Lexus IS

he 2006 Lexus IS features crisp, aggressive styling backed up with new suspension and new engines to compete in the entry-luxury sport sedan market.
Last year at the 2004 New York International Auto Show, Lexus promised more style and performance for the next-generation Lexus IS, in direct response to the wishes of existing Lexus owners.

At the same time, Lexus unveiled the LF-C Concept, the third in a series of concept vehicles to showcase a new design direction that Lexus refers to as "L-Finesse." The 2006 Lexus GS that debuted early in 2005 was the first production Lexus with L-Finesse styling, and the new IS embodies even more, well, finesse.

Call it style; call it personality; call it what you will: The new Lexus IS has an edge that the ultraconservative styling of the first-generation IS did not. And that edge carries over into the performance and driving experience.

There's a New Kid in Town
A common critique of Lexus models goes something like this: While they are precisely executed and perfectly functional, most are devoid of any passion or any level of engagement in the driving experience.

Lexus has not taken away any of its hallmark precision and functionality from the IS, but the luxury marque of Toyota has added a level of passion for the driving experience. Beginning with the design, the new IS has an elegant, sharp edge. It's sporty, but not too in-your-face, resulting in a lot more style and attitude than the previous-generation IS.

While longer, wider and offering more interior room than the previous version, the design is also more efficient, achieving a low exterior drag coefficient of only 0.28, which helps improve fuel economy. The impressive aerodynamics include carefully shaped body lines, a subtle ducktail shape to the trunk lid, and even a specially shaped "air kick" element to the upper edge of the taillights.

Looks Good, But How Does It Drive?
With two all-new direct injection V6 engines, the new IS has the performance hardware to back up its sharper style. The IS 250 is powered by a 2.5-liter V6 that delivers 204 horsepower and 185 lb-ft of torque, although at a relatively high 4800 rpm. The IS 250 is available with either a 6-speed manual transmission or a 6-speed automatic. All-wheel drive is offered with the automatic transmission only.

The more powerful IS 350 gets a new 3.5-liter direct-injection V6 that is smooth and strong, delivering 306 horsepower and 277 lb-ft of torque—coupled with a new 6-speed automatic transmission that is perfectly suited to exploit the power of this new engine. Whether shifting manually or leaving it to the software, the performance is excellent.

However, with no 6-speed manual transmission offered in the IS 350 Lexus might lose hard-core sport sedan buyers; both the Infiniti G35 and the BMW 330i offer 6-speed manuals.

Our first driving experience with the 2006 IS was an IS 350 equipped with sport suspension and the 18-inch wheels and tires. The strong 3.5-liter engine delivers crisp acceleration, and the new 6-speed automatic is very smooth. At anything less than full throttle the shifts are nearly imperceptible. Pushing down hard on the accelerator pedal at 60 mph shifts the transmission directly from sixth gear to third gear, propelling the IS to 80 mph in the blink of an eye.

Inside with the windows closed, occupants experience a nearly silent engine, and the idle is so smooth it's difficult to detect whether the engine is running. Outside, however, the direct injection actually makes the engine a little noisier than current Lexus engines. For those who prefer hearing a little more music when the engine is working, a high-performance exhaust system will be offered as an accessory.

The transmission has a sport mode, meaning it can be shifted manually with either the shift lever or paddles positioned behind the steering wheel.

The sport suspension is taut, perhaps a little too stiff for everyday driving, but perfectly suited to the twisty canyon roads. The well-balanced chassis provides predictable handling.

The new front and rear suspension systems are designed to maximize dynamic wheel alignment. In other words, the suspension keeps the wheels pointed in the right direction even under heavy cornering loads. The front suspension utilizes double wishbones with a high-mount upper control arm, combined with a multi-link rear suspension designed to make the IS stable and fun-to-drive.

Vehicle Stability Control (VSC) is standard on all trim levels, and the Vehicle Dynamics Integrated Management (VDIM) system is optional on IS 350. VDIM takes input from a series of sensors and integrates electronic throttle, traction control, ABS, electronic brake force distribution, VSC, and EPS. It is programmed to allow drivers to push the handling limits of the IS before VDIM applies braking, throttle and steering assistance.

The electrically assisted power steering is better than we expected, based on a very short drive we had a few months ago in the GS, which also has electrically assisted power steering. The IS has crisp, precise turn-in with true steering feel and input throughout a corner. The new IS also employs more powerful brakes, which inspire confidence via a consistent, linear feel that is easy to modulate.

We also drove the IS 250 with a 6-speed manual transmission. After driving the IS 350, which is a tough act to follow, the IS 250 felt a little underpowered. In all fairness, we were driving on twisty mountain roads and, based on the high take-up point for the clutch, the car had been driven hard by other journalists during previous press events. In more moderate road conditions and with a little less wear-and-tear the results might have been better. But the engine is rated at 185 lb-ft of torque at 4800 rpm, which is a fairly high engine speed for maximum torque—the torque is probably less at a lower rpm.

The IS 250's suspension is definitely softer than the sport suspension, but it still feels very controlled and predictable—even with a little more movement over bumps and a little more body roll in the corners.

While the automatic transmission in the IS 350 is as good as any we have experienced, the manual transmission in the IS 250 seems a bit vague during gear changes. The shifter feels more like a Camry than a top-level sport sedan.

Interior Styling Includes More Luxury
Lexus is leaning more toward sport than luxury with the IS, using a two-car strategy that positions the ES 330 as the choice for buyers who prefer a higher level of luxury.

On the inside, the 2006 IS still moves slightly more toward the luxury side than its predecessor. Although the interior is not as sporty and unique as it once was, the cabin has a definite style, with the language of the exterior carried throughout, particularly in the door panels and armrests.

The previous-generation IS had chronograph-inspired gauges and center stack. The new IS has more traditionally styled electroluminescent gauges, and the center stack offers a more luxury-car feeling with dual-zone automatic climate control and an optional Mark Levinson Premium Audio System with 300 watts of power and 14 speakers.

Other standard features include push-button start and a tilt/telescope steering wheel, while options include HID headlights, an adaptive front lighting system, Dynamic Radar Cruise Control and heated/ventilated front seats.

Worthy Competitor
Lexus feels they have hit the mark with the new IS, and are ready to challenge the existing players in the near-luxury sport sedan segment. While the previous car was popular with a small group of enthusiast owners, the new IS has style and performance on par with or above the competition.

The IS goes on sale sometime in October, with Lexus projecting annual sales of 40,000—a very aggressive number when compared to sales of less than 1,000 per month for the outgoing version. Pricing will be announced later in the summer.