2008 Lexus IS250 Reviews

Later, the Mercedes C-Class was also in Lexus’s sights as Mercedes quietly moved it from the boring sedan into the sporty sedan segment.All Lexus are immaculately finished inside and out in a tradition that has been with the marque since day one in 1989.The quality of materials and workmanship not only makes the car a delight to look at and sit in, but also makes for high level reliability.Interior space is good for a rear-drive car, but the little Lexus has less room than a front-wheel-drive of this size would have.Try the back seat for size if adults will be frequently using it.The quality of materials and workmanship makes the car a delight to look at with high level reliability.In its earlier iterations, it’s possibly best to regard it as being a two-plus-two rather than a four-seater for adults.Later models are better but still nothing special.That’s for the sedans, the IS hardtop convertibles, launched in July 2009, are very tight in the back seat, as is generally the way in this class.The first Lexus IS generation used straight-six engines, for smoothness; and rear-wheel drive for precise handling balance.Later it changed to V6 powerplants to free up space at the front.Power for the IS200 originally came from an engine with a capacity of just 2.0 litres, hence the ‘200’.While many praised the car others said it didn’t have enough grunt to match the chassis so a 3.0-litre IS300 was introduced in 2001.Splitting the difference is the IS 250, (yes, 2.5 litres) which replaced both the 200 and 300 with the introduction of the second generation IS Series in 2005.The third generation Lexus IS retained the 2.5-litre V6 in uprated format and added a 3.5-litre V6, to the lineup.Lexus decided to tackle the German marque’s high-performance divisions with a hot model called Lexus F.Things became interesting in the powerplant field with the introduction of a hybrid powertrain, the Lexus IS300h, in the gen-three car in July 2013.This time around the engine is a four-cylinder petrol 2.5-litre assisted by an electric motor.The ‘300’ indicates the hybrid provides the sort of performance normally requiring a 3.0-litre unit.After years of competing only against the mainstream models of BMW and Merc, Lexus decided to tackle the German marque’s high-performance divisions with a hot model called Lexus F in October 2008.With a 5.0-litre V8 engine and semi-race suspension, steering, brakes and serious aerodynamic enhancements it’s something right out of the ordinary from a Lexus point of view; deliberately so, the Japanese marque really wants to make a statement.Note that the Lexus F shouldn't be confused with the Lexus F Sport, which is a far tamer model, sold from 2010, with the same engine output standard IS 250 or IS 350 on which it is based, but with uprated suspension, steering and brakes, as well as a sportier look in body details.Spare parts and servicing are reasonably priced for a car in this class.Lexus dealers are fairly limited in number, particularly in rural areas, though that situation has changed in recent years as major country cities are now being serviced.Some senior Toyota technicians are trained in most aspects of the car. Toyota is, of course, the parent company of Lexus.Insurance is generally moderate in price for a car in this price and social class and we haven't noticed any worthwhile variation between the major companies in normal premiums.Look for damage to the bodywork and the interior trim and remember the car should be close to immaculate in all areas.If not it may have been mistreated by an uncaring owner.During your test drive check for anything out of the ordinary in the way the car drives, sounds and feels.Look over the complete vehicle, preferably with the owner’s handbook in front of you, these are complex cars.At the very least, test each of the functions on the stereo, climate-control, windows and door locking.Make sure the engine starts virtually instantaneously, idles so smoothly that you can barely feel it and doesn't hesitate when accelerated.The automatic transmission should operate almost imperceptibly and not hold onto any gears unnecessarily.A manual gearbox should be smooth and light not baulk on any changes, no matter how fast you make them.Unless you’re very confident in your technical ability it’s silly not to call for a professional inspection.Don’t rush into specific details of a car when checking it out - rather do an overall walk around to get a big-picture of its condition.

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.

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. 

...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.