2015 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.

Lexus has launched the third generation of its IS sedan range and has gone way out in styling.

Lexus is no longer the geeky new kid in the fiercely fought sub-luxury car fight.

The premium offshoot of Toyota is now well established in this country and this third generation IS range has plenty of appeal enough for its European rivals to be worried.

It's been the best looking Lexus for a long time and the new model IS continues that trend with its sporty, sexy lines and striking front and rear styling.

Choosing the right car can open the door to the executive floor, or confirm your corner office and that overdue promotion to the big league. Just as the right suit, tie, shoes or watch send a message to management, so does the right car.Working on the basis that you should always dress for the job you want, not the one you have, there are some impressive buys around in the prestige class. And, better than anything, a smart second-hand purchase is a great way to reward yourself.You still need to think about the obvious stuff -- maintenance and repair costs, insurance, fuel economy and resale value -- but driving a tasty import doesn't have to mean a second mortgage. Buying near-new, with just a couple of years on the clock, can open the doors to some impressive cars.Here are three that tick the boxes for the Carsguide undercover crew:(Search for hundreds more choices)HOT TIPSIf out of warranty use a brand specialist mechanic. If you can find a manual you're sure to save even more. Prestige cars cost to maintain so budget for this.2009 BMW 323iEngine: 2.5-litre 6-cyl petrolTransmission: 6-speed autoThirst: 8.8L/100CARSGUIDE SAYSA BMW badge is enough for many people and it needn't break the bank. The upmarket E90-model 3 Series sedan has balanced and subtly arresting style. The 323i (or the E92 325i if you spend $50K) gets a six-cylinder engine and earns more street cred than the four-cylinder 318i and 320i. It's not cheap to own or run, but the 323i still has lots going for it. It has room for four adults, is an exhilarating drive with solid handling, and even the fuel use isn't too bad. A thorough service history is mandatory and new owners are expected to continue this trend.2009 Lexus IS250 PrestigeEngine: 2.5-litre 6-cyl petrolTransmission: 6-speed automaticThirst: 9.7L/100CARSGUIDE SAYSAn underestimated car that's perfect for first-time executive buyers. This particular example is the desirable 2009 upgrade model and gets extra kit such as the heated and cooled front seats and satnav. The IS is similar in size to a 3 Series but more focused on comfort and equipment than performance or rip-roaring cornering. Lexus builds beautiful cars and owners report very good customer service.2009 Mercedes-Benz C280 AvantgardeEngine: 3.0-litre 6-cyl petrolTransmission: 7-speed automaticThirst: 9.4L/100CARSGUIDE SAYSThis C-Class variant is a cut above the 1.8-litre petrol and 2.1-litre diesel models that sold best in 2008-10. Its 3.0 V6 gives punchy performance, at the cost of a greater thirst, as well as a distinctive exhaust note. There is commendable safety and reasonable equipment, although it's not a match for the Lexus.

John Travolta and Nicholas Cage turned things upside down in the action blockbuster "Face Off". Now they could easily star in an automotive re-make of the movie, if Lexus and BMW hadn't already filled their starring roles.Just as Travolta went from nasty to nice and Cage went cop to crook in Face Off, Lexus and BMW have traded places in 2012. The Germans have gone soft and cushy with the latest 3 Series and, after driving a lineup of disguised Lexus prototypes this week in the USA, I feel that the new IS is probably now the ultimate driving machine.This is my second deep dive with Lexus - after a preview drive of the GS last year - but landing in Los Angeles I'm aware that the new IS is the most important car in the history of Lexus.The original LS400 was a bigger gamble, but this is the car that must bring younger buyers to the brand and finally give Lexus a prestige starter car that's more than just nice, but... Lexus knows it too, which is why chief engineer Junichi Furuyama has only brought F Sport versions of his IS to LA and only seems interested in the way the car drives.There is nothing about comfort or quietness in his short, sharp, presentation and he only talks about the back-seat space when I raise the obvious question. "When developing the new IS, we set ourselves the target to be the best fun-to-drive car," Furuyama says. "We believe we were able to achieve that." He talks about driving harmony and fun, as well as the car's "flavour", before a brief technical rundown.The IS lineup is basically unchanged, although there is now a hybrid model - still to be confirmed for Australia - and the IS-F could change into an upcoming IS coupe. There is nothing to report on prices because the car will not be stripped of its camouflage until the Detroit motor show in January and Australian deliveries do not begin until the second half of next year.Still, based on Toyota's red-pen work this year on the showroom stickers of the all-new 86 and Corolla, it would be no surprise to see a slight drop from the current base prices of $55,800 for the IS250 and $64,300 for the IS350.Also, I cannot comment on the final finishing, or the equipment, because the various prototypes were still some way from showroom standard and almost everything in the cabins was covered with metres of black tape.A similar IS was well beaten by the Benz C and BMW 3 in my prestige comparison earlier this year and I'm reminded of the outdated cabin, cramped back seat and suspension that makes the car feel a bit skittish.But the new IS is improved in many, many areas, finally getting a useable back seat and a much bigger boot. It's two ticks there.The cabin space is a huge improvement with better-shaped front seats. The wheelbase is out by 75 millimetres but there is 90 more in the back-seat space, and even the door opening has been enlarged for easier access. The view from the back bench is also helped by front seats that are set 20 millimetres lower, although that was done to improve comfort in the front. Oh, and the boot is about 20 per cent larger.The hole in the dashboard points to a 20-centimetre display screen, the new switches and stalks feel more substantial, and Lexus promises a review-camera across the local lineup.It gets 10 airbags and a standard reversing camera with parking radar.The IS is basically new - "about 80 per cent of the parts" - but shares its mechanical package and suspension layout with the bigger GS. That means rear-wheel drive with more travel and control, but the basic body is much more rigid.It has a system that plumbs engine intake noise into the cabin during enthusiastic driving. Among the claimed improvements for driving enjoyment are lighter steering, better Bridgestone tyres, softer springs and rear suspension that separates the springs from the dampers.There is now an eight-speed automatic gearbox with various driving modes, and the gauges are a new take on the impressive TFT layout in the Lexus LF-A super car.The cars are waiting and the first job is a couple of track laps in the superseded IS, just to set the ground rules. Onto the track and the new transmission is more aggressive in its response, the front end grips better and the car sits a little flatter through the curves.So I step up to the camo 350 and find more of the same, with extra urge of course, and a bit more compliance in the rear suspension. But it's the road drive that will provide the real answers, so we hit the freeway and head for the hills. Literally.The IS250 is immediately quieter than I remember - Furuyama confirms big cuts to wind and road noise - and the eight-speed auto is great. As the road turns twisty the IS responds in the way I used to expect from a BMW. It responds eagerly to the wheel and drives confidently through turns.The IS350 is not as precise - with an extra 30 kilograms in the nose - but the extra punch makes any short straight a fun run. I also enjoy the LF-A-style instruments and the multi-mode automatic, which responds almost like a manual in the sportiest setting.So I'm convinced. These are real driving cars for people who take their motoring seriously, but they also have the sort of practical improvements that are essential for the long-flawed IS. Yes, the IS could do with more punch as both a 250 and a 350, I'm not a fan of plumbing engine noise into the cabin, and one of the suspension set-ups is significantly better for grip and comfort.But those are relatively small things. Overall it's a great drive. There was a time when the IS was really just a tweaked Toyota, but the new cars have grown up and improved in so many ways. Now I'm waiting to get the 'real' car out from under the camo and onto some home roads to ensure I have the story right. But, right now, it looks to me as if the BMW benchmark batton has been snitched by the IS.A one-day run is not enough for a final verdict, but I have rarely pushed a car as hard as I did in the California canyons - or hustled as enthusiastically as I did on a closed course at the Santa Anita raceway - without finding something big to complain about.

And Toyota’s luxury brand would like to see that keep happening in its bid to position the badge more firmly in the premium traffic. But it has struggled against the perception that the European marques are the ones to aspire to in the higher price ranges.DrivetrainThe IS 250 is powered by a 2.5 litre DOHC V6 petrol engine that puts out 153kW at 6400rpm and 252Nm at 4800rpm. A six speed automatic sequential shift transmission with lock-up torque converter gets power to the wheels.Economically, the IS 250 burns a little less fuel than the average for its size at 9.1 litres/100km.ExteriorStarting with the newly styled front bumper and grill arrangement, it’s clear Lexus have made more than a token effort to improve the IS 250 aesthetically.Long flowing lines from front to back and short front and rear overhangs show that when designing the new 250, Toyotas luxury cousin has aerodynamics and sport in mind.Sixteen inch alloys, plus twin exhausts, high intensity Discharge headlamps and optional rain sensing wipers and parking sensors, ensures the car is given every chance at competing with others in its class.InteriorInside, the IS 250 matches its exterior for design quality.Leather bucket seats, a sports steering wheel, pushbutton start and an elegant instrument cluster, compliment the sleek, tactile dash and intuitive, centred control panel.As expected for a car in this category, you also get a trip computer, power windows and mirrors, cruise control and the option to include a reversing monitor camera.There are plenty of storage areas with map holders, cup holders and a large centre console bin, throughout the cabin.SafetyA five star ANCAP crashworthiness rating heads up an impressive safety list for the IS 250, including a substantial airbag package, ABS, EBD, brake assist, vehicle stability control and traction control.PricingThe Lexus IS 250 starts at $54,490 for the Prestige manual, up to $79,500 for the Sports Luxury automatic.DrivingGenerally we feel that Toyota’s luxury brand falls short when compared to its competitors in terms of build quality and performance. This is still the case with the IS250 but to a lesser extent. It’s the best looking car Lexus makes and has been for years. This latest edition is an agreeable combination of sport and prestige with its aerodynamic lines, short overhangs and spoked alloys.The interior is refreshingly simple too with the multi-function steering wheel taking care of unnecessary clutter on the dash, making room for a good sat nav and a great MP3/WMA compatible stereo system.The supple pale leather seats – climate controlled - felt a little flat and could have been a little more supportive but they were still very comfortable.We made good use of the reversing camera, inching our way out of the frustratingly tight car park at work, and onto the open road.The IS250 was an easy drive around the city. The quad cam V6 engine delivered immediate and jerk-free throttle which came in handy merging in peak hour.On stretches of freeway the engine performed well but we did find there wind noise off the side mirrors, and the tyres tended to follow long gouges and ruts which was a little unsettling at high speed. Conversely the multi-link rear suspension ate up bumps and potholes.The driving position was the best we’ve had and the light steering and fuel economy – true to what the spec sheet reads – had us fairly close to climbing out of the car to make sure the badge actually did say ‘Lexus’.This iteration of the IS250 is a great example of what Lexus can do if they don’t try too hard and may give Mercedes, BMW and Audi a little nudge, but its still a way off from making them nervous.

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.