THERE are really only three brands synonymous with the compact-executive market – in South Africa, at least. Long have Audi, BMW and Mercedes-Benz sat on the throne while all challengers have fallen by the wayside.
Having chased the triumvirate for some years now, Lexus has evolved and sharpened the IS to a point where the new IS350 (for now the only model it plans to make available in South Africa, in three trim variations) represents a genuine threat to the Teutons – especially at this R500 000 price point where Lexus has specced the EX version to the hilt.
Redesigned from the ground up, the IS boasts edgier styling thanks to the multitude of angles on the outer panels and sharper lines. The design divided the CAR team, but all were in agreement that the fussy headlamp arrange-ment, hourglass grille, up-swept side sills and triangular theme to the rear end turn the IS into a head-turner.
Inside, it’s more familiar terrain, because it shares styling cues with the GS (see the road test of the GS450h in September 2012) and features with Toyota models like the Auris and Verso (most notably the layered facia and mostly sombre setting due to the multitude of dark surfaces). The driving position has been improved from the previous generation; it’s now lower and further to the rear.
While everything from the stitched-leather upper facia and door panels to the well-bolstered front seats and solid thud of the doors speak of segment-satisfying quality, unfortunately there’s an inconsistency in the texture of non-leather panels in the front of the cabin. One of our team described the black plastic housing surrounding the audio controls as resembling an ‘80’s hi-fi and that it sits uncomfortably next to the more modern leather and metallic elements.
But those are minor distractions once you’re behind the thick-rimmed, multifunction steering wheel that, thanks to the improved driving position, can be positioned lower than before and adds an element of sportiness to the occasion.
Despite being longer and wider than before, the optimised driving position has resulted in compromised accommodation for rear-seat passengers. The IS failed our sit-behind-self test, with half the team (never mind the taller testers) struggling to get settled on the bench. This does, however, mean that the boot is quite accommodating and, thanks to 60:40 split rear seatbacks, there is up to 912 dm3 of utility room available as well.
That aside, the cabin’s standout aspect is its long list of standard features, including eight-way electrically adjustable, heated and ventilated driver and passenger seats, a touch-and-slide-function dual-zone climate control, an updated version of the Lexus multimedia system – complete with “mouse” and cursor – and eight loud-speakers, as well as auto-on headlamps and wipers and a park-assist system with rear-view camera. ABS with EBD and VSC keep the IS350 on the straight and narrow, while dual front, knee, side and curtain airbags, as well as belt pretensioners on the front pews, keep occupants protected.
Initially, the IS350’s V6 engine doesn’t sound particularly inspiring – even on a cold start, when powertrains tend to run slightly noisier, there’s no indication of the performance potential at hand. However, once peak-operating temperatures are reached and the engine speed builds, one of the IS350’s most surprising aspects comes to the fore. The throaty thrum emitted by the tailpipes is enhanced for those occupying the interior, as engineers have piped more induction noise into the cabin. Some hardcore enthusiasts frown upon this sort of trickery, but with forced induction becoming more common and subdued engine and exhaust notes the order of the day to stay in line with environmental legislation, it’s a welcome addition, even on
a normally aspirated car.
So, without the aid of forced induction, the V6 employs variable valve timing to take peak outputs up to 228 kW and 375 N.m of torque. The figures are right in the ballpark for this segment. The IS transmits its power to the rear wheels via a smooth-shifting eight-speed automatic transmission derived from the previous generation’s halo model, the ISF.
For the record, the IS350 managed to sprint to 100 km/h from zero in 6,34 seconds, which is only fractionally slower than the 335i’s time, and its overtaking-acceleration figures were not far off either, with 80 km/h to 120 km/h coming up in slightly less than four seconds.
Another element that plays into the IS350’s favour is that, despite its straight-line verve, there is no real compromise in ride comfort. Over the wide variety of surfaces covered by the CAR team during the IS350’s two-week tenure with us, the cosseting nature of the double-wishbone front and multilink rear suspension meant that the Lexus performed all tasks exemplary.
Ultimately, and this is the only area in which we feel that the Lexus cannot quite match the 335i and A4 3,0T FSI, the IS350 isn’t as dynamic in the twisty bits. While the suspension features all the right com-ponentry, it’s grip levels are significantly lower than those two cars’.
Test Summary
While the IS350 certainly isn’t perfect, neither are its rivals. Which places it on an even footing and casts a spotlight on pricing. The IS350 is a huge R67 000 cheaper than the 335i and comes loaded with features. Although the Lexus lacks some point-to-point brilliance and has a thirstier engine/transmission combination than we’d like, and it’s cabin isn’t quite as spacious as it should be, it more than makes up for it in terms of ride and refinement. And, let’s not forget that its rivals can’t touch the generous standard specification.
Based on these points, we’d pick the IS350 over its rivals here. Surprise, surprise! It’s time to move aside, Teutonic trio … at least until the arrival of the new Mercedes-Benz C-Class.
