2019 Lexus IS350 Reviews

A hybrid, running on electric power, with a throaty V8 growl? It’s one of a bagful of features in the Lexus IS 300h, the luxury brand’s first hybrid in its sports IS range, newly uprated to give its trio of Teutonic rivals some real trouble.The car is an attention-grabber with a bigger, three-dimensional spindle grille, wider stance and dramatically swoopy rear end styling. A 70mm longer wheelbase has given it greater interior space, the seating is lower and sportier and the driver-oriented cockpit is derived from the Lexus LFA supercar.The hybrid has 60/40 split-fold rear seats and its battery pack is mounted low, under the boot floor, so there’s 450litres of cargo space, just 30litres less than the petrol-powered models.The IS 300h joins the IS 250 and IS 350 models in the model’s just-launched third generation, with prices starting from $55,900. The 300h is quite a performer, with a combined output of 164kW from its 2.5litre four-cylinder petrol engine and electric motor. It runs just as well as the 153/252Nm V6 IS 250, and uses only about half the fuel.IS 250 Luxury is $55,900, the F Sport from $64,900 and Sports Luxury from $77,900. The IS 300 hybrid starts from $58,900 and the F Sport is from $67,900. IS 350 Luxury is $65,000, with the F Sport from $73,000 and Sports Luxury from $84,000.Despite being dubbed ‘all new’ the 250 and 350 have not altered their existing V6 motors. However, transmissions have changed in that the 233kW/378Nm 3.5litre V6 now has an eight-speed auto. The 250 retains its six-speed auto and the 300h gets a six-stepped CVT.The 300h is the first Lexus to use a Atkinson Cycle 2.5litre petrol electric/hybrid powertrain, which apart from lots of pep, makes it a sensation in the economy and clean air section, consuming and average 4.9litres/100km and emitting 113g of CO2/km. By comparison, the IS 250 data is 9.2litres/100km and 213g/km and the 350 uses 9.7litres and emits 225g/km.Lexus says the hybrid’s figures are unmatched by any rival petrol, diesel or hybrid vehicles in the segment, and expects growing awareness of fuel prices and exhaust emissions to lift its hybrid sales  from their present 18per cent to close on 50 per cent.There’s the expected suite of electronic driver aids, plus eight airbags (10 of them in Sports Luxury models), a reversing camera and tyre pressure monitoring. Option packs add Automatic High Beam, Lane Departure Alert, Blind Spot Monitor and a Pre-Collision system. The cars also have a bonnet that pops up to minimise pedestrian injury. Lexus says it’s confident of a five-star safety rating.The standard Luxury models all have powered, ventilated front seats, keyless entry, satnav, dual-zone climate control, digital radio, Bluetooth with audio streaming, bi-xenon headlights with daytime running lights, reverse-view camera, 7-inch colour media display, and Drive Mode select.A telematics system called Enform, will be available late this year, offering a vast range of data, including customer care, internet search, fuel station finder with fuel prices, weather, plus downloadable destination guides.We were able to compare an existing IS 350 with the latest one on the famed Phillip Island racing circuit, and the improvement, especially in grip, was immediately evident.Smoother lines and a stiffer body gave the newie better balance and its fast-shifting gearbox, complete with auto-blipping, was a delight. The rear-wheel drive IS has super balance – close to 50:50 front to rear – and that translates to very sporty road manners.However there’s no masking the considerable weight of the vehicle, and that undermines both off-the-line acceleration and cornering. Doesn’t destroy it completely, but leaves you with the wish that it could just make that extra leap to true performance characteristics.But it’s not performance most Lexus IS buyers will be looking for – it’s luxury and refinement. They won’t be disappointed. Cruising on public roads in various models, every kilometre was a pleasure. As for the burbling engine sound from the hybrid, it’s from something called Active Sound Control, presumably to counter the comparative silence of hybrid power. It can be customised or switched off, but we thought it hilarious.Passengers would never know the snarl came from under the dash, and if they didn’t see the ‘h’ badge on the tail, they’d never know the car was a hybrid.Given that few Lexus owners will venture onto the race circuit, we’d make the 300h our pick. It has all the prestige and luxury of the others, with phenomenal savings in running costs. And switchable joy sound.

I believe this is the Japanese marque's best-kept secret, a delight to drive, both hard and easy, to own and to keep. Alas, I had to return the test car, but the 350 proved to me how enticing and liveable the mid-range IS model is.It certainly is a step above the base 250 version and provides more than adequate performance without a costly move further up the ladder to the wild V8-powered IS-F. It's a convincing luxury model that is not only fast and fun on twisty roads but sharply priced too.The 350 is well worth the jump of about $5000 for the Prestige and F Sport and $8500 for the flagship Luxury Sports from the IS 250. The key is the brilliant 3.5-litre V6 engine, far stronger than the 2.5 and better suiting the car. I reckon the IS is the best looking of the Lexus range, with a very clean and sleek design.The Sports Luxury is $87,700 drive away and stacked with gear.Standard equipment on the Sports Luxury are satellite navigation, electronic stability control, eight airbags, HID head lamps with cleaners, LED daytime running lamps (DRL), multi-spoke 18-inch alloy wheels, reversing camera with sensors, Bluetooth, multi-information display, leather trim and ventilated and heated front seats. Also standard are body kit, power-adjustable IS F-style sport seats with drivers' memory function, power tilt and telescopic steering column adjustment, auto-retract and self-dimming exterior mirrors, rain-sensing windscreen wipers, Mark Levinson 14-speaker premium audio system, active cruise control, Lexus pre-collision safety system (PCS), smart start-stop and woodgrain-look trim.Many of these standard items are costly optional extras in rivals from Audi, BMW and Mercedes-Benz.The $5000 or $8500 extra (depending on the model) for the bigger engine is well worth the extra dosh. It's a superb powerplant with 233kW of power and 378Nm of toque. It zips to 100km/h in just 5.6 seconds.It is remarkably fast and smooth. The engine note has a quiet growl that grows on you and adds to the refinement. Indeed, on smooth roads there is virtually no noise at all from the road, the engine or the wind, although coarse bitumen does transmit into the cabin.The linear power delivery helps hide the car's speed and a close eye needs to be kept on the speedo. This lovely powerplant spins smoothly all the way through to 6600rpm. There is no low-down surge of a forced induction engine and no kick at the top end of other naturally aspirated engines.This will be a big plus for some drivers who enjoy winding the engine out. The six-speed automatic is not the world's fastest shifter, but it is more than adequate. Lexus has fitted the IS 350 with steering wheel-mounted paddles that are fun to play with.Even better, the transmission has been designed to not change up until you want it too, which is not the case with rivals. On tight, incredibly twisty sections, the IS revelled in the corners, but they also emphasised that the 350 rides over bumps pretty well. The suspension was firm and yet it was quite comfortable over lumpy bits.It allows for more body movement that you might expect from a dedicated sports model. It also means the IS350 leans a little more in turns. It doesn't wallow around, but doesn't sit as flat as a comparable German, although rides a lot better.The steering is not the sharpest in the class, but it is not too bad either. The interior is similar to the previous model and is probably just what you would expect from a car in this price range, although there is more standard gear in here than is offered by competitors.Delightful touches, such as the orange rings on the inside ring of speedo and tacho that glow when you go past a certain speed or rev point are pleasing to see. The seats are great and support the upper body well, but your bottom can start to slide off the flatter seat squab that has less pronounced bolsters.The steering wheel is sporty without being overly chunky with just the right number of buttons for functions such as the phone and stereo. The cruise control system is an additional lever below the indicator stalk - a bit old-fashioned these days.One glaring anomaly is the foot-operated parking brake. Definitely a no-no when others offer simple electronic push button systems. A large and centrally located standard satellite navigation is welcome as is the rich sound of the Mark Levinson sound system.The IS 350 is a five-seater with the two outer rear seats shaped to support those occupants. There is a reasonable amount of head and legroom in the back and the IS has quite a spacious boot.The IS 350 is the pick of the Lexus range and offers good value compared to newer rivals from BMW (3 Series), Audi (A4) and Mercedes-Benz (C-Class). It's now the oldest in the class, which shows in areas such as the foot-operated parking brake and the tighter rear seat room.But the styling hasn't aged and it's a commonsense car with a lot of good value when rivals cost more, particularly when you have to pay more for the extras that are standard in the Lexus. It looks nice as well as aggressive with the mild body kit, without getting too carried away. However, the LED daytime running lights look like an afterthought and don't flow with the design.The addition of the IS 350 adds some muscle to the IS range and provides the perfect model for customers who find the IS 250 a bit underdone but cannot stump up the considerable additional cash required for the V8 IS-F.It's fast but not so furious, is still fun on the twisty bits and is quite comfortable. Given the strength of the engine and the value of all the standard features, this is a convincing version of the IS. The more I drove it, the more I liked the IS 350. 

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.

Life gets a little nicer when you have a prestige car in the driveway. Some people just crave a prestige badge, but it's true that the better European brands deliver a better car.That means more comfort and quietness, more equipment, and - if you have the cash to splash, or a company that's paying the freight - genuine luxury in a mid-sized package.The obvious choices for prestige buyers are the three big-name brands: Audi, BMW and Mercedes-Benz. Lexus is also a contender, which is why it's included in this four-car shootout, but you can also find prestige strengths everywhere from the Citroen C5 to the Skoda Superb and even - at a pinch - something like the Volkswagen Golf.Even the better Japanese brands, Mazda and Subaru, have models that make a prestige pitch and Holden and Toyota want you to believe their Caprice and Aurion are also rivals for the German heavyweights.VALUEThe price of a German prestige car is like a length of string - it depends on what you want but, more importantly, how much you have to spend. There are a vast range of Audi A4, BMW 3 Series and Mercedes-Benz C-Class models in showrooms and an almost infinite choices of colours and optional equipment.BMW has the widest choice with 57 different 3 Series cars, 40 of them carrying a boot in the back end. Prices range from the 318d at $56,400 to more than $150,000 for an M3 hotrod. Mercedes has 28 different C-Class models, without thinking about the super-fast C63 AMG Black Series, with prices from $58,600 for the C200.Audi trails the other Germans with 'only' 14 versions of the A4, including nine sedans, and a starting price of $53,000 for the 2.0 TDI running to $95,300 for the 3.2 FSI quattro. There are seven Lexus IS sedans and three convertibles with prices ranging from $55,800 for the 250 Prestige up to $81,300 for the 350 Sports Luxury.Digging deeper, Lexus serves up the best standard package and even metallic paint which is $1270 in the A4, $1415 in the 3 Series and $1600 in the C-Class - is standard. It also has the longest warranty at four years including roadside assistance, but is limited to 100,000km while the others are unlimited.Mercedes has the longest service intervals of 25,000 kilometres, which counts with potential service costs. At the other end resale values are fairly similar. BMW is the leader, retaining 53 per cent of its value after three years according to Glass's Guide, followed by Benz and Lexus at 52 per cent and Audi at 50 per cent.TECHNOLOGYThe prestige smorgasbord continues on the mechanical front, with various petrol and diesel engine choices, apart from Lexus which is unleaded-only. Our test group includes three four-cylinder petrol turbos and the long Lexus six, which makes the best power and torque but trails on fuel economy at 9.4 litres/100km.The Audi A4 benefits from the newest engine, with 155 kiloWatts and a whopping 350 Newton-metres, while the Benz trails on paper but feels strong with solid torque. Germans cars have stop-start systems to boost economy - although it's only a realistic one per cent saving - to the eight-speed auto in the BMW helps it to diesel-like figure of 6L/100km. The Audi and Benz also come in under the 7L/100km fuel-efficient Luxury Car Tax threshold.There is technology everywhere, as the Germans have wheel-style controllers for their on-board computer, infotainment system and air-conditioning; all have Bluetooth, although the Lexus refuses audio streaming and the Benz has hiccups in playback; and Lexus has the brightest touch screen although the BMW has the best design and the biggest display.SAFETYFive-star safety is a given in the prestige class, but all four should have even quality when Australian New Car Assessment Program guidelines get tougher thanks to high-tech driving aids, although many are optional. Only the Lexus comes with a standard rear-view camera, and that's something you can now get in a humble Hyundai i30.DESIGNThe Lexus is the oldest design and it shows, especially against the good looking new 3 Series. Inside, the BMW is focussed more on the driver but the cockpit can feel a little snug, although not as bare as the overly-black Lexus.About a year ago, Mercedes gave its C-Class models a makeover inside and out. The exterior still looks a bit "grey cardigan" but the interior has more jewellery and a modern styling. Audi's interior design is standing the test of time but its exterior is a little boxy and boring. Infotainment controller is the best, the cabin finishes are great and the interior lighting is first-class.DRIVINGThe BMW should be an easy winner on the road, but it's not. The Lexus has a sportier feel, helped by the big six in the nose, and the Benz feels more solid and planted over bumps and other annoying acne. The BMW engine also lacks the shove of the Benz, although its transmission is silky smooth with a gear for everything, with the Audi also getting along nicely enough.For handling, the BMW is just ahead on a smooth surface but I'm shocked to feel steering kickback over slight corrugations, something that's usually associated with the front-drive Audi. The Benz feels rock-solid and balanced in all conditions, the Lexus is fun, and the Audi is better for cruising.During highway work, the A4 hits its sweet spot with a quiet and comfortable cabin that edges out the BMW - despite optional sports seats - and the Benz. The Lexus has way too much tyre roar. Assessing the cabins, BMW has done a great job in creating an Audi ambience with good design and classy materials.It's probably a tick ahead of the A4, with the Benz - despite a mid-life update last year and a larger display screen - still boring and the Lexus trailing with an outdated interior. It's hard to pick winners in other areas, because of the varying levels of equipment and options, but I like the big wheels on the Lexus, the great seats in the BMW, the headlamps in the Audi, and a bunch of other stuff. If I had to pick a back seat for a longish trip I'd probably go for the BMW.VERDICTThe Lexus goes out first. It looks nice enough, it has good grunt and plenty of cornering grip, but it shows its age in too many ways. The cabin is dark and uninspiring against its rivals, and the back seat is too tight. It's also way too noisy with road roar on anything but a perfect surface.The Audi is next to fall, not because it's not good but because it's not good enough against the other two Germans. The A4 is a nice design and the car is beautifully built, the new engine is smooth and very efficient, but it falls short of the rock-solid feel and driving enjoyment you deserve - and expect - in the prestige class.So it's down to the BMW and the Benz, and I admit that I chose the new 3 Series to drive away at the end of the test. That's usually the sign of a sure-fire winner, and the Three is very good. But it is flawed. The cabin now manages to out-Audi the A4, with classy design and a big display screen, but some of the plastics feel cheap and the things I really like - especially the cushy seats - are extra-cost options.Worst of all, since BMW has always billed itself as the Ultimate Driving Machine, there is front-end chatter over bumps and the silky-smooth eight-speed auto cannot totally compensate for an engine that's too noisy at idle and missing the mid-range shove you need for overtaking in Australia.So the winner, in the end, is the Benz. It's rock solid, it has the best badge in the business, and Mercedes has done a great job on updating the car to make it a nice drive, a value package, and the top choice in this class.Audi A4 2.0 TFSI quattroPrice: $64,500Warranty: 3 years/unlimited kmResale: 50 per centService interval: 15,000km/12 monthsSafety rating: 5 starSpare: spacesaverEngine: 2.0-litre 4-cyl turbo, 155kW/350NmTransmission: 7-speed S tronic, quattroBody: 4.7m (L); 1.8m (w); 1.4m (h)Weight: 1570kgThirst: 7/100km; 159g/km CO2Options fitted: metallic paint ($1270), sports front seats ($577), hill hold assist ($154)Total: $66,501BMW 3 Series - 320i SportPrice: $57,600Warranty: 3 years/unlimited kmResale: 53 per centService interval: optionalSafety rating: 5 starSpare: Nil, run-flat tyresEngine: 2-litre, 4-cyl, 135kW/270NmTransmission: 8-speed auto, RWDBody: 4.6m (L); 1.8m (w); 1.4m (h)Weight: 1425kgThirst: 6/100km; 141g/km CO2Options: metallic paint ($1415), glass sunroof ($2245), Navigation System Business ($1538), Sport Line package ($3152) includes 17 light-alloy wheels Double-spoke 392, Ambience light, switchable between Orange and White, BMW Sport Seats, Chrome Pearl Grey surrounds for centre console, Dakota leather upholstery, Exclusive high-gloss Black exterior trims, Red contrast stitching for sport leather steering wheel, Red detailing on key, Speedometer and rev counter with Red chronoscales, Welcome light, switchable between White or Cold White, Sport designation, exterior, BMW Sport door sill finishers in AluminiumTotal: $65,956Lexus IS 350 PrestigePrice: $64,800Warranty: 4 years/100,000kmResale: 52 per centService interval: 15,000km/12 monthsSafety rating: 5 starSpare: spacesaverEngine: 3.5-litre 6-cyl, 233kW/378NmTransmission: 6-speed auto, FWDBody: 4.6m (L); 1.8m (w); 1.4m (h)Weight: 1645kgThirst: 9.4/100km; 223g/km CO2Options: Enhancement Pack (includes moonroof, satnav and semi-aniline leather) at $3500.Total: $68,300Mercedes-Benz C250 Avantgarde StandardPrice: $67,400Warranty: 3 years/unlimited kmResale:  52 per centService interval: 25,000km/12 monthsSafety rating: 5 starSpare: spacesaverEngine: 1.8-litre 4-cyl, 150kW/310NmTransmission: 7-speed auto, RWDBody: 4.5m (l); 1.7m (w); 1.4m (h)Weight: 1505kgThirst: 6.8/100km; 158g/km CO2Options: metallic paint $1600, Option Vision Package $3785 - Harman Kardon Logic 7 surround sound system- Glass electric sunroof- Bi-Xenon headlights with Intelligent Light SystemTotal: $72,785 

Well, it's about time. Five years since the launch of the second generation Lexus IS, it finally gets the engine it needed, and the local Lexus lads wanted, all along.For all its visual appeal, rear-wheel-drive dynamics and having a 2.5 litre V6 for German four-cylinder money, the lardy IS250 is hard put to trouble the Merc, Audi and - the one Lexus most wants touch up - BMW.Now Lexus has the IS350, the variant with a litre greater capacity than its underdone sibling, massively superior output and the capacity to reach 100km/h from standing more than three seconds quicker.Moreover, they've bought it in at a price which has not only embarrassed pundits such as yours truly, whose prediction was out by a good $25K, it's been placed so sharply as to amount to a declaration of hostilities.If ever you've felt that the 3 Series, C-Class and A4 were obscenely over-priced (and let's face it, they are) here's the proof.VALUEFairly staggering, actually. All models lines are packed with standard kit that's optional in its rivals almost to the extent of costing five figures if all boxes were ticked. For $64,800, the Prestige packs sat-nav, heated seats, reversing camera, HID lamps with daytime running lights, 17-inch alloys and metallic paint.At $71,300, the "F Sport" kicks off this new badge - an obvious riposte to M Sport and Audi's S model. It has dedicated suspension, lower profile tyres, great front seats and go fast bits.The more supple Sports Luxury is  $81,300 and gets - well, everything - 18-inch alloys, active cruise control, front and rear parking sensors, keyless entry and start, 14-speaker Mark Levinson audio, ventilated/heated seats, moonroof and self-dimming and heated side mirrors.TECHNOLOGYThe dual VVTi 3.5-litre engine, familiar from other Lexus lines, uses direct and port injection driven via a six-speed sequential auto that has a gratifying degree of manual override via shifting paddlers with the self-shifting smoothness of a torque converter - as opposed to a dual clutch. Hardly innovative of itself, but a quick, seamless model marriage with this engine.DESIGNFor all the embellishments, revised interior, value added bling and swaggeringly aggressive pricing, this is still where the whole IS package falls down. It's just a bit cramped in there, especially in back, where it's no more a true five seater than it is a people mover.Up front is more cockpit than cabin and I for one would happily pay extra not to have the headroom-eating sunroof. Haven't done the old golf bag test on the boot, but it's a minor cavity at best. And there's no avoiding the fact that this first generation "L Finesse" shape is showing its age.SAFETYAll the active and passive acronyms you've heard of, plus some you likely haven't.The Vehicle Dynamics Integrated Package houses stability and traction controls and hill start assist. Brakes are formidable, 334X30mm front discs, four channel ABS with brakeforce distribution and brake assist. The top variant gets active cruise control and a pre-collision safety system that automatically tightens the seatbelts under heavy braking. We can tell you this works.The spare's a space saver, but at least it has a spare.DRIVINGFinally imbued with the ticker it's required, the IS is now more than a slightly left field alternative to the obvious choices. I'm trying, but failing, to think of circumstances in which your 3 Series - disregarding the third world country's GDP price difference between them - seriously outplays the IS350 in remotely legal circumstances.You would have to say that the Lexus is a little too polite for gratification. Even in the sports variant, the engine is refined to an eerie extent - unless the throttle is mashed or the shifter forced back into an unfeasibly low gear (it'll refuse only redline exceeding requests), a modicum of wind and tyre noise are the only aural inputs. And while there's not an abundance of torque down low - the engine does its best work from 4000rpm on up, firing up a lightshow around the speedo - acceleration is fairly linear.So too is the electric rack and pinion steering - a little numb around the centre, plentifully informative and progressive when called upon. It is, especially in the sport version, a confidence enhancing balance ride/handling compromise, which is not unsettled even by significant bumps in the road's surface.While the Sport Luxury (we'll get into the Prestige in coming weeks) leans even further to the traditional Lexus verities of composure and refinement - to say nothing of loads of standard fruit - it's in no danger of being left behind.  It's a question of degrees of difference.It helps that no variants have grown significantly in weight over the 250 - 1580-1645kg. All - it's claimed - get to 100km/h from standing in 5.6 seconds.VERDICTHow do you say "Show us where the money is, Fritz" in German?"LEXUS IS350Price: from $64,800-$81,300Engine: 3.5L V6 petrol; 233kW;378NmTransmission: 6-speed automatic; RWDThirst: 9.4L/100km