Walkaround

Lexus calls its new direction in design "L-Finesse," which the company says is defined by "simple yet elegant" forms and a muscular exterior that is "sporty yet sophisticated."

We'll leave those descriptions to the eyes of the beholders, but there's no question the new IS looks sporty, carrying forward the themes first seen in recent Lexus concept cars and in the production GS models. Its stance is purposeful, with hips elevated like a sprinter in the blocks, muscles tensed, ready to spring. The nose presents the fierce glare of a car that wants to be first in line. The steeply angled hood, made of weight-saving aluminum, is framed by the determined glower of projector beam headlamps and a deep front spoiler and large intake. It's unmistakably Lexus but visually fresh.

Despite being 3.5 inches longer, 3.0 inches wider and with 2.4 more inches of wheelbase and 1.9 inches of rear track, the additional size was used to good effect, allowing extra interior room as well as a more substantial platform on which to integrate the complex suspension and numerous subsystems.

Long sessions in the wind tunnel ensure the IS slips through the air with quiet stability. In addition to the distinct aerodynamic wedge of the overall shape, a number of small details contribute to the exceptional coefficient of drag (0.28). A front underbody structure creates downforce between the front wheels, a small air kicker integrated in the taillamps helps separate turbulence from the rear corners and reduces drag, and a small trunklid spoiler increases rear downforce.

Interior Features

Lush with creature comfort, trimmed with upscale materials, and crackling with electronic wizardry, the interior environment of the new IS models is pure Lexus. Nothing escaped notice in the totally new environment. Even the front sunvisors were redesigned to help absorb noise.

The new keyless entry and pushbutton ignition is so handy we wish this system were standard on every car. It also removes a potential safety hazard, a dangling set of keys, from the steering column and eliminates one of the most abused components from any future repair orders.

A bit roomier than the outgoing model, the cabin is still more sports car than family sedan. A prominent central console clearly establishes the driver and front-passenger zones. The controls wrap around the driver with every gauge and switch within easy scrutiny or close reach. The new Optitron gauges are larger and easier to read than the previous cluster, and their light-saber indicator needles, "ignition on" meter movement and dynamic redline indication are cool modern.

Leather upholstery comes standard on the IS 250 and IS 350 with metallic accents appropriately placed around the cabin. The IS 250 AWD comes with perforated leather trim and beautifully crafted bird's-eye maple accents. Each piece is hewn from a single chunk of wood to ensure a perfect match from panel to panel.

The heated and ventilated front seats are a must have. They come standard on IS 250 AWD and are available on the other models. Like keyless entry, once you've tried these seats, there's no going back.

The new, more efficient climate control system features a sophisticated temperature calculation system called Neural-Net, a new humidity sensor, a micro dust and pollen filler and, in IS 350 models, a smog sensor that detects excessive hydrocarbons and automatically reverts to a special recirculation mode until the atmosphere clears.

Still, for all its quality materials and refinement, the interior left this writer a little cold. It wasn't a case of inferior design or materials, but the cockpit seemed to lack a signature element, such as Volvo's floating center console, that could have made the IS cockpit as distinctive to sit in as it is to watch race off into the distance.

Driving Impressions

Once underway, there's little to criticize. The new Lexus IS, in both rear- and all-wheel-drive forms, can do everything the safe and sane driver might ask of it. It's fast, pulls enough g's in the corners to make a seasoned sailor carsick, and stops with authority.

The IS 250 AWD is the best choice if winter weather invades your neck of the woods, when the all-wheel-drive system's increased grip is most welcome. The AWD model is heavier than the IS 350, but it hauled us over the San Gabriel Mountains on fabled Angeles Crest Highway without exposing any dire penalties due to its weight.

On a racing circuit, the IS 350 is the way to go. At Willow Springs International Raceway, the "fastest racetrack in the West," the IS 350's muscular torque and free-revving engine pulled the car around the hilly course with almost lackadaisical ease.

We drove several examples of the IS models at competition speeds relentlessly in temperatures that rose above 110 degrees and not one of them stumbled or misfired. Because of the hot, slippery track surface, the tires constantly fought for grip, but the advanced chassis electronics kept everyone on the pavement. The car's inherent balance made it easy to push it to the limit, causing the electronic aids to step in and dampen the thrill.