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Photo: Trevor Hofmann, Canadian Auto Press |
Along the way Lexus has helped to redefine exactly what luxury is, making personal service and reliability as important to premium buyers as leather-lined opulence and technological leadership. The J. D. Power and Associates 2014 Vehicle Dependability Study, which examines reliability of three-year old models, names the 2011 Lexus ES 350 the most dependable Compact Premium Car, the 2011 Lexus RX the most dependable Midsize Premium CUV, the 2011 Lexus GS the most dependable Midsize Premium Car, and the 2011 Lexus LS the most dependable Large Premium Car. The only reason the sportier rear- and all-wheel drive
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Photo: Trevor Hofmann, Canadian Auto Press |
While
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Photo: Trevor Hofmann, Canadian Auto Press |
That
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Photo: Trevor Hofmann, Canadian Auto Press |
Like the exterior, the new IS boasts significant wow factor inside. Where the outgoing second-generation IS was criticized for being too conventional in cabin layout and style, a seemingly kneejerk reaction to criticism the company received after launching the visually confusing interior design of the first-generation IS, this new one is just right. It pulls numerous cues from other more recently updated
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Photo: Trevor Hofmann, Canadian Auto Press |
The seats not only look fabulous, but are extremely comfortable. This is the case with all Lexus vehicles, the IS seats sportier with better lateral support than those in the ES, per se. The leather is top-grade, contrast stitching attractive and perfectly sewn, not to mention matching the stitching on my tester’s optional perforated leather-wrapped sport steering wheel. This is a gorgeous piece of work, and it feels oh-so engaging in the hands. All redundant controls are within a thumb’s
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Photo: Trevor Hofmann, Canadian Auto Press |
Down on the lower console next to a button for defeating the stability control and one named Snow for applying reduced throttle response during slippery conditions,
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Photo: Trevor Hofmann, Canadian Auto Press |
Two engines are available, the base IS 250 utilizing a 2.5-litre V6 capable of 204 horsepower and 184 lb-ft of torque and the IS 350 that uses a 3.5-litre V6 to make 306 horsepower and 277 lb-ft of torque. I’ve driven the former and it’s a smooth, refined powerplant that doles out decent performance, albeit a bit low compared to the class average, whereas the IS 350 loaned to me for this test was everything
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Photo: Trevor Hofmann, Canadian Auto Press |
If you want Lexus’ state-of-the-art eight-speed automatic, opt for the IS 350 in rear-drive trim, the all-wheel drive model and both rear- and all-wheel drive IS 250 models incorporating the brand’s six-speed unit. There’s nothing wrong with the six-speed, as I was reminded during my IS 350 AWD test, but the eight-speed gearbox is much the same as used in the shockingly good IS F super sedan that sadly has yet to be replaced in this new generation IS, delivering lightning quick shifts between shorter initial intervals plus taller final drives for improved fuel economy. In short, it’s a better,
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Photo: Trevor Hofmann, Canadian Auto Press |
Giving my particular IS 350 a little more bite around the corners was the inclusion of the F Sport package, which increases the size of the AWD car’s wheel and tire package from 225/45R17s to 225/40R18s in the front and 255/35R18s at the rear, the same as with the stock IS 350 RWD, although special F Sport wheels are included. Additional F Sport features include a unique grille insert, an F Sport aero package, the deletion of the front fog lamps in order to integrate a revised front fascia, F Sport scuff plates, that gorgeous three-spoke F Sport steering wheel I mentioned earlier, as well as the Full TFT instrument cluster that Lexus dubs “LFA” in
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Photo: Trevor Hofmann, Canadian Auto Press |
Instead, ahead of the F Sport package there’s a Premium package for $2,800 that includes a set of 18-inch rims as well as a leather-wrapped heated steering wheel, heated and ventilated front seats, a backup camera, a powered moonroof, and the same rear seat side airbags, rear centre armrest and 60/40-split seatbacks as the F Sport package. Alternatively you can combine the two with the $6,800 F Sport Premium package, upgrade to the $7,500 Luxury package, take another step up to the $9,200 richer F Sport Executive package, or go for the gusto by adding the $9,850 full
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Photo: Trevor Hofmann, Canadian Auto Press |
From a practical standpoint all IS models deliver more interior space than their predecessors, especially in back where compact sport sedans have traditionally lacked most. I can’t see anyone being disappointed with this car’s rear accommodations unless comparing it to an ES, although these two cars are clearly designed for buyers with different priorities. Likewise the IS’ trunk was as accommodating as I needed it to be, especially with the addition of split folding rear seatbacks for skis, etcetera, the trunk on its own measuring 310 litres.
At a claimed 11.0 L/100km in the city, 7.7 on the highway and 9.5 combined the IS 350
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Photo: Trevor Hofmann, Canadian Auto Press |
Where IS 250 buyers might be worried more about fuel efficiency, those opting for the IS 350 AWD F Sport I tested aren’t likely to be so concerned. Don’t get me wrong, as fuel prices remain high most buyers have fuel economy on their radar and therefore all vehicles need to address the subject, but cars that perform as enthusiastically as the IS 350 attract a less pragmatic consumer.
The 2014 IS 350 is mostly about style, performance and features, mixed in with good usability and Lexus’ legendary reliability, an impressive combination that should cause more and more compact sport luxury buyers to take notice.
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