IT’S SOMETIMES worth remembering the relatively short history of the Lexus brand. While Mercedes can trace its roots to the creation of the modern automobile and Audi to 1899 with August Horch, if you were born at the same time as Lexus you’re still not of legal age to drink a beer in most US states.
In motoring terms, 20 years is but the blink of an eye. In fact the car industry has been in crisis for longer than Lexus has been around. Yet in that timeframe it has become a common feature on the shortlist of premium-car brands.
It’s only when you consider your options in a Lexus showroom that you realise the limitations of its reach. There is no hatchback challenger to the likes of the A3, no mid-range coupé to take on the SLK or Z4, and there isn’t even an estate these days. In terms of powertrain options, there was a complete lack of diesel engines in the mix for many years. That is up until the new IS came on stream.
Even Jaguar offered diesel before Lexus and to read the reports at the time it was such a seismic event you would have thought we would never hear the sweet pitch of a petrol engine again. Yet Lexus continued to plough the petrol furrow, albeit with the help of a little battery power in its hybrid versions.
We’re still only in the early chapters of the Lexus story but the brand is steadily expanding its range. Crucial to this was the addition of the 2.2-litre diesel engine to the IS range three years ago. It sent a signal to the market that Lexus was finally listening to European demands and needs.
Diesel is still regarded in Japan and the US as the fuel of choice for tractor pulls or dump trucks. It’s just not what you put in your premium car. The contrast in Europe could not be starker: European motorists have long taken to diesel. Even in Ireland, our Government joined its European colleagues in basing our tax regime on emission limits. And as everyone knows these days, diesel drops your tax bill.
With the IS250 petrol version pumping out 230g/km, that handicaps its ability to really challenge the German dominance on this continent in the volume segment of the premium market.
So Lexus went to its parent Toyota, which provided it with a diesel powertrain from its current range. This might not carry the requisite kudos in terms of snobbery, but the engine itself is an admirable performer. For a start, it lowers the car’s emissions to a very respectable 163g/km. It’s still some way off the benchmark being set by BMW’s 2-litre oil burner or the 2-litre diesel engine in the new A4, but while it never feels quite as responsive as some of its German rivals, it does possess a whopping great lump of 400Nm of torque just when you need it most.
It’s now housed in the revamped IS, a mid-life facelift referred to by Lexus as a “minor change”. To judge from the list of changes, however, it would seem to be more than that, both in terms of aesthetics and engineering.
Among these are: suspension improvements, including new shock absorbers, springs, stabiliser bars and bushings; exterior changes, including a new front bumper and grille and new rear lights; and inside, there’s a revamped central console and better illumination.
Along with these, the revamped IS also comes with some changes to the manual transmission. In its first iteration, this came under some criticism for its inaccurate feel and imprecise gates. These issues have been addressed and although it is still not as short-throw and nimble as we might like, Lexus has also created a Sports version with a shorter final ratio.
Where it seemingly couldn’t provide for customer needs is in adding an automatic transmission option to the diesel range. It might seem a rather minor omission but it’s something that in the premium class really should have been sorted out by now.
This class of car might be aimed at younger buyers and the sports pack will help that, but there are an increasing number of buyers downsizing from the larger premium models these days and an auto version would have made great sense to ease the transition for them.
On the open road, the overall impression of the IS is one of refinement. It’s very comfortable on a long journey and the ergonomic cabin can happily house you for some hours without complaint. From the switchgear to the clunk of the door, this car feels like a proper premium-quality offering.
The ride is in keeping with the refined ethos. On the few occasions when we did get to stretch its legs without slipping around on the snow, the suspension seemed adept at coping with the vagaries of Irish roads.
However, on most occasions, a sharp tap of the right foot brought forth the flickering yellow lamp on the dash, signalling that the car was now having to compensate for my excess on our icy roads. It’s at times like these that Irish drivers, spoiled by our temperate climate, get to understand first hand just what traction and stability control is all about and what a lifesaver these features can be.
Lexus has used this mid-life upgrade to make its Vehicle Dynamics Integrated Management (VDIM) system a standard feature across the IS range. It might seem an engineering mouthful but it combines a series of sensors to detect a potential loss of traction. The big brain in the VDIM then uses a combination of individual-wheel braking, throttle activation and steering assistance to seamlessly correct the situation before a skid actually occurs, helping the driver keep the vehicle on track. On Irish roads in the last week, it certainly proved its worth.
There’s more good news in the fact that you can now easily switch it off. There are rare occasions when such systems can be more of a hindrance than a help. However, when this generation of IS first came out, to switch it off required a wizard’s spell of pedal shifts and button pressing that only lacked the eyes of a newt and a virgin sacrificed on the bonnet.
There was something of a kerfuffle when we joined several motoring publications in revealing this magic combination at the time, but now Lexus has replaced it with a simple button. It’s yet more of the romance gone from motoring, but then, in the middle-class suburbs where Lexus owners reside, newts are increasingly hard to come by, never mind virgins.
The IS remains one of the best-built models in this class. Audi has received great praise of late for its build quality, but the Lexus still feels like the real premium deal.
There might be the odd reminder of its familial link with Toyota, but then the same can be said between Audi and Volkswagen, and in reality both of these volume brands have strong credentials in terms of quality, so they hardly dent the images of their premium siblings.
In terms of image and design, the IS still looks like a younger, svelte version of the larger GS model and has aged really well. It continues to turn heads and still seems contemporary when you park it next to some of the newest cars to come on the market.
The interior trim is also very smart and the only gripes we would have concern rear legroom, which even with rather deep seats still seems a little cramped. Bootspace is also not as capacious as mainstream family cars and its shape, tapering off as it goes back, hinders its load lugging ability.
On a more positive note, the reputation Lexus has garnered over recent years in terms of customer satisfaction is remarkably strong and that is reflected in relatively strong residual values.
At a time when buyers are in shock at just how little their current cars are worth, with used prices plummeting towards UK market values, some succour – though not much – is being found by Lexus owners.
There’s another boon to this car: while the list price is really competitive, alongside this is a very high level of standard features, far in excess of what you get in most entry-level versions. Only the Jaguar X-Type challenges it for value for money in this premium category.
This car will still hit your pocket more than the BMW or the Audi when it comes to motor tax, but some of the pain is eased with the purchase price and the end result is a car that has all the cache of the Germans and arguably more refinement for your euro.
If you are downsizing from your German executive perk-mobile, the IS offers a strong level of comfort at a good price. Perhaps not the sporting rival to the 3-Series or Audi A4, but it has certainly got the style and finish to win over middle-management types.
Engine: 2,231cc four-cylinder turbodiesel engine putting out 177bhp @ 3,600rpm and 400Nm of torque from 2,000rpm
Specification: Standard on all models is: 10 airbags; smart key/push button start; new suede- type upholstery (light grey or black); dual zone climate control; stability- and traction-control system called VDIM; six CD/13 speakers; 17-inch alloy wheels; cruise control; leather multi-function steering wheel; alloy dash/door inserts. Executive version adds: 17-inch alloy wheels; parking sensors front and rear; leather upholstery; electric seats. Pack costs €2,150, down from €4,530.Sports version adds: 18-inch alloy wheels; revised gear ratios; HID headlights; parking sensors; power adjustment of steering column; auto wipers. Pack now €5,985, from €12,650
Factfile
L/100km (mpg): urban 7.6 (37.2); extra urban 5.3 (53.3); combined 6.1 (46.3)
CO2 emissions: 163 g/km
Tax: VRT – 24 per cent; motor tax – €447
Prices: IS 220d S-design €38,340; IS 220d Executive €40,490; IS 220d Sport €44,325; Premium Package €3,940; Sport Upgrade Package €1,760