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Driving Impressions

It didn't take much driving for us to notice the Lexus IS is nicely balanced. This is especially true of the IS 350 C, which has a 52/48 weight distribution, front to rear. It transitions from side to side with minimal body roll, and sharp brake/throttle/brake applications don't create appreciable front-end dive.

Steering, delivered through an electric power-assisted system that had been something of a sore point when the IS was introduced, has been revised with new programming priorities. The advantage of electric power steering is that it reduces energy consumption, yielding a 3 percent fuel economy improvement over conventional hydraulics. But in the context of a sports car, the steering felt numb and over-assisted. For 2009, the steering system has been revised for quick turning, 2.9 turns, lock-to-lock, and an overall ratio of 13.4 to 1. During an afternoon driving inland from the San Diego area, we thought the steering felt more connected at higher speeds, with better on-center feedback at low speeds. Steering might not be as positive as that in a BMW 3 Series, but it takes less effort at low speeds, and the difference between the two seems less than ever.

Taken together, the changes for 2009 enhance ease of operation, so it's more possible than ever to enjoy an IS in relaxed driving. It's a quick, taut car, but not so severe and compelling as to require the driver to prove himself in every corner, although the IS F might be an exception to that. Still, on the highway, in traffic jams, and crowded roads, any IS can be a serene cocoon. We found that there is hardly any road noise coming through the tires, very little vibration at the wheel and pedal, steering is light and easy, and wind noise is kept to a minimum. We found the standard audio system sounded great in this quiet environment, and it was easy to carry on a conversation in a quiet tone of voice.

The front seats blend luxury with performance. They are secure and supportive, but not overly firm, and 10-way adjustable. We found they were comfortable even on a daylong drive, at least for our average frame. The seats are mounted on a fairly long seat track to provide 44 inches of front legroom for taller drivers, but at the expense of back-seat accommodations.

Rear-seat access is reasonably easy. We found generous hip room, but not much legroom, in the back. The rear seat is rather upright, with two deeply dished seats at either window. The seating for a fifth passenger would be on the hump. Although there is a headrest and seatbelt set for the middle seat, it's clearly designed for temporary use, or possibly a car seat. All things considered, we would say the Lexus IS is a car comfortably built for driver and passenger, plus two more on occasion.

The instrument panel is also telling: The gauges are brightly lit, located front and center, dominated by a 160-mph speedometer and 8000-rpm tach.

The IS 350 is not a hugely demanding car to drive. There is ample torque throughout the rev range, so throttle management is a relaxed process under all but the most critical circumstances.

The automatic transmission is remarkably intuitive about sensing driver throttle demand, so when asked, it holds onto a gear past 5900 rpm, and perhaps more importantly, downshifts when appropriate. When we took control ourselves via paddle shifters, the car becomes more like riding a motorcycle, demanding more attention and a willingness to manage the revs. We don't think we would use the paddle shifters on an everyday basis. On a winding mountain road, we found paddle shifting was fun for a while, but we're not sure it was all that much faster.

We drove an IS 250 with manual transmission around the Willow Springs road racing circuit in Southern California. We found the six-speed manual's shift pattern took a while to get used to, particularly middle-gear downshifts (fourth to third).

The IS 250 is equipped with a 2.5-liter V6 engine that delivers 204 horsepower at 6400 RPM and 185 lb.-ft. of peak torque at 4800 rpm. The IS 250 gets an EPA-rated 21/29 mpg City/Highway. The IS 250, manual or automatic, is a fun car to drive. But it's clear that the IS 350 is the faster car by a large margin. Not only does it have more power, but it has bigger brakes and more aggressive rear axle gearing.

Driving the IS 350 on the track, it was easy to top 100 mph and more. We were easily able to overtake IS 250s, regardless of transmission or configuration. The IS 350 has a 3.5-liter V6 that makes 306 horsepower, 277 lb.-ft. of torque, and can hit 60 mph in just 5.3 seconds.

We never had the IS F on the track simultaneously with the IS 250/350 sedans, but it would surely constitute an exponential leap in performance. Top speed is electronically limited to 168 mph, and the car is capable of accelerating from 0 to 60 mph in 4.6 seconds. The IS F comes with Y-rated tires, a stiffer suspension, 8-speed transmission and a full-throttle exhaust note that will curdle blood. The IS F is just over three inches longer than the IS 350, in order to fit a 416-horsepower, 5.0L V8 engine under the hood. Even with the V8, the IS F gets an EPA mileage rating of 16/20 mpg.

The IS 250 AWD, the slowest and heaviest of the IS cars, has a weight penalty of some 220 pounds over the RWD automatic model. That said, the AWD can still do 140 mph and 0-60 in 7.9 seconds, and offer all-weather performance in places that see significant rain and snow. The AWD is the only IS model that offers heated front seats for colder climates.

The multi-link rear suspension, new for 2009, feels a little more ride friendly than we recall from the original IS, a bit more compliant on jounce, but about the same when it comes to road-holding and lateral transitions.

We found that the IS 350 brakes offer strong, straight stops and inspire confident driving. Light pedal pressure brings lightly progressive slowing but it's possible to invoke immediate stopping power with just a bit more pedal. The system is built around four-wheel disc brakes; the IS 350 gets four-piston front calipers. The tires are one size smaller in the front than the rear, which enhances steering response and the braking power of the front discs.

For emergency stopping, there is a four-channel ABS system, plus six different electronic systems assisting with traction, stability, and emergency control. These systems are unified by the comprehensive stability control system Lexus calls VDIM (Vehicle Dynamics Integrated Management) that makes electronic intervention much less obtrusive than any of the usual safety systems alone. We didn't invoke the VDIM, but we have tested it in controlled circumstances in other Lexus vehicles, and we know how well it works. In an extreme emergency, VDIM can actually lock individual wheels to force a car through a turn it would never make by driver intervention alone. And it can do it without scrubbing off much speed. VDIM is billed as a safety system, and it is, but it brings such hugely effective handling enhancements we think it could be considered a performance system as well. The system is switchable, but VDIM is so much less obtrusive than stand-alone stability control that there are few occasions when we'd feel the need.

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