Lexus IS
Advice on buying the best.
The Lexus LS400 shocked the luxury car establishment in 1989 with its blend of high-end engineering and refinement intended to beat the Mercedes S-class and its ilk at their own game. A decade later, Lexus took aim at the fiercely competitive compact executive sector, launching the IS saloon to challenge the market dominance of the BMW 3-Series, Mercedes C-class and Audi A4. Launched at the 1998 Geneva Motor Show, the IS200 went on sale in May 1999 and attracted enough orders for a two-month waiting list, something that boded well for this ambitious newcomer.
The recipe was a simple one: contemporary styling, plenty of luxury kit to tempt buyers and a depth of engineering that saw the new model top reliability surveys of the day. The range was broadened two years later with the introduction of the more powerful IS300 and an additional body style in the shape of the Sportcross estate.
In November 2005, the second-generation IS was ready to go on sale. Launched at the Geneva Show in May the same year, in saloon form only this time around, there were extensive revisions to the styling inside and out, plus a much-needed diesel engine, the lack of which so far had hampered the model’s appeal to company car drivers.
The third-generation IS would introduce hybrid power, but here we are concentrating on the first two generations only.
Trim & equipment
Buyers opting for an executive saloon from the big German marques were used to being forced into raiding the options list, but Lexus did things a bit differently. For the first generation, all IS200S came equipped with niceties such as climate control, a highquality sound system with a six-disc CD changer, ABS and traction control, along with all the usual convenience features.
The range kicked off with S trim at a competitive £20,500, with the SE bringing yet more kit for £22,000, while the range-topping Sport cost £23,000 and added a limited-slip differential. The IS300 and Sportcross were also well appointed, with electric leather seats, an electric sunroof and climate control as standard, while the LE model of November 2003 was even more richly specified with the likes of xenon lights and eight-speaker audio; with an autobox, it cost £26,865. The SE also gained standard satellite-navigation from February 2005.
Lexus was equally generous when it came to the second-generation IS, with all models coming with climate and cruise control, keyless entry and 16-inch alloy wheels, along with eight airbags and a raft of electronic braking and stability systems. The range spanned from the entry-level IS250 at £22,400 through to SE and SE-L trims.
Both petrol and diesel models could be supplied in Sport trim from April 2006, while the IS250 SR from May 2006 added a bodykit and bigger alloys. There were more changes for the 2009 model year, when trim levels became SE, SE-I and SE-L and additional equipment was supplemented by Vehicle Dynamics Integrated Management ( VDIM) which controlled the arsenal of safety systems, plus there was a choice of option packs. At £1825, the Satellite Navigation Pack brought a touchscreen display and a 13-speaker hi-fi, while splashing out £2710 on the Multimedia Pack included a superb 14-speaker Mark Levinson audio system.
In March 2010, F-sport trim was added, apeing the IS-F super saloon, comprising lowered suspension, a boot spoiler and 18-inch alloys, with revisions across the range adding the likes of hard drive-based navigation and DAB audio.
Finally, in January 2011, Lexus introduced Advance trim, which was essentially an SE with extra kit including the HDD navigation and a rear parking camera. Available on the IS250 and IS200D, it cost an extra £340 and £130 respectively compared with an SE.
What goes wrong
Lexus prides itself on its reliability, a record borne out by numerous customer surveys. The IS200’S straight-six can cover stratospheric mileages with regular servicing, and fresh fluids and consumables every 10,000 miles should keep it fit today. One weakness is the cambelt, premature failure of the tensioner allowing the belt to move and wear away against the lip of the camshaft pulley, with potentially disastrous consequences. Belt condition can be inspected by undoing a few 10mm bolts securing a cover above the pulleys, but changes every six years/60,000 miles are wise and cost less than £400 at a specialist. The water pump should be changed at the same time as it’s prone to leaks, and it’s worth inspecting the radiator for escaping coolant. Otherwise, just check for warning lights, misfires or a lumpy idle that point to ailing ignition coils or oxygen sensors.
The larger IS300 motor is considered bulletproof, but you’ll still want to see a fat wad of maintenance bills given that the last of these are more than a decade old now and will almost certainly have left the dealer network.
The IS250’S V6 is equally trouble-free, with fresh oil and a filter every 10,000 miles preventing any issues with the timing chain. Some owners complained of rattles from the VVTI mechanism, but it doesn’t appear to lead to anything worse. It’s worth checking that the spark plugs have been renewed every 60,000 miles – the inlet manifold needs to be removed to reach them.
The diesel is less well-regarded, with some specialists reckoning they’re best avoided. Not as refined as you’d expect, diesel injector issues and premature head gasket failure saw Lexus repairing/ replacing a number of engines under warranty. Then there’s clogged EGR valves and failing DPFS landing you with big bills. A new DPF costs almost £1300 from Lexus, and while aftermarket items are around half that sum, it’s hard to make a case for the oil-burner unless maximum economy is essential.
It’s worth bearing in mind that various mechanical parts can only be sourced from Lexus and are often far from cheap, so avoid any examples that have been run on a shoestring. At the very least you should haggle hard if repairs or replacement parts are likely.