2006 Lexus IS 350 Review

Specifications

Better than a 3-Series and the C-Class?

I was driving home from a meeting today, behind the wheel of a shiny new Mercedes-Benz C280, not the much more powerful C350, mind you, but an extremely nice little car just the same, and I couldnt help finding myself wishing I was behind the wheel of new IS 350. Since when has Lexus built cars that Mercedes drivers lust after? Since now.

Rather than point out everything that the IS 350 does better than the C-Class, leaving that for a future road test review on the Mercedes, suffice to say that the three-pointed star car felt somewhat dated, with older technology, other than its slick seven-speed automatic that is, and attractive but rather conservative styling inside and out.

Just looking at the IS sets my heart rate racing, a feeling that appears evident with the other journalists present at the press launch. Its clean, flowing front end styling is actually quite beautiful, a word I dont usually associate with cars this side of a Jaguar E-Type or Mark II sedan, Alfa Romeo Veloce coupe, BMW 3.0 CSi, or pretty well any pre-70s Ferrari. To say this about a Lexus is truly a turning point for Toyotas luxury division in my minds eye. The intricate folds of the rear taillights, that cant be fully appreciated in photos, are exquisite bits of automotive design, and then, stepping back to take in the entire rear three quarter view, the way the cars rakish profile plunges forward as if physically diving into the tarmac is pure athleticism incarnate.

From the outside, its hard to tell the lesser variant apart from the all-powerful IS 350, except for the telltale IS 250 or IS 250 AWD badge on the right rear quarter. Of course, when looking inside its easy to see that base cars expose a manual transmission and cloth interior, features not available with the IS 350.

The one thing that makes the IS 350 entirely unique, not only when compared to the IS 250 variants, but also to that Mercedes-Benz C280 I spoke of previously, or its BMW 330i, Audi 3.2 quattro, Jaguar X-Type 3.0, Acura TL, Infiniti G35, Cadillac CTS 3.6L and Lincoln Zephyr rivals, is its outrageously engaging powertrain. With 306-horsepower on tap, and a eagerly responsive paddle-shifting six-speed automatic that actually holds its gear at redline, only Chryslers audacious 425-horsepower 300C SRT8 duo can duel it out with Lexus new sport sedan in head to head acceleration tests, and then win every so slightly with a 4.9 second run to 60 mph compared to 5.2 seconds to 60 mph for the IS, but in reality, despite being priced about the same, I dont think the two cars really target the same audience. I should mention here, mind you, that the 5.2 second 0 to 60 mph time was mentioned during the IS 350s technical introduction. A quick search on the net shows real times (by Car & Driver, Road & Track and other reputable sources) that span from 5.0 seconds to 5.8, most likely differing because of elevation levels and weather conditions. Lexus has now officially stated this number is 5.6 seconds, but as usual with this brand it is most likely an overly conservative figure.

The IS is at least a segment size smaller than the 300, probably two, a more appealing scenario to those who regularly buy premium level compact sport sedans. Comparing the IS 350 to its peers, mind you, must be embarrassing for the entire group as it completely annihilates them off the line. The best of the rest is Acuras 270-horsepower TL, which while only available in front-wheel drive zips to 60 mph in a respectable 5.9 seconds, especially considering its larger size and reasonably low price. Mercedes-Benzs 268-horsepower C350, however, puts up a comparatively futile 6.3 second time to 60 mph, while BMWs new 255-horsepower 330i runs an even less impressive 6.4 seconds to 60 mph, dawdling along almost a second slower than the IS 350, even when using the more conservative official Lexus 0 to 60 mph sprint, and that with the BMW using a manual transmission.

Audis new 255-horsepower 3.2 quattro, while laboring with all-wheel drive can only manage 6.5 seconds to 60 mph, while Jaguars X-Type 3.0, using a slightly modified Ford Duratec 30 V6 producing 227-horsepower and also running all-wheel drive only manages a somewhat unsporting 6.9 seconds to 60 mph. I was a bit shocked to see that Cadillacs edgy 255-horsepower CTS 3.6L was the first to break the 7.0 second mark, and even more shocked that Infinitis 280-horsepower G35, although larger and heavier than the IS, can only muster up enough muscle to achieve 60 mph in a somewhat lethargic 7.2 seconds. I suppose I was also a bit shocked that Lincolns 221-horsepower Zephyr did as well as it did. While the slowest of the bunch, breaking 60 mph in only 7.3 seconds, its time should improve dramatically when the new 250-horsepower 3.5-liter V6 is factored in next year. Again, these numbers may vary depending on which publication youre reading, which is why Ive deferred to manufacturer estimates in all cases.

While trouncing its nearest direct competitor by 0.3 seconds to 60 mph, and that vehicle using a six-speed manual to do it (an Acura TL equipped with an automatic adds 0.3 seconds to the 60 mph run, making an apples to apples comparison even more stupefying), the IS 350 even eliminates the sensational sounding 400-horsepower Cadillac CTS-V by 0.2 seconds to 60 mph if you go by the unofficial numbers, and is only off by two if rating it at 5.6 seconds. It also comes close to matching Audis mighty 340-horsepower S4 to highway speeds, is only 0.5 seconds off BMWs 330-horsepower M3 Coupe, which really targets Porsche 911 buyers after all, and is only 0.6 seconds away from keeping up with Mercedes 362-horsepower C55 AMG. Again, only the Mercedes performs such tricks with an automatic transmission, the others using six speed manual units.

So, while I might be sounding more like a teenage boy spouting off stats to his best friend after swiping the keys to dads new IS 350, than the 40-something father of three that I am, I think Ive made my point very clear. The IS 350 is in a class of one when it comes to sub-$40K performance sedans, matching the acceleration of those European (and sole domestic) tuners that cost $15,000 to $20,000 more.

Other than its handling, which is better than most and close to the best in this group, I was most impressed with the IS 350s build quality. This has always been a Lexus strong suit, but I think that the Japanese luxury brand has truly outdone itself with this new entry. Exterior panel gaps are so tight that if any closer the paint would chip off, while the paint finish on the multi-colored examples available for our days test was of the highest quality in the class. Little things, that to me are massively important, such as the exterior door latches, fit tightly, unlatch with a mechanical crispness that only top quality cars possess, and when stepping inside and shutting behind, deliver that solid “whump” that high-end buyers demand.

As far as interior design goes, Lexus takes a slightly more conservative route with its IS than BMW does with its 3, at least when comparing the upper dash and door panels, the latter of which I happen to like a lot more in the new IS, but then again offers a much more modern cabin than that of Mercedes smallest sedan. Im also a big fan of Acuras TL and Lincolns Zephyr interiors, although the way Jaguar goes about old world charm in its  X-Type is lost on me, and new-edge plastic and poor fit and finish of Cadillacs CTS leaves me cold and unsatisfied.

That brings up another point, interior quality. If youre a first time reader you havent been subjected to my tirades over unacceptable plastics quality and ruddy awful fit and finish, corners that shouldnt be cut in entry-level compact cars (and arent with new Toyotas, Hondas, Mazdas, Hyundais and Kias) let alone luxury nameplates, and to this end the new IS becomes the new beacon of refinement. Is put together better than Audis delightful A4? Maybe not, but its executed at least as well to the naked eye, with all surfaces pleasant to touch and the alignment of interior panels achieving zero tolerance - an engineering term that describes no visible space between abutting objects.

Likewise, its switchgear is as good as that in the class-leading LS 430, with no side-to-side play between the well-damped audio and HVAC buttons, not to mention that ultra-slick “Engine Start Stop” button, a precise feel to steering wheel stalks, and substantial “weight” yet exacting accuracy for all ancillary knobs and switches. Lexus included an Audi-like dial-actuated multi-position sunroof switch, very nice, surrounded by an overhead console that includes a large “dome” light, two spot lamps and the requisite sunglasses holder.

Lexus hasnt relied only on the IS 350s performance appeal to lure in
would-be buyers, but rather delivers all that luxury the brand is known
for. Chrome and titanium-colored brushed metal surfaces are nicely
finished, while the woodwork covering the center console is exquisitely
detailed and leather wrapped over seats and door panels soft and supple, infusing the IS with a rich Jaguar-like ambience - an ideal mixture of sumptuous indulgence and high-tech wizardry.

The most magical element about the IS, mind you, are the paddle shifters hidden behind the leather-wrapped steering wheel rim. These are as close to perfect as any Ive tried, and Ive tested most of them, from Ferraris F1, Maseratis Cambiocorsa, BMWs SMG and Audis class-leading DSG sequential manual paddle-shifters, to Bentleys Continental GT, Pontiacs Grand Prix GTP, Volkswagens Jetta and Passat, Acuras RL and CSX, and Mercedes-Benzs paddle-like buttons, plus many others. The IS paddle-shifters mirror Audis DSG the most, my favorite design and the quickest shifting of any rival, and despite being mated to a conventional automatic rather than a state-of-the-art sequential manual, changes gears almost as quickly.

This is an automatic transmission that really deserves praise, as it does everything I could want and more than I would have thought to hope for, with a level of smoothness achieved by Audis six-speed Tiptronic, BMW six-speed Steptronic and Mercedes seven-speed Touch Shift automatic and rapidity that only top-tier sequential manuals can match.

Whats more, though, and unlike most of its rivals, the Lexus six-speed unit never hunts for the right gear, always maintains that gear no matter how hard you push the revs, even up to the engines limit where it merely holds the gear while maintaining power, a process that no doubt involves some fuzzy logic thats beyond my comprehension, despite Lexus IS chief engineer Suguya Fukusatos valiant attempts of explanation via interpreter. Another feature, similar to Mercedes new seven-speed box, wont allow the transmission to bypass a preset gear even if you slow to a stop, start out again in first, second and then third, per se, where it will run the previously chosen gear right up to redline and hold it there, before shifting immediately on your command. This is a transmission that rewards sport-oriented drivers completely, unless the use of your left foot on a clutch is mandatory, relegating you to an IS 250 specified car. At the same time if left in the “D” position, it will perform with dignified grace and poise.

Mated to the 3.5-liter V6, its a heavenly combination, or is sinfully tempting more apropos. So that we didnt have to tempt fate, and Ontarios rather vigilant OPD, Lexus prepared a road test route that wasnt particularly inspiring from a turns and twists perspective, prompting me to experience the IS as most who own one will on a regular basis, calmly motoring along inner city streets, connecting highways and rural byways, on my way to a former military airfield that has long since gone to pasture, but amid the weeds and broken tarmac hosts car companies such as Lexus as well as a certain Rolling Stones concert that brought international acclaim to the neglected property.

Lexus incorporated two runways and a taxiing area for its extremely long and varied autocross course, an ideal location for testing out the IS at, or at least near its limit. Straight-ways were limited in length so that high-speed runs were cut short, but the patchwork quilt of surface materials, mostly made up of varying consistency pavement with the odd cement slab thrown in for good measure, made for an even worse than real-world environment. Nevertheless, the IS 350s compliant fully independent suspension, double wishbones up front and a multi-link setup in the rear, aided by electronic driving aids such as electric power steering, TRC (traction control), Lexus VSC (Vehicle Skid Control) stability control and all-encompassing VDIM (Vehicle Integrated Dynamics Management), plus others, made easy work for the courses challenges.

Out of the pit area an immediate chicane to the right created a severe braking zone, easy work for the IS 350s Porsche 911-sized discs, followed by a short straight and sharp right that kept bending into an even sharper right corner. The cars grip is stunning, yet despite the harsh pavement ride quality is surprisingly good. This series of turns behind, another short straight combined with yet another right-side chicane, resulted in a long, sweeping left at full throttle, tires whirring as the VSC can be felt, unobtrusively grappling for grip. The high-speed section bent to the right before a 90-degree right, fabulous fun for those who like a little controlled oversteer mixed into the handling equation, at which point a tight high-speed slalom proved the ISs side-to-side transitional response is superb, the chassis keeping the car horizontal to the road surface so that all four tires could optimize their sizeable (225/45R17 front and 245/45R17 rear or optional 225/40R18 front and 255/40R18 rear) contract patches.

Spanning the two runways was one of those broken concrete segments that I mentioned a minute ago, this one causing an unsettling stomach-in-the-throat feeling when not letting up off the gas, but lap after lap it became easier to negotiate and the long left hand sweeper that followed, complicated by a nasty little kink at center, became all the more enjoyable at full speed. And the IS 350s utter quickness between corners is dumbfounding. I found myself overshooting the apex on a number of occasions, where with the IS 250 I was able to take each corner with seemingly professional grace and composure after a few runs.

This was especially true at the end of the second runway straight, where an abrupt right U-turn sent the car back up the other side, through a variety of impromptu curves, into a sharp right and then, after another annoying chicane, onto the final and longest straight before circling in front of the pits, around a dreadfully tight left hander and past the pit exit, where the entire process was repeated infinitum - I wish. OK, while time only permitted a couple of hours on the course, most of it was behind the wheel of one of four models, the IS 250 rear-drive with a manual shifter, IS 250 rear-drive with the automatic, an all-wheel drive IS 250 that only comes with an automatic, and the rear-drive, automatic-only IS 350. The latter car delivers a night and day performance experience over the IS-light, but I have to admit to be duly impressed with the 250. Truly, its easily up to taking on most competitors in this class, only laid for waste by its more powerful sibling. Actually, some less experienced drivers may find the lighter cars willingness to understeer when pushed to the limit, more appealing. Its narrower tires give way more easily, which made for some seriously fun orange cone dancing, so to speak.

When I first read the specs for the new IS, I was certain the most popular model would be the 350, but now, after seeing them both side-by-side and appreciating the 250 for what it is, I could easily see it selling just as well or better than its more powerful stable mate. For me, however, it would be IS 350 or nothing, and this would be a big jump for a six-time BMW, one-time Audi, and one-time Jaguar owner to make. But I dont think my preference is unique, having scoured internet forums on a regular basis and witnessing the adoration performance sedan fans have for this new Japanese upstart. How many times have I read potential buyers say, “If the IS drives as well as the 3-Series Im going to buy it?” And thats how Lexus stands to gain ground in a market segment where its previous IS merely floundered. The IS 350 should not only satisfy most BMW 330i aficionados in the corners, after leaving them breathless at takeoff, but its refined mannerism should make Mercedes-Benz and Audi owners sit up and take notice too. Somehow, the car bridges the gap between both luxury and sport, and doesnt seem to leave anything wanting in either camp, while looking so stunningly attractive doing so.

Even the techno-geeks in the crowd should be pleased, with the aforementioned electronic driving aids as part of the package, that oh-so-cool ignition button on the dash, as well as a most impressive 14-speaker Mark Levinson audio systems Ive had the pleasure of cranking up to ground reverberating levels, equipped with a six-disc CD changer (try that with a 3-Series), MP3 compatibility and an integrated iPod connector keeping up with current trends. Its touch-sensitive DVD-based navigation system is also easy to use and very effective, plus it includes a backup camera that is not only cool to show off to friends but also could potentially save the life of an otherwise invisible child wandering behind your car. Being a parent, this last item becomes mandatory once lived with, as is the powered rear window sun shade. Side window shades, like those on the LS, would be appreciated too.

While there isnt enough time to go into every standard feature and all the available options (its all covered in detail at www.lexus.com anyway), a few additional items that come to mind are the adaptive headlights (AFS), which point the outside set of lights toward the curve, lighting up the way ahead, heated and ventilated perforated leather seats, keeping the backside either warm or cool depending on preference, and purely for aesthetics, its set of aluminum foot pedals complete with rubber grips. Theres more, a lot more in fact, including a full set of airbags for all outboard passengers, and top-tier ABS brakes that feature all the regular acronyms, including EBD (electronic brakeforce distribution) and BA (brake assist).

I mentioned the other acronyms, TRAC, VSC and VDIM before, and as appreciative as I am when such driver aids take over and realign a car that Ive managed to pus beyond my personal ability to recover, there are some drivers who would rather switch these features off. And this may be the IS 350s only real fault, being that only the traction control system can be defeated, albeit only until the car begins to slip and after a tiny bit of wheel spin reengages. Independent tests have shown less powerful cars, such as Audis A4 3.2 quattro and BMWs 330i, will out-maneuver the IS 350 in the slalom when similar features are turned off, at least when piloted by a professional driver. So, if youre a pro, you might prefer a vehicle that allows more hands-on control; but youre probably not even if you think that youre particularly good (I fall into this camp), the difference being similar to any one of us weekend warriors taking on a professional athlete at their given game - not a pretty sight. Therefore, regular folks who might occasionally like to drive fast but still want to end up alive and kicking at their destination wont be able to find a better road companion.

While the demands of a five-person family would make the IS a second car at best, especially due to its comfortable but hardly limousine-like rear seating area, it would be high on my list behind a minivan, wagon or SUV if I were in the market today. I like it more than any premium compact rival, as it does everything I want it to extremely well. Package that up with Lexus unparalleled expected reliability and extremely strong dealer service customer satisfaction ratings, and the decision becomes a lot easier, unless youre bent on getting a three-pointed star or blue and white propeller product to impress your neighbors and valet parking attendants. My guess, one look at the new IS and those same neighbors and valets will be swooning all over the car, and impressed with its driver for buying such a well-built, technologically-packed vehicle. Just a hunch.