Lexus IS F 2008 Review

The one-liner is the prestige brand's local marketing slogan for the new V8 midsize performance saloon. It's been variously labelled as an M3 beater or as a tilt at Benz's AMG cars. Neither is correct. Indeed, let's get it straight from the start, the IS F is not the scalpel-sharp tool required to better BMW's supersport 3 Series; nor does it have the sheer grunt to out-muscle the C63. What it achieves, however, is to change the way we look at Lexus and demonstrate the company is confident enough to go out on a limb and show some emotion.

It's little surprise then that when we met him at the IS F's home track, Fuji Speedway, a few months ago, IS F creator and Chief Engineer, Yukihiko Yaguchi, was a man with the weight of the world on his shoulders. The limb the IS F was out on was all Yaguchi's own work, and the veteran of the LS and other key Lexus and Toyota programs was right out there with his new car.

In a world where new models are researched and focus-grouped almost to oblivion, Yaguchi created the IS F as a 'black' program, bypassing most all of Lexus' usual product approval steps. Once the carmaker approved the project (after a series of wild working prototypes), a core group of just 300 worked on the car -- one fifth the normal number on a 'mainstream' Lexus. IS F may have had board approval but it was Yaguchi's cojones on the line.

Now with around 7000 IS Fs already with new owners around the world and demand outstripping supply, it was a noticeably more relaxed Yaguchi that chaperoned the car at its Australian launch a week or so ago.

And with competitive local pricing confirmed for the car, the chief engineer's upbeat mood was matched by the local Lexus team. As much as the brand has founded its reputation on solid engineering and faultless customer service, it's very hard not to get the impression that the IS F is the car the local operation has wanted to build and sell for so long...
 

It arrives Down Under at $129,000 -- undercutting its most obvious competitors (see more below). Given that initial indications had the IS F priced closer to $150K, it's clear there's been plenty of turkey talking twixt Lexus Australia and head office. That said, nothing's been trimmed for the spec sheet, however -- Lexus lists just one option, and it's a delete option at that. If you choose to pass on the standard glass sunroof, you can save $2500.

In terms of entertainment, convenience and driver aiding goodies, the IS F wants for little. The standard fit includes leather, park distance control with rear view camera, dual zone climate-control air, keyless entry and start (including alarm), high-end Mark Levinson stereo with 14 speakers and room for six discs, plus a fully integrated satnav. All are controlled from Lexus' conventional centre console mounted touch screen -- to date the Japanese marque has eschewed the likes of iDrive.

A switchable traction/stability control system is a Lexus first and the car also gets millimetre-wave radar Active Cruise Control as standard. The front seats are heated but unlike BMW, Benz and Co, goodies such as seat ventilation and a television tuner are not available.

What you also don't get on the IS F that at least one of its opposition offers is adjustable suspension. Though we're fans of the car's underpinnings on the track (see more in ON THE ROAD), the base suspension settings are particularly sharp on the road. The ability to dial back the damping levels would do nothing to erode this car's performance on the track, but could work wonders on its on-road ride. Hopefully this is something Lexus will address at the IS F's inevitable update.
 

Under the bonnet is a modified version of the 5.0-litre petrol V8 that powers Lexus' LS600hL flagship (itself a modified version of the LS460's engine). In its evolution to power the IS-F, the 2UR-GSE V8 has been fettled by Yamaha. Indeed, the motorcycle giant has a long history of working with Toyota and its affiliates. For the IS F, the company developed wide-included-valve-angle cylinder-heads and an all-new valvetrain that features larger but 40 per cent lighter titanium valves.

Coupled with unique fabricated stainless steel exhaust and variable length intake systems, the engine pumps out a claimed 311kW at 6600pm and 505Nm at 5200. The redline is 6800rpm.

Lexus D4-S fuel-injection system is featured and combines both normal port and direct in-cylinder fuel-injection. It also uses dual intelligent variable valve timing (VVT-i) with electric timing actuation on the inlet camshafts (VVT-iE). The exhaust cam's timing adjustment is hydraulic.

While closely related to the existing Lexus V8s (though the cylinder-head design is closer to the inline six that powered the original GS300) the engine also gets unique cylinder block, lubrication system, crankshaft, pistons and connecting rods, electronic throttle body and camshaft profiles. Lexus says attention to detail on this engine is outstanding -- it says its engine designers even specified the machining down of the throttle butterfly shafts from 10 to 7mm to maximise intake efficiency.

The fastest roadgoing Lexus yet, the company claims the IS F can sprint from 0-100km/h in less than five seconds. Top speed is electronically limited to 270km/h. Claimed fuel consumption is 11.4L/100km.

Matched to the IS F's V8 is a development of the eight-speed auto used in the LS models. Dubbed Sports Direct Shift (SPDS) in its IS F guise, the gearbox carries over the mechanicals and ratios from the donor models but has been reprogrammed and upgraded. It features 100 per cent torque converter lock-up on all gears except first when used in manual mode (the converter locks up in the top four gears in D mode).

Manual shifts can be made using the console mounted shifter or paddles adjacent the steering wheel. Manual mode delivers 0.1sec upshifts and 0.3sec down changes, complete with throttle blip.

The IS F's AA80E transmission offers Sport, Normal and Snow modes. The Sport mode integrates the engine, transmission, electric power steering and Vehicle Dynamic Integrated Management (VDiM) control when used in manual mode. In D it approximates the 'Power' setting in conventional autos.

The IS F's paddle shifters can also be used in D mode -- a Lexus first. In such a case, the transmission will revert to normal auto operation if the driver holds the upshift paddle for a period of time (1sec), the vehicle stops or if the transmission senses the car has travelled at a set speed for a period.

Boasting the most serious chassis package to grace a Lexus production car yet, the IS rides on asymmetric 19-inch rims and low-profile Bridgestone Potenza RE050A rubber (225/40R19 fr, 255/35R19 rr). The rims are forged rather than cast and save almost 5kg per corner compared to the same sized wheels fitted to the LS600hL, says the carmaker.

A space-saver spare is fitted.

The chassis makeover sees the general double-wishbone/IRS arrangement of the IS carried over, though with most components upgraded. Consider the differential for example -- it features a strengthened casing, uprated cooling and an electronic brake traction control/limited slip function. The final drive ratio is unchanged, however, at 2.93:1.

Steering is electric assisted -- a fast rack of 2.9 turns is fitted. Lexus has rerated springs and fits monotube dampers all round. The IS F's antiroll bars are also beefier.

Up front there are six-piston Brembo M6.30/34/38 aluminium monobloc calipers squeezing 360mm x 30mm ventilated and cross-drilled rotors. The calipers feature different-sized pistons for more consistent pad to disc clamping pressures.

The front pad area is increased 56 per cent over the six-cylinder model. The net result is a system that boasts three times the cooling area as an IS250's.

The rear brakes are Brembo too -- M36 aluminium two-piston calipers acting on 345 x 28mm ventilated rotors with 93 pillar-type fins.

In terms of attention to detail, even the fuel tank has been changed for the IS F. According to Lexus, a sub-tank is now fitted within the main tank to cope with the 1.0g-plus lateral forces the IS F can generate on the track.
 

IS F buyers get a choice of three interior colour schemes -- black, white and black, or black and terracotta -- matched to the six external paint colours. Again, it's in instances like this that the Euros offer more choice.

The well-shaped sports-profiled front seats have eight-way electric adjustment (with power lumbar), memory settings and heating -- and look classy with perforated leather facings. Lexus' new F logos are many but mercifully understated.

Unlike both the M3 sedan and C63, the IS F has seating for four only. The rear seat is trimmed and bolstered to match the front seats. Under the rear centre armrest is a storage tray, rather than a 'seat'. This is no real hardship, but could potentially cramp the style of some buyers who need the centre belt and seat for occasional passengers.

Signature performance items such as a thick-rimmed three-spoke steering wheel and alloy-faced pedals are standard.

And there's no mistaking the IS F's intentions from the outside either. The car's front-end has been toughened up with a bonnet that's all power bulge and more aggressive front valance complete with reprofiled cooling ducts. From side-on the functional front quarter vents give the car a more purposeful look. At the rear there's a small rear bootlid lip spoiler and a racecar-style under-bumper diffuser.

The underbody has come in for its share of attention too. Not only is the IS F's undertray uniquely designed to minimise lift and reduce drag, but it has been built tougher than the unit fitted to the IS250 to work efficiently at higher speeds.

A feature of the IS F likely to become a trademark of Lexus F models is the stacked oval exhausts. Unlike the quad exhausts on the M3 and C63, these are largely for show -- the large diameter tailpipes of the 'functional' exhaust don't actually connect to the oval outlets.

On the active side of the equation, switchable VDIM offers a track-style sport setting that allows the driver some leeway to enjoy the car's dynamics without completely dismantling the safety net. For maximum track attack you can switch the system completely off -- another first for a Lexus.

The most powerful braking package yet fitted to a Lexus brings festivities to heel pretty quickly when required. Of course antilock brakes with all the normal smart functions (brake assist, etc) are also standard.

The car also features auto wipers and Intelligent Adaptive Front Lighting System (IAFS).

The IS F gets eight airbags, including side curtains and dual front knee bags. The car's structure delivers all the protective construction systems you'd expect at this level of (prestige) vehicle.

In addition to 'powering' the active cruise control, the car's millimetre-wave radar also facilitates Lexus' Pre-Collision System (PCS) which prepares the car's seatbelt and Brake Assist systems when it 'senses' an impact is unavoidable.
 

For the record, the BMW M3's four-litre V8 produces 309kW/400Nm and the Benz C63's 6.2-litre V8 makes 336kW/600Nm. The BMW offers both manual and M-DCT dual clutch transmissions (the latter at a significant extra cost) while the Benz is, like the IS F, auto only.

The other German, Audi RS4's 4.2-litre V8 delivered 309kW/430Nm with a price in the mid $160s but that is essentially off the market -- replaced by the $270K RS6. The new Audi S4 with its supercharged V6 could be a much closer match to the Lexus though price and specification are still to be finalised.

Though performance car buyers inevitably compare facts and figures, Lexus will be hoping its reputation for outstanding aftersales service will also count for much. The brand has promised IS F specific service staff and facilities to help sweeten the deal.
 

On the long sweepers of the Phillip Island Grand Prix Circuit track, the car was better than we remembered at Fuji. Whether the local crew had prepared the cars more adroitly or the latest Bridgestone rubber coped better, the car felt more 'planted' during our laps. There was significantly better lateral grip and the car was more stable under brakes.

Though the IS F lacks the razor sharp turn of the M3, it's none too shabby at the Island and can be punted at an enjoyable and reasonably rapid pace out of the box. There's a slight mismatch between the suspension front and rear (the front feels too soft on the track), but you have to be pushing reasonably hard to distress the chassis.

On the Sport setting the VDIM provides enough latitude to entertain, but the car is at its best with everything turned off. Though you need to be careful not to stretch the friendship too far, in full-welly mode the IS F can be steered with the throttle with the best of them.

And even a full day of racetrack punishment does little to faze the brakes. Along with the wonderfully sonorous induction roar above 4000rpm, the Brembos proved to be the most impressive aspect of the car.

Though the brakes are great on the street too, alas with no adjustability on the suspension, you pay for some of this track-readiness every time you drive on the road. Simply for many buyers, the IS F's ride will be too hard to live with day-to-day.

What's there is well calibrated and we did not experience any bottoming out or crash through, but the ride over big bumps and smaller irregularities alike is just too sharp. In comparison to, say, Audi's Magnetic Ride system (which offers Comfort and Sport settings via varying damping forces), the IS F's set up is too performance focussed for most.

The linear power delivery of the IS F is a bonus when cutting hot laps, but makes the car feel slower than it really is on the road. (The opposite of what we predicted after driving the car at Fuji). As we noted in our international launch news, the IS F's engine is actually in a lower state of tune than the engine in the LS460 limo. Given the performance potential of the powerplant, a touch more fire and brimstone would be nice.

Flying in the face of the above, outright pace is deceptive, however -- one of the media groups present on the launch drive used its V-Box to measure 0-100km/h times and registered a 5.0sec increment without time to perfect a launch technique. That augurs well for 'proper' times to match the car's 4.8sec claim.

Lexus Australia has been careful not to pitch the IS F directly at the M3 and C63 -- and that's smart. By our reckoning it's going to attract a different group of customers.

Some are likely to already have a Lexus in the garage -- perhaps an RX350 or IS250 as a second car. Others will come from Lexus' latest target group -- drivers of cars at the top-end of the ranges of marques like Subaru, Honda, VW and even the local brands and their performance arms. Wherever they come from, ride aside, they are unlikely to be disappointed.

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