2006 Lexus IS Preview

Wristband Policy Now In Effect for Stunning New Lexus IS

In a nutshell, the all-new Lexus IS is what Lexus, as a brand, is becoming. Your eyes, like mine are probably in a state of disbelief: these curves, these shapes, this emotion - in a Lexus? Yes, ladies and gents, this is L-Finesse, and its just one of the many ways that this Japanese firm is redefining itself.

As the smallest, sportiest Lexus in the range, and slated to compete in the stiff entry-level executive market segment around the globe, as its predecessor attempted somewhat unsuccessfully to do, the 2006 update is ideal to lead an internal evolution, or should I say revolution, boldly showing the world the fundamental redirection in styling that will soon affect all Lexus models.

Diving headlong into the heart of the matter, the IS will be available with two engines in North America, including 2.5-liter and a 3.5-liter six cylinder displacements, but theres a big difference in configuration this time around. Now the engines are “V” shaped rather than inline. Previously, the latter format was used because of its smoothness and refinement - great for a mid- or full-size vehicle with a long nose, but too long for more compact vehicles. The switch to a vee design allows for the larger displacements, as well as better positioning: the engines more compact size allows it to be placed further back in the chassis for enhanced weight distribution - in this case a perfectly balanced 50:50. And despite its V6 configuration, Lexus “Pursuit of Perfection” ensures that the engine maintains the extra smooth qualities of the inline-six it replaces.

The entry level IS, the 250 model, is a direct assault in the heart of the lowest rung of the entry-level segment. Though a V6, its small displacement places it right in line with the four-cylinder Acura TSX, Audi A4 2.0T, Volvo S40, Mercedes-Benz C230 and the base BMW 325i - the latter also a six-cylinder model. With variable valve timing and direct injection, this small motor makes big power - 204 horses and a respectable 185 lb-ft of torque. These technologies, as well as the IS economical six-speed gearboxes and ultra slick body shape, should enable it to eke by with four-cylinder fuel consumption ratings in the city and on the highway. Of course, a near certain hybrid variant will take care of fuel conscious power mongers in the future.

At its launch, it was thought that Lexus would equip the more powerful IS with the same 3.0-liter V6 as found in the GS 300. That was, until its rivals had upped the ante with 260 to 270 horsepower alternatives, putting the little Lexus output below par. Instead, like nemesis Infiniti, the IS 350 will speak softly but carry a big stick with the most powerful engine in its class, M and AMG variants aside. The IS 350 uses the same 3.5-liter unit as featured in the Toyota Avalon, but with 26 additional horses. At 306-hp it topples BMWs 258-hp 330i and Benzs 272-hp C350, as well as the segments current power-giant, the 300-hp Infiniti G35 Sport.

To the surprise of many, initial tests have shown that the IS has a shot against high-powered specialty models. Lexus claims the automatic IS 350 to take “less than six-seconds” to reach 60 mph. By comparison, preliminary tests by other magazines have shown it to be far quicker - expect real life figures to reflect low to mid fives! By comparison the V8-powered Audi S4 can reach 60 mph in a claimed 5.5 seconds when equipped with a six-speed automatic.

Overseas, the IS will also mark the first Lexus diesel. As Jaguar has recently discovered, the diesel market is one of extreme importance, but until recently one that had been left out as diesel technology hadnt yet advanced enough to provide the necessary refinement expected in Lexus models. With Toyotas massive resources, Lexus has come up with a diesel that should send the competition back to their respective drawing boards, trying to best this state-of-the-art design.

At 2.2-liters, this four-cylinder engine is the smallest and least powerful motor offered in the IS range, but not by much. Both the block and head are made of alloy, rather than iron to save weight, while power-improving additions such as four valves per cylinder, and third-generation common-rail turbodiesel technology improve performance, refinement, economy and reliability. With piezo injectors capable of delivering 1800-bar pressurized diesel four times per cycle, it makes a V6-diesel beating 177-horsepower and 295 lb-ft of torque.

Both the diesel model and the rear-wheel drive IS 250 come standard with a slick six-speed manual gearbox; a six-speed automatic unit with paddle-shift manual mode is optional, but is standard equipment with the IS 250 AWD and the top-line IS 350. As with all other “Lexii” featuring this gearbox, a rocker switch can be actuated for a sporty Power mode, which adapts to the drivers behavior, holding gears longer when called upon, and downshifting quicker when enthusiastic driving is detected. 

I had a chance to check out the new IS at a pre-launch event last week, and I can say with great confidence that the car looks as good in the metal as it does on your computer screen. This is the first vehicle to fully showcase the L-Finesse styling theme, embodying swooping curves, creased fender peaks, and unique angles, tautly stretched over minimal overhangs to produce a decidedly athletic stance. Its surface contortions reflect light in a most dramatic fashion, inspiration from behind a cameras lens. More clearly defined shapes, such as the narrowing grille, triangular intakes on the lower front valance, and 3D surfaced tail lamps bring out in-depth character traits. Its a much more beautiful vehicle than BMWs 3-Series, but then again the Italians, rumored to have influenced its shape, have long been masters of style.

Inside, quality is just as good, if not better than the GS. Even though this is a less expensive model, the same high-end matte,soft-touch plastics, burnished metals, and glossy woods have been incorporated throughout so that it feels very expensive. Keyless entry with a push-button start button is standard, and a large, touch-screen LCD display provides the main controls for climate and stereo functions. One original IS hallmark, the chronograph instrument cluster, has been replaced by less confusing Optitron gauges. The doors shut with a satisfying thunk, and like the GS or LS, easily mute out the nearby rabble of on-lookers. 

Underneath the taut skin, and less I forget the oh-so-comfortable ventilated front seats, is a shortened version of the Lexus GS platform. Overall, the decision to base the IS off a larger vehicle means that in itself, the new IS is a bigger vehicle. At 180.1 inches long, 70.9 inches wide and with a 107.4 inch long wheelbase, its grown in all directions. It has also gained weight, now 3,455 lbs for the base RWD IS 250. Also borrowed from the GS is its double wishbone front suspension and multi-link rear suspension setup, which has been proven to provide an excellent foothold on the road when tested in the larger car. High-end electronic aids, such as electrical power steering, VSC stability control, and many others, will be available.

Mechanically and stylistically, the new IS does something that no other Japanese rival has ever seriously attempted… it poses a serious threat to the traditional players in the segment; the 3-Series, C-Class and A4. No doubt well all be seeing a lot of this new Lexus soon, as it goes on sale in Canada on October 12th - two days prior to its official launch in the States, with “competitive pricing”.

The new IS provides a fresh new alternative within the entry-level luxury scene, and by so doing looks to take the first big chip out of Germanys once seemingly impenetrable armor.