Lexus IS 2013 Review

Lexus IS 250, IS 300h and IS 350

What we liked:
>> Efficiency of hybrid variant
>> Technology upgrades
>> Extra cabin space

OVERVIEW

Boasting more “resolute” styling, Lexus says its baby sedan now more closely resembles the CT, ES, GS and LS lines. The dramatic look, fronted by a spindle-styled grille, is complemented by a “clean, horizontal theme” inside, Lexus again referencing others in the portfolio.

The Australian-spec IS range arrives with a trio of engine options. These include the familiar 2.5 and 3.5-litre V6 petrol units from the outgoing model, as well as a range-first petrol-electric hybrid.

All are offered in conjunction with an automatic transmission (CVT in case of the hybrid), and all are rear-wheel drive. Lexus Australia will not offer the all-wheel drive variants of the IS available in Japan and the USA.

The new entry grade 'Luxury' variant (which replaces Prestige models) is available across IS 250, IS 300h and IS 350 variants.

It offers an extensive list of standard equipment including dual-zone climate control with electrostatic (touch sensitive) temperature control switches, a seven-inch colour touchscreen infotainment system with full iPod integration.

The Luxury rolls on 17-inch alloy wheels and features smart entry and start, bi-xenon HID headlamps, electrically adjustable heated and cooled front seats, leather upholstery, eight airbags and LED daytime running lamps.

Infotainment standards include sat nav, reversing camera, digital (DAB+) radio, Bluetooth telephony and audio streaming.

Stepping up to the F Sport model we find all three engine variants are available. The F Sport model adds more aggressive body treatment, model-specific 18-inch alloy wheels, LFA-inspired instrumentation and sport seats.

Inside a model-specific upholstery colour dubbed Dark Rose is offered. The Mark Levinson audio package detailed in the Sport Luxury model (below) is available optionally.

The F Sport rolls out Lexus’ Adaptive Variable Suspension which offers two damper settings. See also MECHANICAL for other F Sport tweaks.

Finally, at the top of the IS tree sits the Sports Luxury variant. It features an alternative 18-inch alloy design, a 15-speaker / 835-watt Mark Levinson premium surround sound system, Blind Spot Monitoring and Lane Departure Warning systems, rear side airbags (for a total of 10!) and a Pre-Collision Safety system incorporating Adaptive Cruise Control.

From late 2013, Lexus IS models will also be offered with an onboard application suite know as Enform. The system works in conjunction with smartphones to provide IS owners with on-road access to roadside assistance, navigation assistance, point-of-interest search functionality and weather services.

Full pricing on the 2013 Lexus IS range is detailed below.

IS 300h Luxury: $58,900
IS 300h F Sport: $67,900

IS 350 Luxury: $65,000
IS 350 F Sport: $73,000
IS 350 Sports Luxury: $84,000

*All pricing shown is exclusive of on-road costs.

MECHANICAL

All models require 95 RON (or higher) premium unleaded petrol.

Carried over from the current IS 250, the (4GR-FSE) DOHC 24-valve V6 displaces 2499cc. It develops 153kW at 6400rpm and 252Nm at 4800rpm.

Mated to a (A960) six-speed electronically-controlled automatic transmission (with sequential manual shift), the IS 250 accelerates to 100km/h in 8.1 seconds on its way to a top speed of 225km/h.

Dual variable valve timing to both intake and exhaust camshafts helps the direct-injected 2.5-litre engine achieve a combined cycle fuel economy figure of 9.2L/100km, with combined CO2 emissions of 213g/km.

Plum in the middle of the range sits the first IS model to feature Lexus Hybrid Drive, the IS 300h. Lexus says the model has achieved “significant reductions in fuel consumption and CO2, NOx and particulate emissions with no loss of performance”.

Fuel consumption and CO2 emission figures are listed at 4.9L/100km and 113g/km respectively.

The deceptively named IS 300h gains propulsion from an Atkinson cycle (2AR-FSE) 2.5-litre in-line four-cylinder petrol engine developing 133kW/221Nm. It is assisted by a synchronous electric motor which contributes an additional 105kW/300Nm. Electrical power comes from a Ni-MH battery located in the boot.

Lexus rates total system power at 164kW (no torque figure provided) which the car-maker says is enough to whisk the IS 300h to 100km/h in 8.5 seconds. Maximum speed is 200km/h.

The IS 300h features Lexus’ (L210) E-CVT (Electronic Continuously Variable Transmission) which is programmed to shift in six ‘steps’ via steering wheel mounted paddles. Lexus tells us the Sequential Shiftmatic System is tuned to “more closely match engine speed increases in line with acceleration”, which should offer drivers a “more engaging experience”.

To further bolster this ‘engaging’ experience, Lexus has taken to adding an Active Sound Control system to the IS 300h. The new technology works by complimenting the engine sound with audio sound via a dedicated speaker under acceleration, deceleration, and even when the car is cruising solely on electric power.

Finally, the horsepower hero of the range is the IS 350. Powered by a (2GR-FSE) 3.5-litre V6, again carried over from its predecessor, the IS 350 offers 233kW at 6400rpm and 378Nm at 4800rpm.

The IS 350 inherits the (AA81E) eight-speed automatic transmission offered in the previous generation IS F, which is backed by a ‘G-force Artificial Intelligence’ or G-AI system. Lexus says this system “automatically selects the optimum gear and downshift pattern in response to G force”.

Nought to 100km/h is dispensed with in 5.9 seconds and the top speed is rated at 225km/h. The IS 350 consumes 9.7L/100km on the combined cycle and emits 225g/km of CO2.

The body of the new IS range is stiffened by 10 per cent via a new laser-screw welding technique, new adhesive body-bonding methods and additional spot welding. An all-new multi-link rear suspension arrangement and a revised double-wishbone front arrangement, adapted from the new GS, are also said to improve body control.

All models are now fitted as standard with Lexus’ Drive Mode Select transmission control system. Depending on variant, the system offers a range of modes to suit your driving style and on IS 350 Luxury models includes NORMAL, SPORT, and M mode -- the latter offering full torque converter lock-up from second to eighth gears enabling ‘clutchless’ manual shifting.

Adaptive Variable Suspension (AVS) is offered on F Sport and Sports Luxury variants. It offers adaptive damping settings through NORMAL, SPORT S or SPORT S+ modes -- Lexus says the sportier settings optimise “body control and agility”.

All models feature four-wheel disc brakes, though these vary in size depending on variant. IS 250 and IS 300h models receive 296x28mm front discs and 290x10mm rear discs, while the IS 350 gains 334x30mm stoppers at the front and 310x18mm rotors up back.

All models feature road-speed sensitive electrically-assisted rack and pinion steering which is uprated to a variable ratio rack on F Sport and Sports Luxury models. Lexus says the IS range offers a turning circle of 10.4 meters.

Luxury grades ride on 17x7.5-inch alloy wheels wearing 225/45-series Bridgestone rubber. This is upped to 18x8.5-inch alloys on both F Sport and Sports Luxury variants which as shod with 255/35-series Bridgestones.

PACKAGING

Gains in interior space have also been made up front. The seats’ hip point has been lowered 20mm to increase headroom, On the F Sport the smaller diameter LFA-inspired steering wheel allows easier entry and egress.

In all models the angle of the steering wheel has been lowered three degrees, while an additional 23mm of reach has been added to the column.

Lexus says that a thinner front seat design generates an 85mm increase in knee room and has further improved rear seat accessibility.

Lexus has also moved to improve passenger comfort levels in the IS with soft-touch finishes throughout, including padded knee pads on either side of the centre console.

On a final note, the rear seat now (finally) adds 60:40 split-fold functionality. Luggage capacity is listed at 480 litres. This is reduced (-30 litres) in hybrid models thanks to the positioning of the battery beneath the luggage deck board. For packaging reasons, hybrid models also omit a spare wheel. Instead being fitted with an inflator kit and can of goo.

SAFETY

The usual array of electronic driver aids are included, as is eight airbags (10 airbags on Sports Luxury variants), a reversing camera and tyre pressure monitoring.

Lexus has also optioned Automatic High Beam (AHB), Lane Departure Alert (LDA), Blind Spot Monitor (BSM) and a Rear Cross Traffic Alert (RCTA) system, just in case there weren’t enough acronyms already built in.

The new IS is also equipped with a sophisticated Pre-Crash System (PCS) which offers drivers collision avoidance assistance that is effective in helping mitigate even high-speed collisions.

Though the Lexus IS is yet to undergo ANCAP or EuroNCAP evaluation, Lexus Australia spokespeople told motoring.com.au they are “confident” the model will achieve top marks.

COMPETITORS

Of the three German players, the competition is close. Both Audi A4 (from $52,700 plus on-road costs) and BMW 3 Series (from $50,900 plus on-road costs) offer a competitive mix of petrol, diesel and hybrid models to tackle the IS head on -- even if their hybrid models aren’t yet what you’d call mainstream.

Mercedes-Benz C-Class (from $59,900 plus on-road costs) also offers a choice of petrol and diesel motive power, but is yet to offer a hybrid variant in this arena.

Infiniti does offer hybrid power, and diesel, and petrol. And although the M series is strictly speaking a competitor to the GS (and A6, 5 Series, E-Class), the price of the IS 350 could sway those hunting a little more amenity towards Lexus’ Japanese rival.

That sentiment also applies to the Jaguar XF. It’s bigger, but very reasonably priced. And though it doesn’t offer hybrid power, both petrol and diesel models are available from under $70,000 (before on-road costs). A shame the British offering still only offers a four-star Euro NCAP safety rating.

ON THE ROAD

Or perhaps it was to prove just how much extra room the cabin has.

Jumping into the previous generation IS 350 it was instantly evident that, with a helmet on, I wasn’t going to fit. My head was rubbing on the roof, and in the back seat, I had only 25mm between my knees and the back of the front seat (with a 180cm driver up front). A switch to the new model liberated another 35mm of headroom up front and around 80mm of kneeroom up back (with the same driver at the wheel).

More importantly, the changes Lexus said it has made to suspension and steering rung true when the two generations were driven back-to-back.

The Phillip Island Circuit was damp and it took little provocation to unsettle the rear of the older-gen IS 350 on corner exit. The previous six-speed automatic was also a little slower to respond, the brake feel not as strong and the steering less sharp when compared to the newcomer.

It’s impressive to discover just how much added adhesion Lexus has worked into the new IS. The rear end is more planted and the front offers more feedback -- letting you know exactly when traction is getting light. Ease off the throttle and the grip returns. It’s an exceptional level of balance for what’s essentially a road car with sport sedan pretentions.

The other upside to the IS 350 is its improved reaction to throttle input and the transmission calibration of the new eight-speed auto.

The various modes of Lexus’ Drive Mode Select do impact upon the driving experience, especially in the more dynamic Sport S and Sport S+. Here, in conjunction with firmer dampers and G-AI interface the IS 350 F Sport seems to know when to hold gears, and will hold whichever ratio you’re in when entering the corner until you’re clear of the apex and straightening up.

The transmission shifts quickly, too, and has charismatic ‘blips’ on downshift to aid in quicker cog swaps, with the added upside of bringing a grin to the face of the driver.

Equally charismatic in the aural department is the deeper, more forceful howl from the intake chamber under acceleration. The combination of this rich note and a smooth V6 add purpose to proceedings, again adding to that feel of “sportiness” Lexus had worked so hard to achieve.

Not wishing to detract too much from these achievements, it is worth noting that, with the exception of the IS 300h (hybrid) model, little else has changed with the normally aspirated (IS 250 and IS 350) variants. Fuel economy improvements are negligible, as are gains in straightline performance. This was especially evident when switching in to the IS 250 (F Sport) for our afternoon stint at the wheel. The model still lacks the get-up-and-go of its turbocharged German peers and has to be revved very hard to move with any real purpose.

The 250's six-speed automatic is smoother, and fractionally more responsive than was the case, however, it too pales against the eight-speed offering in the IS 350. The IS 250 is, however, incredibly smooth and very quiet when cruising. The F Sport cabin is cosseting in its feel and, ergonomically, its nothing short of brilliant -- at least from a driver's point of view.

Highway cruising and a half-hour of city driving saw the IS 250 return an average of 8.6L/100km, according to the trip computer.

motoring.com.au was not offered the chance to sample the IS 300h at the local launch. However, we will have a complete seven-day test of the model on these pages soon.

The sum of the new IS’s many parts have worked to improve its fortunes. Though we can’t help but think Lexus would do well to elicit the economy gains to be had from a turbocharged four-cylinder, or at least incorporate some of fuel-saving technologies (like idle stop-start) that its peers are now offering across the board.

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