LEXUS IS-F

WHILE MOST MODELS ARE KNOWN FOR PANACHE THE IS-F SEDAN IS ALL ABOUT PACE

When you use your nation’s most historic motorsport venue to develop a ground-breaking sports sedan, it would be only fair to pay tribute to that place when naming the vehicle. The Lexus IS-F was based on the ultra-conservative IS350 but with twice the power and abundant attitude. About the only element of drear it wasn’t able to shake was the shape, but some anonymity could work in its favour when radar police were looking for targets.

US buyers were the first to see the IS-F when it debuted at the Detroit International Auto Show during January 2007. Parked beside it and stealing more than a little limelight was the 10-cylinder LF-A Supercar, but even so the IS-F turned a lot of heads and filled order books.

The shape was chunky and purposeful, with more attention to downforce than had previously been the case with Lexus designs. Disrupted aerodynamics couldn’t match the sleek 0.28 delivered by the IS350, but improvements to straight line and mid-bend stability had to come from somewhere.

The V8 engine developed 311kW and peak torque arrived at a Honda-like 5200rpm. This was a car that encouraged drivers to make frequent use of the paddle-shift, eight-speed transmission.

Aiming to attack BMW’s M3 V8 and various AMGs demanded chassis tweaking to the max; a task handed to eager engineers who got to test their designs through rolling curves on the Toyota-owned Fuji Grand Prix circuit. Hence the stylized ‘F’ symbol which acknowledges Fuji’s role in its design.

Up front were double wishbones plus coil springs and struts said to have the resilience of railway lines. Owners over the years may have engaged a suspension specialist to fit different components and dial out some of the car’s inherent harshness without hurting the handling.

Tyres play a part too and, in a country, not renowned for marvellous roads, the 19-inch rims with 40 Profile front and 35 rear rubber will transmit lots of road shock. Braking should generate no complaints though, with massive, drilled rotors and Brembo calipers.

Inside and considering that Lexus must have cut a few corners to keep the initial price at less than $130,000, the IS-F is spectacularly equipped. The seats are covered (of course) in quality leather, heated and infinitely adjustable. They do offer decent lateral grip, but the bolsters aren’t too confronting for more mature body shapes.

The paddle shifters reportedly react in a tenth of a second, with a technologically generated ‘blip’ to smooth down changes.

Performance for those owners happy to allow 311kW off the leash is astonishing, with 0-100km/h taking 5.1 seconds and 0-400 metres 12.7 seconds. Traction control and a Torsen-type differential make post-2009 cars more stable and sliced two seconds off the previous versions’ Fuji test track times.

Anyone who bought an IS-F to make money would be seriously distraught. However, a 70 percent value decline is good news for those now able to snare an amazing car for very reasonable money. Early IS-Fs that have plunged to around $50,000 and you can slash that by a further $15k if you’re happy to take a chance on one that’s travelled more than 200,000km.

BODY & CHASSIS

These are a fast car and sit low to the ground, so look carefully for damage caused by contact with gutters and speed humps. Poor crash repairs will seriously affect retained value and it is essential to have a car like this checked on a hoist by a professional. ‘Cut and shut’ repairs can be detected by inspecting the roof behind the windscreen for paint inconsistency and underside for indications of recent welding. Lexus build quality ranks with the world’s best, so inconsistent shut lines between bonnet and mudguards or doors that don’t sit flush indicate a car that is best ignored. Headlights could by now be losing their shine and replacements can cost $800 each.

ENGINE & TRANSMISSION

The Lexus V8 is complex and must have been serviced properly and on time ever since the car was new. That doesn’t necessarily mean 10+ years with the same dealer but certainly a complete service book with invoices for any work completed. After test driving, switch off and listen for hissing and gurgles from the cooling system and look for coolant leaks. These are cars with a shot at collectible stardom and those with the lowest documented distances are worth extra money. So are the ones with cluedin owners who have accumulated stocks of genuine spares to keep their IS-F running once dealer parts stock runs dry. The transmission should be ultra-smooth and upshift manually under full throttle without jolting.

SUSPENSION & BRAKES

An IS-F that wanders or pulls may simply be a victim of incorrect tyre pressures or it could be suffering suspension damage. Look initially for inconsistent tyre wear patterns front and rear, then damage to those big rims, especially on inner edges. Listen while driving at low speeds for creaks and knocking, especially on full lock. A professional inspection will be needed to identify collapsing struts and clapped-out bushes, all of which will cost significant money to replace. The same cautions apply to brake components which must be replaced with quality pads and rotors to maintain high standards of brake performance.

INTERIOR & ELECTRICS

So much complexity, so many electrical devices and functions accessed via the dash-mounted monitor; some that owners will never use. However, if every one isn’t checked you can guarantee it will be something important like cruise control or the fuel usage display that doesn’t work. Airconditioners in early cars could be starting to struggle and need some costly repairs, so check that within 30 seconds of the a/c being activated the vents are gushing chilled air. Wear to the leather seat bolsters is common and easily fixed but dash and console damage denote a neglected car.