Dave Moore.
The third generation Lexus IS range might have a drop-jawed look, but it covers all bases and proves that hybrids can be sporty too, says
THE second generation IS Lexus was launched in New Zealand in 2006, and apart from some tiny styling touch-ups, the one you could buy earlier this year is identical to the model released seven years ago.
That’s a long time in car years, almost two complete model cycles in fact, so we were expecting something of a jolt with the new car.
That jolt comes in the form of an almost cartoonish take on the ‘spindle grille’ introduced last year on the new GS range, with a jaw-dropping look about it that resembles Jim Carrey in one of his more astonished poses in The Mask. It looks a little over the top at first, but it does grow on you and though the fine detailing of the deep new intake is cut in two by the number plate, there’s no mistaking the new IS model for the old one.
Side-on the IS has an upsweep that courses from the rear doorsills to the taillights. The boot spoiler is a subtle, vestigial device moulded as part of the lid’s trailing edge.
The new IS is 80mm longer, 10mm wider and 5mm taller than its predecessor, with a 70mm stretch in wheelbase length in order to boost cabin space. As with every carmaker Lexus claims greater body rigidity, thanks to added bracing and the strategic use of spot welds, laser screw welding, and body adhesive. Apart from an all-new hybrid variant which uses what is effectively a Camry hybrid engine mounted sideways and driving the rear wheels, the IS series engines are the same as they were before.
The 2.5 and 3.5-litre DOHC V6s carry over, the IS250 offering 153kW and 252Nm of torque, and the IS350 with 233kW and 378Nm. The IS250 uses the same six-speed automatic as before, while the IS350 gets the eight-speed directshift automatic developed for the IS F. The eight-speed unit uses ‘‘G-force Artificial Intelligence’’ in Sport mode, which can slot into a gear and go into torque-converter lockup depending on input from a G-force sensor. The IS250 consumes 9.2 l/100km on the combined cycle, while the IS350 needs just half a litre more for the same exercise.
The hybrid IS300h is powered by an Atkinson-cycle 2.5 litre inline four and has access to combined respective power and torque outputs of 164kW and 300Nm, consuming just 4.9L/100km of petrol on the combined cycle.
The IS300h’s CVT has six stepped pre-set ratios which, as with the other ISs’ transmissions can be shifted by way of standard wheel-mounted paddles. Lexus is sufficiently confident of the new hybrid that its only diesel car – the previous IS220d, designed for Europe – has been dumped.
The underpinnings have been refreshed for the third-generation IS. While it’s a similar double wishbone design up front to the previous car’s, there are new springs, dampers and anti-roll bars to enhance handling and body control.
At the rear, the suspension setup is all-new and developed from the design introduced for the new GS range last year. The rear springs are now separated from the dampers on the multi-link setup to improve boot space, without compromising on handling.
Lexus has noted that the new suspension improves handling grip by 15 per cent in cornering grip, with the F-Sport and Limited IS variants offering electronically adjustable dampers. The good news is that hybrid proponents can order their IS300h models with the same F-Sport and Limited packs.
On the braking front, the IS250 and IS300h each use 296mm vented front discs and 290mm solid rear discs, while the IS 350 uses 334mm vented front discs and 310mm vented rear items. All three cars have electrically-assisted steering.
The F-sport models have a centre-console mounted drive mode selector which allows, Normal, Eco, Sport and Sport + settings which alter transmission shift mapping, eases or increases the intrusiveness of the car’s stability control protocols and that of the adaptive suspension, while adjusting power-steering effort, and the steering ratio.
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