Well, Lexus has gone and done it. It has removed the last real barrier between its IS 300 sport sedan and the holiest of holy sport sedans, the vaunted BMW 3 Series. When the IS hit showrooms last year, buyers were instantly wooed by its crisp handling, confident brakes and smooth 3.0-liter inline six-cylinder engine. Even its styling won many sport sedan shoppers over, though just as many potential customers took issue with the car's exterior design, particularly the clear tail lamp lenses and edgy body lines that seemed more appropriate for a night of teenage street racing than a commute to the office.
But love it or hate it, all who experienced Lexus' first serious foray into the harsh arena that is the sport sedan segment echoed the same sentiment: "Where is the manual transmission?!"
Starting in the fall of 2001, Lexus can finally respond to such a query with, "Here it is. Now quit yer whining."
OK, so Lexus hasn't officially made that last remark, but the company's willingness to place the IS 300 on the same playing field as top competitors in this market, including the Audi A4, Mercedes C-Class and Volvo S60, among others, is apparent on several levels. Not only is the car now equipped with a five-speed manual transmission, it also boasts such premium options as leather seating, a leather shift knob, a vehicle skid control system (automatic transmission only) and a DVD-based satellite navigation system.
Other improvements that come standard on every 2002 IS 300 include a much-appreciated center armrest, auto-dimming rearview mirrors, Brake Assist technology and side curtain airbags for front passengers. Outside, a keen eye can differentiate a 2002 IS from a 2001 by spotting the three horizontal bars in the front grille (down from four in 2001) and the smoked gray tail lamp lenses on darker-colored cars. There's also a new rear spoiler option ($440) for 2002.
In addition to these more obvious changes, the latest IS 300 has benefited from numerous subtle tweaks. Interior materials, for instance, have been upgraded, even on cars without the optional Leather package. Improved soft-touch material can be found throughout the interior, though the strip running between the upper and lower dash is still a bit too plasticky for a vehicle with a premium badge in the grille. We also noticed a minor, but important, fix to the climate control system. Previously, if you hit the "Auto" button, you also had to hit the "A/C" button, if the type of climate control you were looking for involved cooling the cabin. Now, a push of the "Auto" button results in the air conditioning coming on — if that's necessary to attain your desired interior temperature. Truly automatic, no?
The other big IS 300 news for 2002 is the new SportCross version, but you can read more about that vehicle in our previously published SportCross Road Test Follow Up article.
For this story, we're going to concentrate on the manual shift version of the sedan, which differs from the automatic-equipped sedan in both transmission type and suspension tuning. All manually shifted IS 300s come with stiffer suspension settings that are superb at controlling body roll in the twisties while never feeling abusive over bumps or pavement heaves. They also feature a chrome shifter that is nearly identical to the one found in automatic-equipped cars, now dubbed IS 300 "E-Shift" sedans, though the aforementioned leather shift knob is available as a dealer option.
After several blasts through the forward gears, we were left with several impressions of this latest BMW-fighter. First, a tad more low-end torque would be appreciated. Second, a bit more exhaust growl would enhance the car's performance image. Finally, a trifle less resistance when shifting between gears would allow drivers to take greater advantage of the engine's eagerness to wind up. Drivers consistently commented on the shifter's notchy nature, and one driver felt the throws could be shorter.
A comment regarding Brake Assist is also worth mentioning. Specifically, while the IS 300 has some of the most capable binders in this segment, we did notice that maximum braking and the activation of ABS were quite easy to induce, often when we didn't want or need it. For instance, when charging between corners on a canyon road, some drivers like to wait as long as possible before braking, and then apply the brakes hard to reduce speed before carving through the next curve. Using this technique in the IS 300 often results in brief ABS groans, even if only medium pedal pressure is applied. Undoubtedly, the speed at which our tester was applying the brake pedal had the Brake Assist sensor convinced he was about to plow into a truck, a wall or a WWF star.
We should clarify, however, that these brief moments of ABS activation had little effect on our confidence while traversing said canyon road. The car never skidded, slid or in any way wavered from its intended path. This says a great deal about Lexus' engineers' ability to develop and fine-tune a safety technology that can be a godsend when needed, while still not diluting the car's otherwise sporty nature.
After we spent a week in the IS 300, it became obvious that Lexus is committed to making the car succeed in the entry-level luxury sport sedan segment. Last year, the car felt more like a glorified Toyota. This year, it has premium features, advanced safety technology, upgraded ergonomics and an honest-to-goodness manual transmission. We're still not thrilled with the rear seat space (though one editor did get two baby seats back there, including a reverse-facing unit) and the general lack of storage space (the trunk has a small opening and offers a diminutive 10.1 cubic feet of volume).
At the same time, we can't deny the level of fun and luxury this car offers at thousands less than its Teutonic rivals. Last year, we couldn't recommend an IS 300 to the sport sedan buyer who wanted exciting performance and a premium package. This year we can.
But love it or hate it, all who experienced Lexus' first serious foray into the harsh arena that is the sport sedan segment echoed the same sentiment: "Where is the manual transmission?!"
Starting in the fall of 2001, Lexus can finally respond to such a query with, "Here it is. Now quit yer whining."
OK, so Lexus hasn't officially made that last remark, but the company's willingness to place the IS 300 on the same playing field as top competitors in this market, including the Audi A4, Mercedes C-Class and Volvo S60, among others, is apparent on several levels. Not only is the car now equipped with a five-speed manual transmission, it also boasts such premium options as leather seating, a leather shift knob, a vehicle skid control system (automatic transmission only) and a DVD-based satellite navigation system.
Other improvements that come standard on every 2002 IS 300 include a much-appreciated center armrest, auto-dimming rearview mirrors, Brake Assist technology and side curtain airbags for front passengers. Outside, a keen eye can differentiate a 2002 IS from a 2001 by spotting the three horizontal bars in the front grille (down from four in 2001) and the smoked gray tail lamp lenses on darker-colored cars. There's also a new rear spoiler option ($440) for 2002.
In addition to these more obvious changes, the latest IS 300 has benefited from numerous subtle tweaks. Interior materials, for instance, have been upgraded, even on cars without the optional Leather package. Improved soft-touch material can be found throughout the interior, though the strip running between the upper and lower dash is still a bit too plasticky for a vehicle with a premium badge in the grille. We also noticed a minor, but important, fix to the climate control system. Previously, if you hit the "Auto" button, you also had to hit the "A/C" button, if the type of climate control you were looking for involved cooling the cabin. Now, a push of the "Auto" button results in the air conditioning coming on — if that's necessary to attain your desired interior temperature. Truly automatic, no?
The other big IS 300 news for 2002 is the new SportCross version, but you can read more about that vehicle in our previously published SportCross Road Test Follow Up article.
For this story, we're going to concentrate on the manual shift version of the sedan, which differs from the automatic-equipped sedan in both transmission type and suspension tuning. All manually shifted IS 300s come with stiffer suspension settings that are superb at controlling body roll in the twisties while never feeling abusive over bumps or pavement heaves. They also feature a chrome shifter that is nearly identical to the one found in automatic-equipped cars, now dubbed IS 300 "E-Shift" sedans, though the aforementioned leather shift knob is available as a dealer option.
After several blasts through the forward gears, we were left with several impressions of this latest BMW-fighter. First, a tad more low-end torque would be appreciated. Second, a bit more exhaust growl would enhance the car's performance image. Finally, a trifle less resistance when shifting between gears would allow drivers to take greater advantage of the engine's eagerness to wind up. Drivers consistently commented on the shifter's notchy nature, and one driver felt the throws could be shorter.
A comment regarding Brake Assist is also worth mentioning. Specifically, while the IS 300 has some of the most capable binders in this segment, we did notice that maximum braking and the activation of ABS were quite easy to induce, often when we didn't want or need it. For instance, when charging between corners on a canyon road, some drivers like to wait as long as possible before braking, and then apply the brakes hard to reduce speed before carving through the next curve. Using this technique in the IS 300 often results in brief ABS groans, even if only medium pedal pressure is applied. Undoubtedly, the speed at which our tester was applying the brake pedal had the Brake Assist sensor convinced he was about to plow into a truck, a wall or a WWF star.
We should clarify, however, that these brief moments of ABS activation had little effect on our confidence while traversing said canyon road. The car never skidded, slid or in any way wavered from its intended path. This says a great deal about Lexus' engineers' ability to develop and fine-tune a safety technology that can be a godsend when needed, while still not diluting the car's otherwise sporty nature.
After we spent a week in the IS 300, it became obvious that Lexus is committed to making the car succeed in the entry-level luxury sport sedan segment. Last year, the car felt more like a glorified Toyota. This year, it has premium features, advanced safety technology, upgraded ergonomics and an honest-to-goodness manual transmission. We're still not thrilled with the rear seat space (though one editor did get two baby seats back there, including a reverse-facing unit) and the general lack of storage space (the trunk has a small opening and offers a diminutive 10.1 cubic feet of volume).
At the same time, we can't deny the level of fun and luxury this car offers at thousands less than its Teutonic rivals. Last year, we couldn't recommend an IS 300 to the sport sedan buyer who wanted exciting performance and a premium package. This year we can.
Add A Comment »
mrjost55 says:
09:18 PM, 05/07/2010
I'm very glad I read this follow-up article after the reading the first one. All my worries about the interior quality have been addressed. Seems like this car is perfect for me, and I will buy one in the future.