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DRIVEN: Quick Lexus IS-F Is Stiff Competitor
No-holds-barred performance sedan takes Toyota luxury dvision into new territory.
Bob Golfen  |  Posted July 30, 2010   Phoenix, AZ
Lexus IS-F is the high-performance member of the Toyota luxury pack. (Photo: Lexus)
Lexus IS-F is a fierce little beast, ripping fast and race-car maneuverable. This is the first F performance product from Lexus, and by the letters, it stands up well against M as in BMW, S (and RS) as in Audi, AMG as in Mercedes, even V as in Cadillac (though hopefully not V for Vendetta).

Appearing first in 2008, IS-F is the tweaked version of the IS 350, already a sleek performer, but the formidable F model is a whole new bucket of bolts. Again by the letters, sort of like the STI version of Subaru WRX.

A set of quad tailpipes and a small spoiler help differentiate the IS-F from the other IS sedans. (Photo: Lexus)
This was definitely the most fun I’ve ever had driving a Lexus car or SUV, which usually tend toward the soft and compliant, even in sporty models. Nothing of the sort here, just a raw-boned performer that begs to be driven hard.

In some ways, this compact sedan is like a race car for the street, the daydream of every boy racer, that would feel just as confident on a closed course as it does in the wide world of back roads and city streets.

But therein lies a major issue with the Lexus: a race car has a brutally stiff suspension, and so does IS-F. Not so bad at first, but the pounding gets old pretty quickly, even on Arizona’s relatively pothole-free pavement. Minor asphalt cracks, freeway expansion joints, any kind of road roughness is felt on board a bit too distinctly.

That suspension, though, is part of the key to IS-F’s edgy performance, and softening the ride would most likely tone it down too much. So there’s the conundrum. Yet such competitors as BMW and Audi manage to achieve knife-edge handling without brutalizing the folks on board. So should Lexus.

I drove a 2010 version, essentially similar to the previous two model years and the forthcoming one. For 2011, though, I read in the Lexus press material that the engineers had mitigated some of the roughness in the suspension. We shall see.

Myriad electronic controls keep you on the straight and true when dicing through the turns, although for once, Lexus allows you to turn off the traction control and stability system for some white-knuckle fun.

A set of stiffly bolstered seats help hold driver and navigator in place. (Photo: Lexus)
Power is provided by a no-nonsense 5-liter V8 that churns a very motivating 418 horsepower and 371 pound-feet of boundless torque, which gives the IS-F the aspect of a brawny muscle car. Not a bad thing at all, aside from the somewhat compromised fuel mileage. But that’s quickly forgotten as soon as you have your foot in it.

Zero to 60 happens in just 4.9 seconds, which is supercar territory.

This is a sophisticated all-aluminum V8 that rises quickly and smoothly into the upper ranges without harshness or undo racket. A broad range of power is provided by a dual-action intake manifold and variable valve timing that actually employs small electric motors to advance the valve timing as needed at low rpm.

Redline gets bumped at a low 6,800 rpm, however, which seems too conservative for such a performance machine.

The engine is hooked up to a bewildering eight-speed automatic. I say bewildering because it doesn’t really function well in a high-performance car. An octo-transmission works just fine as it relates to smooth drivability and fuel economy. But when you want to use the paddles to shift down to boost engine performance or decelerate into a corner, all those gears just get in the way.

The effect of engine braking is intoxicating, though, as it’s accompanied by a burbling and cracking exhaust as the transmission holds the gear until you choose to upshift again. Yet we old-school drivers would still like the option of a real manual transmission, one in which you work the clutch yourself. Remember those? Otherwise, my left leg gets bored.

With its stiff suspension and race-car handling, IS-F would feel just as at home on the track as on the highway. (Photo: Lexus)
All that power needs an anchor, and the F model’s brakes are upgraded from the usual IS formula with bigger drilled discs and six-piston Brembo calipers up front, and two pistons in back. Stopping is strong and confidence-inducing.

The steering feels a bit heavy at low speeds, but it’s always precise and responsive. Not up to the lofty standards of the BMW or Audi performance models, though.

Compared with the standard IS models, IS-F stands an inch lower and wears 19-inch wheels with very low-profile rubber. In appearance, the fenders are wider, the hood is domed, the front bumper is aggressively flared, vents appear behind the front wheels and there are four tailpipes attractively stacked.

Pricing is nearly as stiff as the ride, though compared with the competitors, you get a lot of beefy muscle and agile handling for the money. Loaded with performance and luxury, IS-F starts at $58,560. The test car included a superb Marc Levinson audio package with all the trimmings, $3,925; a package of Pre Collision System and Dynamic Radar cruise, $1,500; a trunk mat for $73; floor mats for another $73 (which seems kind of chintzy at this level); and shipping for $875.

The bottom line figured out to a stout $64,906, but again, there’s so much here that it’s hard to quibble.

Details

Vehicle type: Five-passenger, four-door sedan, rear-wheel drive.
Engine: 5-liter V8, 416 horsepower at 6,600 rpm, 371 pound-feet of torque at 5,200 rpm.
Transmission: Eight-speed Sport Direct Shift automatic with paddle shifting and Torsen limited-slip differential.
Wheelbase: 107.5 inches.
Overall length: 183.5 inches.
Curb weight: 3,780 pounds.
EPA mileage rating: 16 city, 23 highway.

Bob Golfen, Automotive Editor for SPEED.com, is a veteran auto writer based in Phoenix, Arizona, who has driven and evaluated essentially every new vehicle sold in the United States. A lifelong car enthusiast with a passion for collector cars, car culture and the automotive lifestyle, he annually attends and writes about Arizona's famous January collector-car auctions, focusing on Scottsdale’s monumental Barrett-Jackson Collector Car Event and other Barrett-Jackson auctions. SPEED.com fans email Automotive Editor Bob Golfen at

The opinions reflected herein are solely those of the above commentator and are not necessarily those of SPEED.com, FOX, NewsCorp, or Speed Channel


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