The Truth About Cars » IS 250 http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Sun, 20 Apr 2014 03:00:14 +0000 en-US hourly 1 http://wordpress.org/?v=3.8.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » IS 250 http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Review: 2014 Lexus IS250 (With Video) http://www.thetruthaboutcars.com/2013/11/review-2014-lexus-is250-with-video/ http://www.thetruthaboutcars.com/2013/11/review-2014-lexus-is250-with-video/#comments Tue, 05 Nov 2013 20:58:43 +0000 http://www.thetruthaboutcars.com/?p=639233 2014 Lexus IS 250 Exterior

After taking a sales hit due to tsunami-related production woes, Lexus has been trying to regain their mojo with a new product offensive. Things started out with the new Lexus GS sedan that Jack Baruth and I loved on and off the track, followed by a revised RX. With the redesigned IS, the bulk of their lineup has been overhauled. Initially, I was a little concerned that the Lexus IS sedan would receive nothing more than a new nose and some LED lights for 2014 but the Japanese 3-Series fighter came out swinging when we were invited to the launch event earlier in the year. I came away impressed with the IS 350′s road manners, but most buyers will be shopping for the less powerful IS 250 and it’s taken us this long to get our hands on one.

Click here to view the embedded video.

 Exterior

Instead of refreshing the IS, Lexus decided to give their smallest RWD sedan a complete overhaul for 2014. Lexus crafted a new IS platform with a 3-inch longer wheelbase that addresses a big complaint about the old car – it was too small inside for American consumers. The result is an entirely new unibody that is three inches longer than the old model riding on a three-inch longer wheelbase. In addition to the stretch the 2014 model gets a hair wider, a hair taller and ground clearance drops by half an inch.

2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Front grille, Picture Courtesy of Alex L. Dykes

In addition to the Lexus “Spindle” grille up front, the IS sports an entirely different side profile that is easily the most expressive in the small luxury segment. Although I like Cadillac’s new ATS on the outside, I think the IS provides a more balanced blend of aggressive and luxury styling cues from the angry front end, to the almost-Swedish shoulder bulges. Unfortunately I just haven’t warmed up to the Lexus daytime running lamps which are now divorced from the headlamps and have their own cut-out in the bumper cover. Lexus says they are styled after the Lexus “L” but they just look like Nike “Swooshes” to my eye. Even so, if it were my money to spend I’d be torn between the restrained but elegant BMW 328i and the aggressive but sometimes questionable IS 250. I like Cadillac’s angular lines, but I slot the design just below the BMW and Lexus in my mental tally. Add the F-Sport package to the IS 250 however and Lexus breaks the tie with a more aggressive grille. (In the picture above.)

2014 Lexus IS 250 Interior, Picture Courtesy of Alex L. Dykes

Interior

Because the GS and LS share interior design cues I had expected the IS to follow suit, I was wrong. While the other Lexus models have opted for a more open and expansive interior theme, the IS feels tight and close to the driver. The feeling is amplified by a high beltline and a tall center console. If you like your car to make you “feel big,” then this is the sedan for you. Rather than the “double bump” style that seems to be popular right now, Lexus opted for a tall two-tier look with the infotainment screen positioned farther away from the driver than the gauges, and centered in the tall dashboard. Opting for the F-Sport package replaces the analog gauges with a configurable LCD cluster.

Cabin plastics in the IS lead the competition, especially those farther from the driver’s usual reach. While BMW cut a few corners with the current 3-Series by using hard plastics low in the dash, the IS maintains a quality feel no matter how low your hand wanders. As you’d expect from Lexus, one can still get acres of stained wood and soft leather. “Can” is the operative word here,since  real leather can only be found in the top two option packages in the IS, while all other models get Lexus’s faux-cow that is bonded directly to the seat foam to prevent stretching or folding as the seat ages. The imitation-hide is perfectly convincing and the only covering available in the IS 250 F-Sport.

Front seat comfort proved excellent during my week with the IS 250, easily besting the Audi A4, Mercedes C250, Cadillac ATS and the base seats in the BMW 328i – but if you want the best seats in this segment, you’ll find those in the Volvo S60 or the optional M-Sport seats in the BMW. Thanks to the wheelbase stretch, rear legroom is up by 1.6 inches over the last generation IS, while front leg room grows about an inch at the same time. The improved rear legroom is welcome as that has long been an IS shortcoming, but it’s obvious by both Lexus and Cadillac’s latest 3-Series fighter that nobody expected the 3-Series to grow as much as it did in this last generation. As a result the 328i beats the IS 250 by a whopping three inches of rear legroom. The Lexus does counter with a slightly larger trunk, but I found the overall trunk dimensions to be slightly more advantageous in the BMW balancing out the extra cube the IS offers.

2014 Lexus IS 250 Interior, Infotainment, Picture Courtesy of Alex L. Dykes

Infotainment

Although I couldn’t find a single example on a dealer lot, the base IS with no options is the only way you can escape the infamous Lexus Remote Touch joystick. All other models use a small controller with haptic feedback to control a software interface originally designed for use with a touchscreen LCD. Regardless of the input method, all IS models get a 7-inch color LCD positioned far away from the driver. The base model sports a noticeable low resolution screen while all other models get a high resolution screen of the same size. The distance from the driver and the large plastic bezel conspire to make the screen look much smaller than it is. The problem is further compounded by the screen being actually smaller than the competition as well.

2014 brings some mild software updates to the infotainment software including a new home screen (shown above), HD Radio support and traffic information via HD radio instead of satellite so you don’t need an XM subscription to get a color-coded traffic map. If you can get beyond the input method, the system proved reliable and moderately intuitive. Overall however I am still forced to rank this system below BMW’s iDrive, Audi’s MMI, Infinit’s new two-screen setup, Volvo’s Sensus, and even Mercedes’ aging COMAND system. The only system to offend my inner-nerd more is with the Cadillac CUE system.

2014 Lexus IS 250 Engine, 2.5L V6, Picture Courtesy of Alex L. Dykes

Drivetrain

Operating by the “if it isn’t broken, don’t fit it” mantra, there are no significant changes under the hood for the IS 250 this year. That means we have the same 2.5L, direct-injection, 60° V6 engine as before, good for the same 204 ponies and 185 lb-ft of twist. (The IS 350 gets a 3.5L version of the same engine, making 306 HP and 277 lb-ft.) Just as before, we have a 6-speed transmission on offer (The RWD IS 350 gets a newer 8-speed), with AWD commanding $2,535 more. Should you opt for the F-Sport package, Lexus will add a sound amplifying snorkel to the intake plumbing to amplify the engine’s growl.

With everyone else moving to forced-induction four-cylinder engines, the smooth V6 engine is what sets the IS 250 apart. I know that calling a V6 “smooth” or, dare I say it, “buttery smooth” sounds like sacrilege, but since BMW no longer offers their naturally aspirated in-line 6 under the hood of the 328i, the refinement crown goes to Lexus.  There is more going on here than just the numbers however, because the small turbos not only deliver more torque, they do so across a much broader RPM range than Lexus’ 2.5L V6. Even the Mercedes 1.8L turbo in the C250 blows out more torque across a broader band than the six cylinder mill in the IS 250. For reasons known only to Lexus’ product planning team, the 220 horsepower IS 300h, which mates the same engine to Lexus’s RWD hybrid drivetrain, remains forbidden fruit on our shores.

2014 Lexus IS 250 Exterior, Picture Courtesy of Alex L. Dykes

Drive

The IS’s 2.5L V6 may be down on power compared to the Americans and Germans but it is no contest when it comes to refinement or engine note. Sadly refinement isn’t what propels you to 60, so when the light turns green you’ll have a whisper quiet view of the competition’s rear bumpers. Our tester ran to 60 in 7.02 seconds, a full 1.3 seconds slower than the 328i and 1 second slower than the ATS 2.0T.  Even the 1.8L turbo in the Mercedes C250 and the bargain-basement BMW 320i beat the IS 250 to 60 MPH by a few tenths.

The responsiveness of the IS in tight corners demonstrates how much time Lexus spent engineering the 2014 model. The old IS came across as isolated, perhaps even sloppy, while the third generation chassis is sharp and crisp. Every system in the IS feels like a team player from the numb suspension to the transmission shift logic and the revised double-wishbone front suspension. While the IS isn’t the hard-core corner carving machine the ATS 2.0T is, the IS 250 feels more harmonious and balanced on the road. Oddly enough, the BMW is the wild card. The E90 3-Series (previous generation) was precise and engaging, but the F30 (current generation) has traded handling prowess for a softer ride and a ginormous back seat. Meanwhile the Audi and Volvo plow like a John Deere when they encounter a corner and the Mercedes feels just as you would expect: heavy and soft. That’s not to say the IS is the performance winner. The Lexus is a hair heavier in the nose than the BMW, so at-limits handling is not as neutral as the ATS and because of the power deficit, the 328i is faster around the track. While the Lexus feels more precise and engaging than the BMW, the 328i’s better weight balance means it is both faster in the straightaways and holds its own in the corners. How about the Cadillac? It beats both the Lexus and the BMW hands down.

2014 Lexus IS 250 Exterior-004

Without taking price into consideration, the IS 250 makes a compelling argument for those that value smooth drivetrains, excellent steering feel and chassis dynamics. If however you value performance, luxury amenities and cabin room, the BMW is your best bet. If you’re a BMW shopper that is after the “ultimate driving machine” then you need to visit the Cadillac dealer.

Reviews are nothing without pricing information however. The IS 250 is the cheapest car in this shootout by a long shot. The IS undercuts the BMW 328i by $3,600 (adjusting for feature content) and even manages to be $1,700 less than the BMW 320i. Option up the BMW and Lexus with navigation, sport pack and leather and the delta grows to more than $5,000. The story is the same with the Cadillac and Mercedes with the ATS ringing in $4,200 to $7,500 more and the C250 a whopping $5,500-$7,500 more. The Infiniti Q50 may seem like a natural competitor but Infiniti has yet to release a model that competes directly with the low output options in this segment.

After a week with the IS 250 and a few hours in the Cadillac ATS and 328i in the same week something dawned on me. Lexus and Cadillac have managed to do what they set out to: beat BMW at their own game. Cadillac has nearly replicated an E90 3-Series in terms of handling and chassis performance, Lexus has crafted a drivetrain and steering rack that are superior in smoothness and feel to what BMW is selling. But just when the competition caught up BMW decided to play a different game. By chasing luxury, roominess and fuel economy, BMW has shifted the focus away from driving dynamics. (Yep, I said that out loud.) And in the process BMW is laughing all the way to the bank. By chasing BMW Lexus has created the finest IS 250, yet the sales indicate what Lexus should have been chasing is the customer.  For a car guy like me, the way the IS 250′s systems seem to work in perfect harmony combined with the low sticker price make it a winner. For the average shopper however, Lexus is an 8-speed automatic and a four-cylinder turbo away from true competition.

 

Lexus provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.58 Seconds

0-60: 7.05 Seconds

1/4 Mile: 15.37 Seconds @ 89.1 MPH

Cabin Noise at 50 MPH: 66 Db

Average Observed Fuel Economy: 27.5 MPG over 591 miles

2014 Lexus IS 250 Engine 2014 Lexus IS 250 Engine, 2.5L V6, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 Engine-002 2014 Lexus IS 250 Exterior 2014 Lexus IS 250 Exterior-001 2014 Lexus IS 250 Exterior-002 2014 Lexus IS 250 Exterior, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 Exterior-004 2014 Lexus IS 250 Exterior-005 2014 Lexus IS 250 Exterior-006 2014 Lexus IS 250 Exterior-007 2014 Lexus IS 250 Exterior-008 2014 Lexus IS 250 Exterior-009 2014 Lexus IS 250 Interior 2014 Lexus IS 250 Interior-001 2014 Lexus IS 250 Interior-002 2014 Lexus IS 250 Interior-003 2014 Lexus IS 250 Interior-004 2014 Lexus IS 250 Interior, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 Interior-006 2014 Lexus IS 250 Interior-007 2014 Lexus IS 250 Interior-008 2014 Lexus IS 250 Interior-009 2014 Lexus IS 250 Interior-010 2014 Lexus IS 250 Interior-011 2014 Lexus IS 250 Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 Trunk ]]>
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First Drive Review: 2014 Lexus IS (Video) http://www.thetruthaboutcars.com/2013/03/first-drive-review-2014-lexus-is-video/ http://www.thetruthaboutcars.com/2013/03/first-drive-review-2014-lexus-is-video/#comments Mon, 25 Mar 2013 15:34:56 +0000 http://www.thetruthaboutcars.com/?p=481480

Every car company hates the BMW 3-Series. It’s always the benchmark, always the sales champion, always the golden boy. BMW shifted nearly 100,000 3-Series models in America last year and they did so not by being “the best” luxury sedan, but by pandering to the shopping public’s desires. Buyers have shown they want a comfy ride with a luxury logo on the front, they want good fuel economy and they want to hear journalists say how well the car handles on a track. The average buyer will never be on a track, but it’s critical to know your car belongs there. The old IS was a good car on the track, but its demure looks sold more on Lexus’ reliability and dealer reputation than the car’s track diaries. As we know from Volvo and Lexus’ sales numbers in this segment, two things don’t move metal: reliability and safety. For 2014 Lexus went back to the drawing board completely redesigning the IS sedan to be their most dynamic sedan ever. Does it have what it takes to take on the Germans and Infiniti’s new Q50?

Click here to view the embedded video.

Exterior

Let’s get the disclaimer out of the way up front: the IS-F and convertible IS C are continuing as-is for 2014. Lexus wouldn’t comment on any time-frames for their refresh, but you can bet nobody in Japan wants to keep stocking parts for both generations of IS vehicles. 

Lexus’ exterior styling has always stuck me as graceful, sophisticated and reserved. While that mantra holds true for the side profile of the IS, the front reveals the largest and most stylized grille, not just for Lexus, but for the whole small luxury segment. The photos above are of the F-Sport model which has a more aggressive “squiggle” grille rather than the more reserved horizontal lines of the regular IS. Regardless of the model you choose, this is one big maw. Lexus tells us the sloping profile and demure grill of the old IS, got no respect on the autobahn while this ginormous opening makes Germans run for their lives for fear of being devoured. That I believe. I tried to keep my distance for fear of being consumed myself. Whether you like the grille or not (I find it quite attractive on the F-Sport, a little unbalanced on the regular) our drive around Texas proved the grille received more looks than the old IS.

Out back, less has changed with the rear being more reserved than the front but it’s the side profile where things really change. The 2014 IS is a whopping 3.5 inches longer than the 2013 model and rides on a 2.7 inch longer wheelbase. Combined with the blunter nose which makes the hood look longer, the IS has gone from stubby to elegant. Remind you of anyone else in the segment? Yep, the BMW 3 grew by leaps and bounds last year. Unlike the Caddy designers who didn’t expect their target to shift so much, Lexus outpaced the 3 landing about an inch longer than the BMW.

Interior

Rather than evolving the IS interior, Lexus has gone for a revolution appearing to have changed absolutely everything about the IS’ interior. I’m not 100% sold on the design yet, mainly because of that enormous airbag bump on the passenger side. Unlike the Germans and Swedes that seem to enjoy using exactly the same interior design scaled up or down in every model, Lexus opts for similar cues but unique components. I give them credit for going this extra design mine but for my tastes I think I prefer something less avant-garde. But then again I own an X308 Jaguar XJ, the antithesis of modern.

Most companies would shy away from discussing their standard pleather seats but Lexus is a different sort of company and spoke at length about their NuLuxe faux-cowhide. In a further twist, F-Sport models eschew real leather for the fake. Thankfully this is one of the best leather look-alikes going and if you didn’t have a leather model on hand to compare it against you’d be hard pressed to tell the difference by touch. Smell is another thing, the NuLuxe interiors don’t have an unpleasant aroma, but its obviously not a leather smell. On the flip side Lexus tells us these are the first seats where the foam padding is molded into the upholstery fabric making the padding and the surface one unit. This supposedly will result in a longer lifetime and less “bunching” over time.

It’s hard to say what the IS would be like to live with since we had such a limited time with the car, so be sure to check back with us when we can snag one for a week. During our limited time in all varieties of IS, the front seats proved supportive with a nice range of motion although the seating position may be low for some drivers. Rear seat room has increased a much needed 1.6 inches while front legroom has gone up nearly an inch allowing a 6′ passenger (yours truly) to sit behind a 6’2 driver in relative comfort, a significant change from the last generation IS. Sadly however all that room had to come from somewhere and while some came from the wheelbase stretch, plenty came from the trunk as well with the cargo hold dropping from 13.3 cubes to 10.8 which is about 40% smaller than BMW’s cargo hold.

Infotainment & Gadgets

One item that hasn’t changed for the better (in my opinion) is the infotainment system. 2014 brings a raft of new features from traffic maps on non-navigation equipped models to predictive traffic, improved voice recognition and some slick smartphone app features. Alas, the lord giveth and he taketh away. Along with the new software comes Lexus’ Remote Touch input device, or as I prefer to call it: the Lexus joystick. Sadly I find little joy in the mouse-like controller. Don’t get me wrong, it is intuitive, I just don’t find it as easy to use as the competition’s knob interfaces and I think it takes way more eye-time off the road to use than Lexus’ old touchscreen systems. To counter this problem, the 7-inch LCD is placed higher the the dash where it looks small thanks to a housing that would appear to be designed to accommodate a larger screen. BMW’s wide-screen 8.8-inch display may not be that much bigger, but its up-close-and-personal location make it look large in comparison. In an odd twist if you don’t buy navigation you keep the 7-inch screen but trade the joystick for a rotary knob.

Since the systems we experienced were not production ready and not all the features were available for us to test but we were able to preview a number of features that may help soften the blow if you’re not a joystick fan. First up, the base IS models without navigation now get weather reports and a static traffic map updated via free HD Radio broadcasts so you don’t have to shell out for an XM subscription.You also get smartphone app integration standard with pass-though voice commands to supported phone apps. The optional navigation system sports improved graphics, redesigned menus making it easier to use the jotstick, more frequent live traffic updates and the ability to predict future traffic. The future traffic prediction feature uses historical data to show you what traffic will be like later and allow you to alter your travel plans accordingly. If outdated POI databases raise your hackles, the nav system will not simultaneously search the car’s POI database and an online POI database via your paired smartphone simultaneously and use the more recent search results.

Lexus doesn’t offer any sort of heads-up display ala BMW, but you can gadgets like radar cruise control, Mark Levinson branded audio system, blind spot monitoring and lane departure warning. No pricing on how much the IS or any of its gadgets will cost, but you can bet that Mark Levinson system won’t be cheap. The F-Sport package adds one more standard gizmo that makes it an absolute must-have package: the best LCD disco dash I’ve ever seen. Based on an 8-inch LCD the display uses a physical ring (you can see it in the picture above) to frame the tachometer so it looks more like a real gauge. The F-Sport also has a party trick up its sleeve, the moves. Sliding left in perfect synchronization with the display software it  “reveals” the trip computer, configuration menu, infotainment displays and vehicle info on the right. Based on a similar display in Lexus’ supercar (the LF-A), this has to be the coolest cluster available this side of the Tesla model S. Lexus, I almost forgive you for the joystick.

Drivetrain

IS models still use the same smooth V6s as last year with the IS 250 getting (logically) a 2.5L 204HP direct-injection V6 and the IS 350 gets a 3.5L 306HP direct-injection V6. As you would expect from naturally aspirated engines, full power is delivered at 6,400RPM for both engines and torque comes to the boil at 4,800. Compared to the 3.0L turbos in the Audi, BMW and Volvo, the IS 350′s 277lb-ft is a distinct disadvantage. Meanwhile the IS 250′s 185lb-ft pale in comparison to the 255-266lb-ft from the small turbos in the same Euro trio. If that sounds like Lexus is at a disadvantage you may be right, however BMW is chasing Lexus down the power market with the 180HP 320i.

The IS 250 RWD uses the same A960E 6-speed automatic as last year while IS 250 AWD and IS 350 AWD models still use the same beefier A760H 6-speed. The big change is in the RWD IS 350 which gets the 8-speed cog-swapper from the fire-breathing IS-F bringing the IS350 up to gear-parity with BMW and Audi and one cog ahead of the Infiniti Q50 and Mercedes C. The extra gears grant the IS 350 RWD an extra MPG on the highway (28) but the city and combined numbers remain the same (19 and 22.) The IS 250 RWD enjoys a bump of 1 MPG, but only in the combined score bringing it to 21/30/24 (City/Highway/Combined.)

The reason for the slight change is that the 8-speed transmission and final drive ratios have performance in mind with a very low 16.59:1 effective first gear ratio compared to the 14.36:1 in the 2012 IS 350. 8th gear manages to be only a hair taller than 6th in the old unit at 2.47:1 vs 2.38:1. Gears 3-6 are all close ratio gears which help the naturally aspirated V6 stay in its [comparatively] narrow power band. Helping the IS 350 feel a bit more responsive the transmission fully locks the torque converter in gears 2-8 and the whole system is programmed to blip the throttle on manual downshifts.

For reasons known only to themselves, Lexus has decided not to offer the hybrid IS 300h for sale in America. The cagey answer we were given is that Lexus is “continually reviewing their product planning.” Pity, it is the IS I would buy tomorrow if I could.

Track Drive

Most of my time with the IS was spent on an intriguing track with tight corners, little banking and two straights where we hit 110+ in the IS 350 F-Sport RWD, a BMW 335i M-Sport a C350 with the AMG sport package and of course, last year’s IS 350 as well. The lack of an Infiniti G37 was understandable since the new Q50 is replacing it soon. The lack of an ATS 3.6 was interesting considering Caddy’s recent sales success (the ATS ranks fourth in sales YTD, behind the C, 3 and G.)  Out on the track the IS 350 F-Sport RWD proved to be a very responsive sedan with excellent grip and  suspension tuning that is near perfection. The variable gear ratio steering is well weighted but just about as numb as anything you’ve driven. Of course numb steering is nothing new to this segment as both the BMW and Mercedes were devoid of feedback as well. ]

The responsiveness of the IS in tight corners really demonstrated Lexus’ dedication to making every system in the IS work well together. The dynamic suspension, variable gear steering and the intelligent downshifting logic in the transmission made the IS feel incredibly nimble. The Mercedes felt just as I had expected on the track: heavy and soft. Despite this the Merc has a decent amount of grip and is well matched to the IS 350 in terms of power. Hop in the BMW 335 however and the IS 350′s major deficiency is obvious: thrust. Despite the BMW feeling less buttoned down than the IS 350, my laps were faster and the experience was more entertaining because you had to have more skill to handle the heaps of torque put out by the 3.0L turbo. While my overall lap time was faster in the 335, I noticed I wasn’t as fast overall in the sweeping straights in the BMW, and that’s because the IS feels more connected to the road, more stable and a bit more predictable. While there wasn’t an Audi S4 in the pack, I can tell you what it would be been like. The S4 and the Volvo S60 T6 put some incredible power to the ground and I love AWD, but (and this is a big but on the track), they are both fairly nose heavy and that’s really obvious on a track like this. The ATS 3.6 however I suspect would have won “journalists” choice at the event owing to Cadillac’s efforts to replicate the driving dynamics of the old 3-Series, you know, before the 335 became “American-sized.”

While the IS 350 F-Sport felt like one with the track for the most part, high speed braking is a problem area for the IS. Because of a hairpin turn at the end of the straight you have to drop from 110+ to 35 as quickly and smoothly as possible while maintaining control. The Mercedes and the 335 accomplish this maneuver without a problem but the IS 350 felt light under hard braking and on some road surfaces a little squirrely as well. In fact the IS 350 may be slightly lighter in the rear than the Germans but it’s not a huge difference with the IS coming in around 52/48 and the IS 350 51.5/48.5.

Does any of that matter out on the road? Nope. The IS 350 is a perfectly competent luxury sedan in either setting. While the IS 350 gives away something to BMW under high-speed braking, the IS 350 never felt out of control. The feel behind the wheel is excellent, albeit slower than the 335. Without pricing available from Lexus it’s hard to form a final opinion on the 2014 Lexus IS, but since it is unlikely to have changed much it should pose a good value slotting in under the 335 in price. If you can give up thrust for a more connected feel, reliability for a smaller infotainment screen and high-speed-braking feel for something more nimble in the corners, the IS 350 is your car. Until Lexus’ brand image shifts (or they jam some turbos on their smooth V6), the 3-series will continue being hated and secretly loved by the competition.

 

Hit it

  • Excellent road manners.
  • The F-Sport nose job makes it the most aggressive looking vehicle in the segment.
  • Coolest LCD instrument cluster. Ever.

Quit it

  • Down on power.
  • The infotainment screen is small and the joystick is a pain.
  • Fewer electronic gizmos available than the competition.

Lexus flew me to the IS release event in Austin where they stuffed me full of food and beer.

2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Rear, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Side, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Rear, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Front, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Front grille, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Front, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Logo, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Rear, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Wheels, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exteruiotr, F-Sport Front, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, F-Sport LCD Gauges, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, F-Sport LCD Gauges, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, F-Sport , Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, F-Sport Dashboard, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, F-Sport Back Seat, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, F-Sport Center Console, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, F-Sport Dashboard, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, F-Sport Steering Wheel, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Standard Gauges, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Infotainment and HVAC controlls, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Center Console, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Drive Mode Selector, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250, Interior, USB Port, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250, Interior, Glovebox, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250, Engine, 2.5L V6, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250, Engine, 2.5L V6, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Trunk, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Raer Seats Folded, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Rear Seats Folded, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Raer Seats, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Lexus Enform Infotainment Screen, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, HVAC Controlls, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Steering Wheel, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Rear Door, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, front seat, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, seat controlls, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, seat controlls, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Interior, Front Door, Picture Courtesy of Alex L. Dykes 2014 Lexus IS 250 2014 Lexus IS 350, Exterior, Wheels, Picture Courtesy of Alex L. Dykes Zemanta Related Posts Thumbnail

 

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