By on February 14, 2011

Time was Toyota thoroughly redesigned its cars every four years. Then every five. And lately not even that often. Consequently, for its sixth model year the second-generation Lexus IS received just a few tweaks. The most notable: at long last all-wheel-drive is available with an engine torquey enough to take advantage of its additional traction, namely the IS 350’s 306-horsepower, 277-foot-pounds direct-injected 3.5-liter V6.

Six years ago the chunky-yet-athletic shape of the Lexus IS was fresh and at least mildly interesting. The bodysides could be slimmer, but the cab-rearward proportions clearly communicate that this is a bona-fide rear-wheel-drive sedan. Look closely and you might notice the changes to the front fascia. The new-for-2011 17-inch-alloy wheels could appear sportier, but by the same measure they could also be stodgier. Larger, more-aggressively-styled wheels that better fill the fenders are available from the factory only with rear-wheel-drive, though one set of eighteens is available as a $1,756 dealer-installed accessory.

Gray-stained wood—essentially wood for those who don’t really care for the look of wood—is the most notable change to the interior. It’s classier than the “aluminized composite” trim employed in the ultra-high-performance IS-F. Otherwise the interior is much the same, so it’s cleanly styled and quietly attractive. In general the ergonomics are very good, with large buttons flanking the touchscreen display. But as in other Toyota and Lexus cars the low placement of the digital clock makes it hard to find at a glance. Also, the buttons for the stability control and the transmission mode are obscured by the steering wheel. These would be much handier on the center console. Materials, and especially the optional soft and aromatic semi-aniline leather trim, generally befit the car’s $47,130 price.

Even after six years the driving position in the Lexus IS remains unexpectedly gangsta, with a tall instrument panel, small windows, and a relatively distant, relatively upright windshield. Certainly not a Camaro, but in that direction. This contributes to the sporty character of the car, but detracts from livability for shorter adults in the front seat and kids in the back seat. An additional compromise with all-wheel-drive: the floorboard bulges up beneath the driver’s right calf.

The front sport buckets remain very good, coddling on the highway and gripping tightly in curves. But this time around they required some fiddling before I felt comfortable—the two-way-adjustable lumbar bulge hit too high. Your back—and thus your experience—will vary. The back seat remains the tightest in the segment—even adults of middling size barely fit. This is probably the main reason people reject the IS.

Ironically, given the manufacturer’s reputation, some of my most enlightening driving experiences have occurred in Toyota or Lexus cars. I first experienced a high-winding DOHC engine in the 1984 Toyota Corolla GT-S. Afterwards, anything with just two valves per cylinder seemed antiquated. My first drive in the IS 350 back in 2005 wasn’t as revelatory, but it nevertheless indicated that direct-injection was the way forward. Hit the gas and the engine’s response was immediate and strong.

Six years is essentially an eon in the car industry, and competitors have more-or-less caught up with their own 300-plus-horsepower sixes. Yet the 3.5 in the IS, though apparently unchanged, remains best-in-class. The Infiniti G37’s 328-horsepower 3.7-liter V6 might be more powerful, but the Lexus mill is far more refined. Every noise the latter engine makes is one you want to hear—Lexus clearly spent a lot of time finessing it. To the detriment of fuel economy, my ears thoroughly enjoyed frequent trips to the redline. Need a hint of when to shift, if you opt to do this yourself? A ring of LEDs in the tach glows orange as the needle sweeps past 5,000 then turns red when it reaches 6,500. At 6,700 you’ll hit the rev limiter, and in manual mode the transmission won’t shift on its own. The 5.0-liter V8 in the IS-F kicks out another 110 horsepower, but in my week with the IS 350 I never felt the need for them. The 3.5 quickly accelerates the sedan to imprudent speeds and arguably sounds better, with less heard from the exhaust and more from the bits whirring away under the hood. Lexus claims a much quicker 0-60 time for the 350 than for the 250, 5.7 vs. 8.3 seconds.

Fuel economy isn’t much better than with the IS-F, probably because most of what the V6’s lesser cylinder count giveth the AWD’s shorter final drive, mechanical drag, and 176 additional pounds (for a total of 3,703) taketh away. My driving generally confirmed the EPA ratings of 18 city and 25 highway (vs. 20/27 with RWD). Especially aggressive driving sent the average (as reported by the trip computer) into the mid-teens. Go very easy on the gas and you’ll observe low-twenties in the suburbs.

A manual transmission continues to only be offered with the 2.5. Though not quite as smooth or as quick to respond to the paddles as the eight-speed in the IS-F, the IS 350’s six-speed remains among the best conventional automatics. It operates smoothly and usually selects the appropriate cog for the situation all on its own. I mostly employed the paddles to force the engine to sing louder or to provoke untoward reactions from the chassis.

Even on snow-covered roads I generally failed at the latter. In rear-wheel-drive form, the IS handles more safely and predictably than the Infiniti G37. Add all-wheel-drive and even when provoked the chassis rarely does something it oughtn’t. Yet handling is more lively than with many all-wheel-drive cars. Power through a curve—possible without wheelspin thanks to the AWD—and the chassis’s initial understeer transitions to mild oversteer. The relatively soft rear suspension Toyota / Lexus tends to specify in rear-wheel-drive models contributes—the rear rolls more than the front, progressively overloading the outside rear tire. Also a factor: said rear tire is, unlike in the rear-wheel-drive IS 350, the same size as the one in front (225/45VR17).

Like the IS-F, if not to the same degree, the IS 350 feelts like a big car that has been magically compacted. The interior dimensions and driving position clearly suggest you’re in a small car, but even without a big V8 in the nose the feel through the moderately heavy steering and cushy seat are of a serious, solid mass. This is good in some ways, not so good in others. A BMW 3-Series feels more agile and precise, and its steering, though lighter, provides more feedback. Lexus has refined the IS 350’s stability control system over the years. There’s still no way to entirely disable this system, but it doesn’t intrude as early or as obtrusively as it did six years ago.

An optional sport suspension is only offered with rear-wheel-drive. Though never harsh, and more absorptive and polished than the suspensions in key competitors, the IS 350’s standard suspension sometimes gets jiggly on roads that appear smooth to the eye. Drive the car very aggressively and there’s some roll and float. Overall, though, the suspension represents a very good compromise for those who’ll want to drive the car aggressively some of the time but who’ll want to relax during their daily commute. Noise levels are, in the Lexus tradition, low.

The $47,130 MSRP might seem high for a compact sedan. A comparably-equipped Infiniti G37x, with more power and more rear seat room, lists for $4,655 less. Even after adjusting for the IS 350’s slightly higher feature content (such as cooled front seats) and the significantly wider margins enjoyed by Lexus dealers the Infiniti retains a roughly $2,200 advantage, based on TrueDelta’s car price comparison tool. On the other hand, a comparably-equipped BMW 335i xDrive (did I get the insanely complicated nomenclature correct?) lists for $3,845 more, and adjusting for features and dealer margin widens this gap to about $6,000. So the Lexus is pricey compared to Japanese competitors, but a value compared to the Germans.

Now that the IS 350 is offered with all-wheel-drive, those unwilling to deal with the limitations of rear-wheel-drive in the snow no longer have to choose between settling for the torque-deficient 2.5 or buying something else. But should they choose the IS 350? The all-wheel-drive system benefits stability and traction without robbing the car of its essentially rear-wheel-drive character. Largely thanks to the excellent powertrain, but with some credit due the driving position and chassis, the IS 350 is a very enjoyable car to drive. On the other hand, when you’re not looking for excitement, it’s smooth (on most roads), refined, and comfortable—unless you’re jammed into the tight rear seat. Also, given six years to work out bugs and the model’s record to date, the small Lexus should be very reliable. In the end, the IS 350 is very much a compromise, neither as sporty as some alternatives nor as smooth-riding as others, but it’s a unique compromise that remains competitive despite the aging design.

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

Michael Karesh operates TrueDelta, an online source of automotive reliability and pricing data

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49 Comments on “Review: 2011 Lexus IS 350 AWD...”

  • avatar

    When I was car shopping in 2006 it was between a TSX, IS 250, and Volvo S40, all with a stick.  I wanted to love the Lexus.  The interior was nicest, I liked the exterior, it had lots of features, split the difference in the costs between the Acura and Volvo, and was RWD.  Unfortunately, the dealership experience was awful, the car was noisy, and that back seat was indeed cramped.  I got, and still have, the TSX.

    • 0 avatar

      The IS 250 is a dog. Even with a manual transmission and RWD it feels weak; I cannot imagine it with the automatic and AWD. They should have continued with a 3.0 for the base engine. If memory serves, the manual shifter also left much to be desired. The one in the TSX is much better.

    • 0 avatar

      @Michael:  Good to know about the IS 250’s shifter.  I could drive the TSX and Volvo with the stick, but Lexus did not have one stick shift on the lot.

    • 0 avatar

      +1 Michael; the Supra-sourced I6 in the IS300 was a sweetie. For a fat, old Lexus, my mother’s GS300 makes some lovely noises.

    • 0 avatar

      MK: Do you recall why/how the stick was lacking? Haven’t heard/read a single negative comment on the IS stick before.
      As to the 2.5L engine’s weakness, I think that’s your subjective call relative to the 3.x L engines out there that pump out 260-3xx horses. When you are accustomed to 300ish horses, a hundred less will surely feel wealk. Yet I am persuaded that 200 hp is the sweet spot that provides good power and fuel economy for real life driving – especially with a manual tranny. Who NEEDS 300 hp for sedans?

  • avatar

    The Lexus may be old, but the current 3-series (E90) dates back to 2005. The only real changes (besides a nip-tuck) are the introduction of the N54 twin-turbo motor in 2007, and it’s successor, the N55 for MY 2011. The fact that lexus added AWD to their 350 this late into the life cycle would seem to indicate that the current IS will be with us for at least two more years.

    On the plus side, not having a new model every 10 seconds seems to help stabilize resale values.

  • avatar

    The 335 might cost more, but (originally, with the twin turbo) didn’t hit it mid to high 4’s in 0-60?

    To me that would be worth the extra few $k (if you can stomach the repair costs down the road).

    • 0 avatar

      With RWD cars Edmunds reported 4.9 vs. 5.2:
      The BMW engine feels punchier at moderate RPM, but the Lexus engine subjectively feels and sounds better when wrung out. The BMW’s largest advantages are handling and rear seat room.

  • avatar

    Hated the feel of it – felt like I was driving a much larger car. The exterior styling has held its own quite well, and frankly I like it better than any other car in the class. The interior could be a bit more spartan to go with its sporting aspirations, but was fine, and franky better than the current A4, etc.
    I think redliner is probably right, 2 more years, and then it will move to the FT-86 platform which should be interesting.

  • avatar

    I’m kind of surprised you enjoyed it so much. I remember liking the C-class, TSX, and CTS a lot more.
    Maybe that “compromise” nature turned me off.

    • 0 avatar

      Did you drive the 250 or 350?I do give the IS some points for offering a unique driving experience the includes considerably more character than the typical Toyota or Lexus. The Mercedes is the one that seems bland to me–but then I’ve only driven the C-Class with its smallest engines.

    • 0 avatar

      I’ve driven both.  Shockingly, I slightly liked the 250 more than the 350 because it was less expensive and it didn’t seem to be trying so hard to be a BMW.
      I like the C-class because it’s the only car in this segment I’ve driven that seems more interested in being a luxury car over a sports sedan.  Heck, it even comes with a little hood ornament.

  • avatar

    I can’t figure out who this car’s intended market is: older customers will buy the roomier ES for about the same price, younger customers will want the 3-series or A4, and the gotta-have-a-Lexus leasers will get an IS250.

    Oh, and I hate the positioning of the AWD badge; it looks like an aftermarket stick-on.

  • avatar


  • avatar

    People compare this to a TSX? Really… I was thinking the TL given the power (and price) level.
    I do agree with you on the grey “wood” in the Lexus, looks so much better then the over done metal trim or horrible yellow wood most cars seems to come with. What happened to rose colored wood? Shouldn’t the interior be warm and inviting? This black/silver look is too cold, I think it got popular as the default “hi tech” look and thus is still around as each manufacture tries to prove they have the most toys installed.

    • 0 avatar

      The TL is a considerably larger car with a much roomier back seat. Even the TSX is larger.

    • 0 avatar

      +1 on interiors being inviting. I don’t want to feel like I’m in Professor X’s laboratory every time I strap my son into his car seat.

      Also, I can’t figure this out – is it actual wood, made to look not stereotypically woody, or is it not wood made to not look stereotypically fake woody?

      I’m curious, because a lot of ‘high end’ cars reviewed here seem to have fake wood, which strikes me as really terrible. Fake wood is for the sides of early ’80s TVs and interior paneling on mobile homes, not the IPs of $50k automobiles.

      Plus, it seems particularly bizarre given that my Saab 9-5, which was so roundly savaged for crappy interior materials, actually has got real wood! (And it’s definitely more inviting than a bunch of fake metal…)

    • 0 avatar

      Lexus and the Germans do not use fake wood. The stuff in Infinitis, Lincolns, and Cadillacs is often real these days, while that in Acuras is fake except in the RL.
      That said, the wood is so highly finished to make it durable that it can appear fake even when it isn’t.
      I didn’t initially realize that the material in the IS was wood at all not because of the shiny finish but because its grain is so subtle.

  • avatar

    I wanted to love it so much I actually signed on the dotted line in 2007, hoping to avoid the BMW 325Ci service experience.  AWD 2.5.  Pretty black sapphire.  Needed the top end of the engine rebuilt at less than 20k miles.  Cold start oil starvation resulting in cold start clatter.  Turns out mine wasn’t the only one and other Toyotas were affected as well.  Entire dash removed to chase rattle, compass in rearview mirror lost pixels.  These cars have had quite a few service campains over the years.  I was willing to get the Lexus origami with hopes of buttery soft leather and uber-reliability.  Turns out any German brand is just as reliable in terms of actual trips to the dealer for mechanical or rattle-type problems.  Granted, the service was great, but it’s still annoying. 

    I still think Lexus has a good thing going with this car – it’s sized perfectly for a lot of it’s domestic and international clientele and its got lots of nice features.  But in the end, if you want a Euro car, get it, because this “reliable” compromise might leave you questioning your choice.  Got a VW CC and haven’t looked back. 

  • avatar

    I’ve always really liked the IS – it still looks just as good as it did in 2005, and in my opinion is easily the best-looking car made by Toyota/Lexus/Scion/whatever. The interior is also fabulously well-finished if memory serves. Too bad about rear-seat leg room (it’s truly atrocious), and I’ve heard mixed reviews about the driving experience – this review is one of the more positive ones, actually. If they could take the engine, exterior, interior trim, and refinement of this car and combine it with the 3-series’ handling and the G37’s rear-seat room, you’d have nigh-on automotive perfection, I think. As it is I’d probably go for the Infiniti, BMW, or even CTS over this because of those two drawbacks. Going by sales figures many people seem to feel the same way.

    • 0 avatar

      “As it is I’d probably go for the Infiniti, BMW, or even CTS over this because of those two drawbacks. Going by sales figures many people seem to feel the same way.”
      There is also the facet of “how long do you want to own this car”
      A BMW is overpriced unreliable extremely well driving crap that is going to explode 50 miles after the warranty runs out.  Fuck, you cannot even put a regular car battery in one, you gotta go to the the freakin dealer so they can code some special bimmer battery with their magic machine so the battery will work with the car.  Not to mention you cannot even check the oil in one because there aint no dipstick.  But all that being said, if you merely want to rent a car for three years or four years however long the lease is and you view vehicles as disposable (obviously BMW does as well) then that is probably the route to go.

    • 0 avatar

      Dynasty – you are entitled to your view but my 328i is still running well with zero issues throughout its entire life. Also looking at TrueDelta data BMW’s are pretty reliable so lets move on from the out-dated “all German cars are crap and unreliable” mentality please.

    • 0 avatar

      Must put a big asterisk on the E90 being reliable–the 335 has a very well known common problem with its fuel pump.

  • avatar

    My dad’s got a 2006 IS220d(iesel). Even though it has only about 180 hp and just 4 cylinders it by far more kicks ass than the 250. Unfortunately the IS350 wasn’t and still isn’t offered in Europe – I guess for the reason why my dad wanted a Diesel: 30 €uro cents cheaper than gasoline a liter (make that $1.50 USD a gallon gasoline vs. diesel fuel) and you get a better resale value. Funny was the fact that he got the Lexus and a $21.000 USD (=17.000 €) car for me – at the same price as a BMW 320d with same equipment and back then, 14 HP less.
    However quality is amazingly poor considering the fact that my dad owned French (Peugeot) and Italian (Alfa Romeo) cars before. With no car we had to be in the shop more often than with our Lex. Seat belt, front seats, Keyless-Go, Xenon-Lights, rattling in the dashboard, 4th gear of the tranny pops out every now and then (funny – the engine is so silent, that you’re wondering – given that you’re on cruise control – why you’re getting slower…until you notice that the engine’s is reving at 4.800 rpm (its maximum) cause it’s thinking that the car is going uphill. Of course…you didn’t hit the clutch/brakes nor did you disactivated it so the stupid Cruise control tries to push the car forward by hitting the gas).
    Still, I (and I guess my dad, too) love the car for its torque, comfort, awesome seats and above all its awesome and unique exterior design that – especially in Germany where you see those boring C-Classes and “Dreier” all over the place – gets mostly pretty impressed reactions. Recently I was told that “it’s a pretty nice and awesome looking Hyundai” that I have there. =)

  • avatar

    Cool review. Glad you liked it, given the convertible.

    335i is not complicated.

  • avatar

    I have no clue on the AWD version as I would never buy AWD… unless I lived somewhere where it was needed more than 3 days a year.  And hey, I’d rather just take the day off from work anyways.
    But I think the IS350 is a damn good looking car, so what it’s been around since 2005.  I don’t think it is that well selling of a vehicle that you see ten on the way to work in the morning like a Mustang.
    I drove a 2006  a year ago or so, and found the handling to be pretty impressive (at least on the tour route the salesman navigated me on) And although I wasn’t 100% impressed with the steering feedback, the car has some good performance.  While it might not be as good as a performer as a 3 series, when the 3 series is not up on the lift at the dealer, the car is a bargain for what you get.  Pretty much corolla reliability, Lexus luxury and refinement, and 90% of the performance of a BMW.
    What more could you want? Besides more backseat room…

    • 0 avatar

      Dynasty – the IS is a good looking car and is reliable. The BMW though is a much better performer, more livable with unless there are only 2 people in your family and you have no friends or relatives to transport. The BMW is also reliable, just not quite as good.

    • 0 avatar

      Truth be told, I would rather own the 335i than the is350. And that is the coupe, not the four door.  The styling on the four door, while handsome, won’t age as gracefully as the coupe.
      However, my biggest issues with the 3 series are the standard run flat tires and lack of designed space for the spare, lack of oil dipstick tube, needing a special battery from the dealer. Insane maintenance intervals that do nothing for vehicle longevity. Yes, I know you can do maintenance on a more sustainable interval.. But I just view it as marketing tripe since most people who lease vehicles do zero maint. this was BMW’s way of getting people do do at least some, since it’s free.  And oh, we’ll just say the tranny is good for 100K with nasty old hydraulic fluid.
      From my viewpoint, and obviously a lot of other people as well.  If you plan on buying a vehicle to last 10 plus years with a minimal amount of headache, a BMW is not the way to go. And being able to look at the oil on the dipstick can tell a lot about the engine health.  Are their auto transmissions sealed too? or can you check the fluid level in those?
      To me, the 335i is that sexy call girl you can get for $400 for four hours. Yeah, she’s a lot of fun as long as your money is flowing (and god only knows what diseases she has).  But, an LTR with her is going to be an extremely high maintenance and costly affair.
      To me, the shortcoming of the 335i more than detract from its strengths compared to the Lexi making the is350 a better purchase.

    • 0 avatar


      You don’t need a special battery from the dealer. The battery does need to be coded to the car, but there are a couple of aftermarket tools that will let you do that yourself. The runflat tire issue is easily dealt with – replace them with convensional tires. I have NEVER in 25 years of driving upwards of 30K a year had to put the spare tire on any of my cars, so I am not worried about it in the slightest.

      The lack of a dipstick is stupid, I agree, as is BMWs (lack of) maintenance schedule. But nobody says you can’t change your fluids when YOU want to. The latter is why I ordered a NEW 328i Wagon, and would not even consider a used one. Plus the fact that I would never find a RWD wagon with a stick.

      And for everyone going on and on about the 335i fuel pump, BMW is warrantying the thing for 120K, did a voluntary recall to replace them, and changed suppliers. What more could they do? They found they had an issue, and they are fixing it.

  • avatar

    I am 2007 IS250 RWD owner.  Test drove a TSX, RX8, A4, 3-series and C300.  Passed on the 350 due to budget and mpg.  I was driving 25-28K miles a year.  Interior blew the TSX away IMO.  4 years of ownership and 97K miles later have resulted in one extra trip to the dealer for a dash rattle.  Had recalls taken care of during scheduled maintenance.
    The review is pretty spot on with the feeling of compromise – it doesn’t really excel at any one thing. but it can be Jekyll or Hyde to match your mood.  and yes my car is slow.

  • avatar
    Sam P

    I don’t care for the high beltline compared to the 3-series, but in all other aspects, this Lexus blows the current 3-series away.
    Don’t know why they took such a long time to add AWD with the big V6, when Infiniti has offered a G35x since 2004.

    • 0 avatar

      Really? Driving dynamics better in the IS than the 3? That is news to most people and journalists. Perofrmance better in the IS than the 3? I also didn`t think that was the case. So maybe the 3 has more than just bigger windows going for it.

  • avatar

    Imo, the G37 still has the best looking sheetmetal on the road in this segment, and the 335 has the best powertrain – this car seems to be a compromise of the two searching for a purchaser.  Not sure about the subtle dig at the safety and reliability of the RWD G37’s handling – my experience with the G37 is that it handles very well, but the engine and transmission seem to be using two different playbooks from time to time.

    • 0 avatar

      I am not sure you can call IS350 a compromise between the 335 and the G37, when it has the least interior room and the least performance.  The IS350 probably beats both in terms of luxury.  The only place where the IS350 slots in between the BMW and the Infiniti is price.

    • 0 avatar

      Oversteer is much less progressive with the rear-wheel-drive G37S than with the BMW and the Lexus. With the stability control off the rear end has a tendency to break away abruptly when accelerating out of a turn. This might be less of a factor without the Sport Package, which includes a limited-slip rear differential. An LSD is only included on the V8 cars with the Lexus and BMW.

  • avatar

    47K sure does seem high for something that looks like a Carolla with phat oversized tires and a leather interior with a sea of boring gray blah. The fact it took Lexus all these years to add AWD and not even bother to change the dull styling says they really don’t care and are still happy enough to ride on there previous coat tails of success. It seems this cars main virtues are quietness and the smooth responsive 6, features you can get elsewhere for less coin and more excitement in what is little more than a compact with a Lexus badge and features.

  • avatar

    Hm…if I wanted an AWD sedan and usable back seats at this price range, I’d probably get an A4. There’s literally no legroom in the back on an IS, I’ve sat in one (6’0″). The interior/exterior are comparable (sporty and conservative) but the A4 has much better fuel economy and rear leg room.

  • avatar

    Drove the IS250 AWD a couple times and found it too tight in front, with insufficient legroom in back.  RWD was a non-option for me.  Essentially I could not recommend the 250 with the tiny six over a TSX, which had a nicer engine with the same power rating, more room, at a much lower sticker.  The IS didn’t even have memory seats, which was odd.  Ultimately, a used 328xi served my purposes better.  The 230 HP six provides exactly the bump needed over the 200 or so in the IS250 and TSX and the interior space was much improved.  The IS350 AWD solves the power problem, but not the space issue, and at a premium over a 328xi or G37x it would be hard to recommend to anyone who didn’t just love it.
    I find it odd that Lexus hasn’t looked at employing a six closer to the 230HP in the 328, rather than just adding AWD to the IS350, which is overpowered for the average driver.  Infiniti figured this out with the G25.

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