by what turned out to be a surprisingly bumpy ride.We expected it to be firm – the price you pay for sportiness – but it was also far more jumpy than we would have imagined at this price. 

Well, of course they can. More than this number is wrong every 12 months. Otherwise there would be no ancient Daewoo Kalos disguised as a Holden Barina.But we’re talking here of the 10,000 who since late 2005 have looked hard at the previously German-owned compact prestige sedan segment, thought a bit, ruminated some, then gone “bugger it” and bought a Lexus IS 250 – the updated version of which Carsguide is the first to drive.Although competition has only become tougher since ’05 – the latest entry-level C-Class Merc is no longer a try-hard’s car and Audi’s new A4 is finally a worthy contender – the baby Lexus remains our choice.As to BMW’s 320i, well, we might live in nation of nanny state speed limits but we’d like at least the theoretical ability to get 100km/h before another birthday comes around. The 320d (diesel) slays its petrol sibling, but then there’s those perennial 3 Series grievances – a cabin that’s about as welcoming as the ride on runflat tyres is comfortable and looks that are not winsome but wince-inducing.Not that the Lexus retains this 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 any iteration.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. Sports Luxury models – such as the one we drove – cop a new set of 17s and further colour choices of Molten Copper (sounds a bit naff) and Arctic Blue (which looks right nice). Within the centre instrument stack and switchgear have been revised for what Lexus says – and indeed - is increased usability. Rear vision is helped out a whole lot with foldable headrests in back 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 the headspace eating sunroof. Most importantly, VDIM (Vehicle Dynamics Integrated Management entails stability control, anti-lock brakes, traction control and steering) is standard in all IS 250 models. 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 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, a response that given that the IS has never had bags of twist down low, makes a quick gear grab a useful facility. In manual mode it holds gear on redline till meltdown. If it doesn’t equal the 3-Series’s benchmark ZF auto, the Lexus jobbie now runs it closer.In general running this enhanced alacrity can but add to an already enjoyable and desirable device. At around 1600kg it’s a hefty thing, 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.The 153kW/252Nm 2.5-litre V6 is something of an analogy for the whole car - sophisticated, efficient and while outmatched by the bigger bent sixes of Audi and the inline sixes of BMW, it’s also elegantly sufficient for most buyers. And that mid-eight second 0-100km/h time is more than enough squirt in this legislature.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. 

And, given the push-button convenience of the latter these days, the car's upper garb often comes off quicker.Spring is also, of course, the time when Carsguide preaches to the convertible.It's a task made easier by the ever-expanding range of topless four-seaters _ cars that combine a decent degree of utility with a goodly serving of desirability _ so that now ever more are converting.The facility to have it off and on at will (most such lids fold up or down in around 20 seconds and some can do it at 30km/h) is worth a lot more as a selling point than all the kilowatts and cornering force figures in the world combined. Otherwise, just buy a coupe.Not that BMW's 125i (priced from$63,755) lacks a means of propulsion or is in any way reluctant to address bends.Even detuned to 160kW/270Nm, this three-litre jobbie is a classic example of the Bavarian's trademark in-line six _ which, combined with rear-wheel-drive dynamics, is unique among current compact convertibles.Contrary to the hairdryer image of this genre, the only thing soft about the 125i is its roof which, in a world increasingly given to folding metal numbers, is of fabric construction.For a car that, even by the compromised norm of this type, is knee-crushingly cramped in the back, it's starting to get bloody dear _ though even that's relative, given it's $30K easier on the wallet than the identically engined 325i.Equally, the Volkswagen Eos TFSI (from $49,990) offers value _ indeed, allure _ that would necessitate spending maybe $40K extra on a more prestigious badge.The VeeWee also boasts the best top of all these sometimes-roofless Germans: one with a number of variations, all of which enable it to be completely convincing as either a convertible or as a coupe. In either guise, it looks great.The TFSI shares the Golf GTI's platform and drivetrains: a slick, six-speed manual or a twin-clutch auto driving that sublime two-litre, direct-injection turbo four-potter.If you tick the optional sports suspension with 18-inch tyres box, it can do a fair dynamic imitation of this now-ubiquitous warmish hatch.So can Audi's A3 2.0 TFSI Cabrio (from $54,900) _ as it should, given that it has the same underpinnings and go bits as the allegedly humbler Eos.But although perceived prestige badges can have a disorienting effect on some punters' sense of proportion, the Eos's trick roof is enough to see it shroud out its soft-topped cousin.It used to be that to go topless in traffic, you had to be Swedish; time was, indeed, that Saab's 9-3 was synonymous with this sort of behaviour.But that was 10 years ago. Today, a 9-3 Convertible is an unreliable and outclassed alternative to simply wearing a T-shirt that reads: “Clueless”.Fortunately for Scando enthusiasts, there's Volvo's C70 T5 (from $79,950). No, it doesn't get up and go anything like those mentioned above (despite a worthy 2.5-litre, five-cylinder turbo), much less handle.But it does have visual presence, GT composure, a smart folding metal roof and _ perhaps more to the Swede-lover's point _ a perceptible quality of having been hewn from something extremely solid and ever-so safe.Just as Lexus's IS sedan chucked a spanner into the compact prestige segment by doing a rear-drive/six-pots-up-front package that undercut the Germans for value, so too will the Lexus IS250C coupe/convertible.Seen at the Sydney motor show, this folding-aluminium-roof number is due in these parts in the second half of 2009 _ no doubt priced at a point to cause the Europeans maximum discomfort.The IS250C has a rear overhang some 50mm longer than the sedan, and Lexus claims class-leading boot space even with the lightweight, three-piece lid folded.Roof up, it looks better still, with a coupe sleekness that becomes the IS more than the four-door shape.The IS250C shares the sedan's 153kW/252Nm 2.5-litre V6 and six-speed, paddle-shift automatic.At $1.19 million, the ultimate convertible costs 20 times more than the least expensive car here, but the Rolls-Royce Phantom Drophead Coupe is quite possibly the world's best car _so this seems only right and proper.We mention it mainly to have an excuse to run its exquisite likeness, because next to none of us is ever going to get into one.But it somehow helps to know that those who do have the wherewithal aren't wasting their dough on rubbish.Besides, as the stock market goes at the moment, a Rolls is probably a better investment than shares. 

DrivetrainThe GS450h is also the world’s first rear-wheel drive hybrid and is powered by a 3.5 litre V6 petrol DOHC petrol engine producing 218kW at 6400rpm and 368Nm at 4800rpm.Mated to the V6 are two high output electric motors that recharge using the kinetic energy produced when braking. The first one starts the car while the second drives the rear wheels. Both motors put out 147kW, and when combined with the petrol engine, 254kW is produced.An electronically-controlled, continously variable transmission ensures subtle gear changes and allows both petrol and electric motors to act as one.Suspension up front is independent, double wishbone, with independent, multi-link at the rear, and a choice of ‘normal’ or ‘sport’ mode according to your driving style.Using 95+ RON PULP to fill the 65 litre tank, the luxury hybrid should burn 7.9 litres every 100kms.ExteriorThe slightly refined design reduces drag for better aerodynamics, while the long bonnet, pulled-back cabin and short muscular rear give the vehicle a strong, purposeful stance.A rear-view camera with rear guide assist, and electrochromatic side mirrors that dim to prevent headlight glare, are just two of the exterior features that make this car easier to drive. Add to that a pre-collision safety system, rain-sensing wipers and a power-operated moonroof, and Lexus’s focus on cutting-edge technology for the GS450h is obvious.Other exterior features include five-spoke 18-inch alloy wheels, xenon active cornering headlights and a rear spoiler.InteriorIn the multi information display, a constant reminder that you are driving a hybrid is a power meter that updates you on the total power output and advises which systems are operating.The clean intuitive dash is highlighted by woodgrain and metallic trim, and by the multi function steering wheel that incorporates controls for the audio, cruise control and phone.Matching the exterior for features, inside the car you also get climate-controlled seats with memory, a Mark Levinson audio system, DVD-based sat nav, leather upholstery, front seat head restraints and sufficient cup holders and storage pockets.SafetyIn addition to the pre-collision system, you get ABS, EBD, VCS, a comprehensive airbag package, Active Cruise Control that detects vehicles in front and adjusts speed accordingly, and electrically controlled braking.PricingThe Lexus GS450h starts at $128, 899.DrivingDriving though the city was comfortable. The steering at low-ish speeds was surprisingly heavy but we liked that – it made us feel like we were driving a cheap Benz. But the thing is, the Lexus not cheap. For a minute let’s just forget the hybrid aspect.At $128,000, it's too close in price to the Mercedes C63 AMG and too far over the $80k Holden Grange to be an option. Unless it’s all about the hybrid aspect for you, which is very effective both from a performance and efficiency aspect.An 80k drive on the freeway was uneventful. Acceleration was good and in a very small way it delivered that slot car feel you just know the performance electrics will have when they get here.We had to constantly feed in steering, which was too light - now at speed. Both aspects were very annoying.We did find the thing amusing or maybe disturbing when we started it again back at the office - it was hot and fully charged. After a couple of goes we realised it was in complete electric mode. There was absolutely no engine noise when starting.The electric experience was good and the dash and gauges for the hybrid display were fun to watch.A comparison can be made between the evolution of the mobile phone and that of hybrid electrics. The Prius is the early brick in that it basically got the ball rolling, the GS450h is the slim flip phone -- starting to get a bit more function and style. But unfortunately we are a long way off an iPhone and it may be Mercedes, rather than Lexus, that will get us to that point.However, this is an important car as it represents a stage in the life of the current leader in hybrid technology. Let’s all just hope they go the way of the brick mobile phones and lose their dominance.VERDICT: 7.1 

The Japanese luxury maestros may have taken their time in risking anything approaching an emotional project but, in the ISF, the company renowned for refinement has produced a performance firecracker.A small sedan stuffed full of five litres of in-your-face V8 punching out 311kW, 505Nm and 0-100km/h sprint times of 4.8 seconds may be difficult to reconcile with the same company that produced the SC430 and called that a sports car — but this time they're serious.“What's important to us about this car is that it gives us a performance car in the range, which is something we've never had before,” Lexus Australia boss John Rocca said at the first Australian drive of the ISF at the Fuji Speedway in Japan last week.“We haven't just put a V8 in this car and shouted job done. We could easily have called it an IS500, but we didn't because this is a thoroughbred built for racing. This is really a car built for the track and adapted to the road.“Whereas in the past we could have been criticised for putting a big engine in a car and calling it a high-performance vehicle, this time that's not the case.“It gives us a totally new customer and sheds an entirely different light on a company that in the past has been criticised for being bland and unemotional. There's nothing bland about this car.”Based on the IS — known to Australians in its V6 IS250 guise and expected down under in October at around $145,000 — the fact that the ISF ever saw light of day is due almost entirely to the passion of a man who spent much of his early time with Lexus divesting the driver of sensory inputs by developing the eerily quiet interior noise levels of the original Lexus limousine, the LS400.Ironically, it was those efforts in refinement that won Yukihiko Yaguchi the kudos in senior management circles that allowed him the leeway in 2002 to play with his own private “skunk works” within the strictly structured Lexus world.“When I started there was no budget ... many people didn't understand what I wanted to do,” Yaguchi recalled. “It was hard.“On the other hand, some top management knew me well from my involvement in ensuring that the LS ran extremely silently. That was a huge achievement so they understood that I was capable of developing something no one ever had before.”Lexus holds firm orders for 38 of the ISFs and Rocca is confident the supply-restricted 120 cars a year available to Australia will do little more than whet the appetite as the car's reputation spreads.Styled to be aggressive without being threatening, the ISF isn't the poster kid for athletic design. With its bonnet swollen to contain the impressive engine, the first impression is of a boxer who's taken one too many on the nose — tough but not necessarily attractive.There's no doubting the power of this car. It's evident from when the first tickle of the throttle lights the wick until the final burble of the exhaust dies away on shutdown.It's not a slap-in-the-back car. Neither is it brutal in the manner of the C63, but rather more refined without being overwhelmed.The dedication to detail and the uncompromising determination to tick all the boxes adds credence to the claim from Lexus that the ISF is a track car transferred to the road rather than the reverse.Under the bonnet, the 5.0-litre V8 has been lovingly built up in the company's “clean room” engine facility. The quad cam multi-valve unit features Yamaha-developed high-flow cylinder heads, variable valve timing with electronic control on the inlet actuation, titanium inlet valves, high-lift camshafts and a full stainless steel dual exhaust.The fuel tank even has a 10-litre sub-tank to ensure constant fuel feed under track loads.Coupled to the eight-speed automatic from the LS460 — again the question is, do you really need that many cogs with the amount of torque the V8 is turning out? — the engine will spin to 6800rpm in what seems like no time at all. The urge to drive the ISF hard is nigh-on irresistible, if only to induce the secondary induction to open up to full roar from around 3600rpm.The active system is hardly unique, but it still makes the hairs on your arms stand on end.Thrown through the Fuji circuit, the ISF retains impeccable poise through a combination of solid engineering — double wishbones up front and a multi-link set-up under the rear, each with high-rate coil springs and upsized stabiliser bars — and the compulsory electronic wizardry.Traction control, stability control, antilock brakes with electronic brake force distribution and electronic brake assistance are bundled together in the Lexus's Vehicle Dynamic Integrated Management system.Australian cars will also come standard with the pre-collision system and eight airbags.The speed-sensitive steering, adequate in its basic configuration and much more enjoyable in the sharper sports mode, is as good as anything Lexus has ever done and combined with a serious set of Brembo brakes — six-piston grippers on 360mm front discs — imbues a sense of wellbeing.If BMW, Mercedes and Audi thought Lexus was a thorn in the luxury battle, then the premium-performance angst is going to be all the greater.

If Lexus is synonymous with anything it is refinement. Nobody to blame but themselves for that one. Ever since the first Lexus emerged from the back door of the Toyota garage, determined to make its own way in the world the key performance target is `how quiet can we be'.The measure of how good the NVH boys at Lexus really are is in the level of criticism the badge receives for isolating the driver from the rest of the environment. At the pinnacle of that refinement evolution is the super-smooth LS460. Drifting along in its own little cocoon of silence, the LS is the current ultimate expression of no-fuss motoring. A little pricey for the average buyer, but what price such peace and quiet.Trouble is, as Lexus has found, not everybody wants to experience the world from behind layers of laminated glass and sound-deadening foam.For those with only moderately large budgets, Lexus offers the rather more sporty IS range. But what about those who like the idea of luxury — and have the budget to indulge it — but also feel the need for just a little bit of the `rough'. For those particular few there is the GS range, or — to be more precise — the GS460.The range-topper in the latest generation of GS cars has picked up much of what makes the LS a segment-leader but in a guise that promises a more visceral experience.It snorts and snarls a little more than would be acceptable for an LS, hunkers down a little more and transmits a little more of what is going on outside the cabin. But don't be fooled. It's no sporting hero, rather it's a gentleman athlete, and paradoxically, not quite the athlete the LS is. It is what it misses out on in coming to market some $50,000 more affordable — cheaper doesn't seem the right expression — that defines the GS460's ultimate athleticism.While it gets the same 4.6-litre V8 coupled to the same breakthrough eight-speed gearbox packaging the engine into the different body has taken a toll. The need for a different manifold and exhaust has stripped the GS460 of a degree of punch. Power is down 25kW while the torque has been trimmed by 33Nm over the 493Nm in the LS. The upshot is that despite less weight and a more aggressive nature, the GS is a touch less “sporty” than big brother in the Savile Row suit.While the GS can put the 0-100km/h sprint behind in a none-too-tardy 5.8 seconds, the LS can get to the same mark in 5.7s with even less fuss.Punch the GS along and the impression belies the raw figures. The car feels a little more lively, a touch more engaging than the LS.On its variable suspension the GS rides with either a comfortable firmness or a broken-surface absorbing plushness. The sportier ride actually suits the feel of the car better but neither is unpleasant.As with the LS the steering is light and less communicative than a true sports car, yet the car turns in nicely and the suspension does a grand job in controlling the considerable weight shifts at play during enthusiastic pedaling. A switchable stability control takes care of those moments when ambition overtakes ability but such is the giving nature of the system that there is little reason to turn it off outside a track environment.The classy sportsman theme continues inside the cabin, with an oddly pleasing mix of brushed aluminium and wood trim. A soft blue glow from the instrument panel is both easy on the eyes and easy to read. Lexus claims the system to be unique, relying on variable-transparency glass to minimise reflections from the gauge faces and help optimise visibility in all lighting conditions.The GS shares the wonderful Mark Levinson 14-speaker sound system from the LS along with a new arrangement of audio and telephone controls on the steering wheel.The GS460 also features 10 airbags, dual-zone climate control with pollen filter, heated and ventilated front seats with 10-way power adjustment, one-touch power windows, smart entry and start (keyless), Bluetooth mobile phone capability, rear-view camera with eight parking sensors, power moonroof, and active cruise control.The GS460 is an interesting exercise in maximising pioneering and expensive engineering. It takes much of what makes the LS an impressive unit and repackages it to embrace a small but well-heeled segment not ready to shake off the last vestiges of youth — yet not young and foolish enough to want to spend more time than necessary being uncomfortable. 

...preservative-free beer; roasted pork knuckles served with dumplings; the city of Berlin. Stuff like that.It's also home to the compact prestige sedan. In its ideal form, this is powered by a six-cylinder engine and driven via the rear wheels.Since 2005, the Japanese, with their genius for emulation and improvement upon the original design, have also produced a healthy example of the species in the form of the Lexus IS250.Unlike the Germans, whose six-pot models are prohibitively expensive, the V6-only Lexus is priced from just under $55,000 — the cost of a top-end Commodore.There's now an “X”-badged edition of the IS250, giving us the excuse to not only revisit a favourite car but see what its rivals bring to the table for a similar sum.Fans of the Deutsch diesels though we are, we're sticking to petrol choices out of fairness to the Lexus, whose oiler variant isn't available in Australia.  LEXUS IS250 X from $64,790Although this limited edition of 450 begins at $64K, the IS manual's action is awkward. Far better to go with the $67,390 six-speed sequential auto.A major attraction of the Lexus is its standard equipment list. Even the $54,390 Prestige model looks lavish next to the nearest-priced Mercedes or BMW.The limited-edition IS250 — distinguished by X badges in punkish cursive — cops sports suspension; a 14-speaker Mark Levinson stereo system; a sunroof; satnav; a rear-view camera with rear guide assist; a Bluetooth hands-free telephone system; sports pedals; metallic scuff plates;and unique five-spoke, 18-inch alloys.Nice colours, too.Pound for pound, the IS is the best current Lexus and easily the most enjoyable to drive.Its 153kW/252Nm V6, with direct injection and variable valve timing, isoften unfavourably compared to BMW's in-line mills.But, like so much about the IS, it suffices just fine in the real world, ticking over at 2000rpm at the 110km/h limit NSW motorists areprivileged to enjoy.Low-down response when the lever is left in drive isn't the most adroit — due partly to tall gearing and partly to a hefty 1600kg kerb weight — but can be enhanced by leaving the stick in sport and using the steering-wheel paddles.Mildly annoyingly, there's no temporary manual override.Sports-suspended and equipped with low-profile rubber, our test 250 rode tersely but with compliance bested only by the Mercedes.Its touch-screen multimedia set-up (with an excellent reversing camera) left the Bimmer's costly, optional-extra i-Drive for dead.PROS: Highly satisfying RWD dynamics; light but informative steering; four-year-warranty; striking looks; superb value.CONS: Poor rear three-quarter vision; space-saver spare; it'sstrictly a four-seater;foot-operated parking brake. MERCEDES-BENZ C200K AVANTGARDE from $62,820YOU still need $86,000 to buy a C-Class with six pots, but the C200K is no longer a try-hard's car. Using the E-Class's version of the supercharged, 1.8-litre, four-cylinder petrol engine, it achieves respectability if not rapidity.With 135kW and 250Nm (30 more units of each than previously) driven through a five-speed automatic, the C-Class gets to 100km/h from rest in a claimed 8.6 seconds. A similar time to the V6 Lexus, actually.The Merc's response, especially when set insport mode, is backed by dynamics and bodycontrol that are altogether sharper thanin days of yore.The C-Class isn't 3 Series-keen, due in part to its heavier 1490kg kerb weight, but the Mercedes rides our raddled roads with the aplomb of a native son. The BMW doesn't.PROS: That badge; the best ride; the best retained value; the best value C-Class ever.CONS: Options not cheap; tight in the back seats; engine note sounds crook (as opposed to sick).  BMW 323i from $65,000IF we seem to be Bimmer-bashing, we do so with a heavy heart, because the entry model of the Three Series sixes is the driver's choice of this trio. In certain circumstances ...Running a version of the 325i's 2.5-litre in-line six detuned to 140kW/230Nm, it remains a glorious thing — especially when mated to the crisp, six-speed manual. The benchmark ZF auto ($67,600) is still a good thing, though. Unlike the Lexus, the latter will not hold a gear at redline inmanual mode, but it's a good deal more adroit in drive. On smooth surfaces, the 323i has the edge on the others. Butthis is NSW, not Bavaria, and such stretches of bitumen areever more elusive. The run-flat tyres that afflict all but a few current BMWs are a deal-breaker. Do any real damage to your tyre any distance from the metropolis and, sorry, but you're stuck there until a new one can be delivered. That may not happen often, but the tramlining, skittering ride run-flats can provide is a constant. The stylised cabin, which may have seemed cool to the designers, looks austere to anyone shopping across the marques. Only three years after the E90 was released, it already looks dated. As for options, try $1600 for metallic paint.PROS: Inspiring engine, emotionally appealing and still thedriver's choice ...CONS: ... but only in ideal conditions; rotten ride, especially with M sports kit; run-flat tyres; spartan cabin; costly options.