2011 Lexus IS 250 AWD Specs Rebates Suspension Top Speed Color Price Features and Review

2011 Lexus IS 250 AWD – Click above for high-res image gallery

Your available options in the entry-level luxury sedan segment rival the variety found at your local Baskin-Robbins. Interested in all-wheel drive, rear-wheel drive or front-wheel drive? Nearly every automaker has you covered. Want to row your own gears, or sit back and let the silicon chippery do the work? The car of your dreams awaits. There's an option for all of us, and if you prefer a good vanilla to rocky road, then you're going to love the 2011 Lexus IS250 AWD.



The Lexus IS 250 is instantly familiar, yet ever-so-slightly different for 2011. The reason is that little has changed on the exterior, with a few minor exceptions. Some updates are hard to find, while others are immediately clear. The front bumper and grille have received slight tweaks, while subtle changes have been made to the foglight area and lower fascia opening, which benefit from sharper cutouts. In back, the IS 250 wears new taillamp lenses and redone exhaust tips.

By far, the most noticeable change has occurred out front, where a pair of bright LED eyelids have taken up residence under the swept-back headlamps. All of these changes give the 2011 Lexus IS 250 a smattering of sprinkles on an otherwise rather bland landscape of sheetmetal. The overall theme is conservative, but the new LED running lamps imbue Lexus' most affordable sedan with a bright flash of modern style, displayed brilliantly against our tester's Tungsten Pearl paintwork.



That subdued exterior style continues on the inside, as clean lines perform in concert with the surprisingly airy interior cabin. The pleasing to the eye Light Gray color scheme hangs in the background like a briefly foggy coastal morning. Against the sea of gray sits a set of bright white-faced gauges, which are easy-to-read and rather sharp, with a thin blue line underlining the ambitious 160-mile-per-hour display.

Ambitions aside, we had no desire to press that speedo into serious use. Why? Because the seats were just too darn comfortable for us to care. The perforated semi-aniline leather front thrones of our tester offered both heating and cooling features, thanks to the $2,195 Luxury Package Value Edition. It may be a bit crass to call this option grouping a "value" when it costs over $2,000, but the package does include wood trim, the aforementioned LED running lights, power everything (that wasn't already), a rear sunshade and rain-sensing wipers.

Should you require the use of those intelligent water removers, fret not, because this particular IS 250 is equipped with all-wheel drive. Though the AWD gubbins add nearly 200 pounds to the curb weight (3,651 pounds), the IS 250's small, 2.5-liter V6 remains surprisingly entertaining. We expected a droning bore of an engine coerced into working far harder than it wanted. What we found was a mill that pushed the whole works up to speed more quickly than we anticipated.

The engine produces 204 horsepower at 6,400 rpm and 185 pound-feet of torque at 4,800 rpm. Those numbers sound low in a world filled with 400-horsepower daily drivers (including the brand's own high-performance IS F model) yet the IS 250 AWD simply rears back and moves at a pace capable of holding our interest. Push it above 3,500 rpm and it even begins to clear its throat something approaching a sense of authority.



The 2.5-liter is paired with a six-speed automatic transmission, which features steering-wheel mounted paddles for manual shifting. This may be Lexus' entry-level car, but the shifts could be a few degrees smoother – even if the IS represents the brand's sportier side. While we were hoping for less I-just-got-my-license and more of a Sade-like smooth operator, the setup didn't oblige. The paddles only serve to nudge the drivetrain back into sporty, slightly roughneck territory, but unfortunately they don't respond quickly enough to make the leap entirely.

This baby Lex comes across as confused in a few other areas as well. A bipolar effort, the IS 250 suffers from overboosted steering and mushy brakes. When driving, those factors make us think the IS 250 is pining to be a true luxury sedan, yet the ride, while smooth, is stiffer than we'd expected it to be. Vigorously bouncing over a rough section of Southern California tarmac makes one think the IS has changed its mind, suddenly wanting to be a sports car. It's a little confused, and so are we.

At the end of the day, the slight redesign for 2011 doesn't help a conflicted vanilla offering stand out in a display-case full of capable entry-level luxury sedans. The Lexus IS 250 AWD's $35,775 base price is on par with its classmates, but fails to stack up as well in other areas. The Infiniti G25x is less costly ($34,900) and offers a more engaging driving experience, though its interior falls short. For $34,500, you might find yourself in a 2011 Audi A4 Quattro, with its top-shelf all-wheel-drive system, 7 more horsepower, 73 more pound-feet of torque available and better fuel economy ratings (21/31 miles per gallon versus the Lexus' 20/27 mpg). The 2011 Mercedes-Benz C300 4Matic starts at $37,900 and makes more power, but is only rated at 17/24 (an updated 2012 model is just around the corner). We could add the Lincoln MKZ, BMW 328i xDrive, Cadillac CTS and Acura TL SH-AWD to the list of competitors to further muddy the waters.

The entry-level luxury sedan category is chock full of viable options and the 2011 Lexus IS 250 AWD is a perfectly acceptable (if run-of-the-mill) choice. The styling is conservative, the driving dynamics are a mixed bag of sport and luxury, but the engine is better than we anticipated. It's priced exactly where it should be and, were you shopping in this segment, you wouldn't be embarrassed to put one in your driveway. And yet... while we'll happily concede that vanilla ice cream is enjoyable from time to time, we can't help but think that Audi, BMW, Infiniti and Cadillac buyers are paying about the same to enjoy all 31 flavors every single day.


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2011 Lexus CT 200h Specs Rebates Suspension Top Speed Color Price Features and Review

Armchair quarterbacks have been quick to charge Toyota with losing its engineering nerve, labeling it a brand content to churn out safe, middle-of-the-road milquetoast offerings for every segment in which it competes. Admittedly, this isn't the same company that once marketed a supercharged, mid-engined, rear-wheel-drive minivan shaped like a suppository, nor is it the same company that sold homologated rally specials alongside its workaday iron. But to say that there are no bold spirits in Toyota City just ain't so – just look at the bonkers LFA supercar, for goodness' sake.

But you needn't have a millionaire's bankbook to see that the Japanese automaker still has cheek to spare – just check out the 2011 Lexus CT 200h. Not only is Toyota's premium marque dipping its toes into America's compact luxury market – a segment that nobody but Mini has figured out how to make big dollars on – it's doing so with a hybrid, an expensive powertrain configuration that, Prius aside, only sells in marginal volumes.

Admittedly, Lexus has made no bones about the fact that it's squarely targeting Europe with the CT (a market where hatchbacks consistently do big business and "small premium" is not an oxymoron), but make no mistake, this is a brave bet. Lexus says it's gunning for 1,000 units a month – a small number in the grand scheme of things – but it's expecting the moon when compared to competitors like the Audi A3, BMW 1 Series and Volvo C30, which typically sell in the hundreds per month. Yet this bold bet is showing early signs of paying off. Thanks in part to heavy advanced marketing, Lexus cleared its decks of over twice that many units in March – 2,199 – the CT's first month on sale.

"Toyota" and "hybrid" may go together like Starbucks and Apple, but adding a meaningful dose of driving entertainment to the gas-electric formula has proven to be elusive. Despite this, the CT aspires to a higher level of driver engagement, with the Japanese automaker's marketing efforts touting a sporty, youthful experience. In short, with the CT, Lexus is suggesting it isn't ready to throw in the organic cotton towel on performance just yet.

Looking a bit like a premiumized Mazda3, the CT is certainly more aggressive and visually appealing than Lexus' other stand-alone hybrid model, the hapless HS 250h. Combining a broad stance with an assertive lower fascia that effectively masks a long front overhang, Lexus' least costly offering (hybrid or otherwise) looks smart, with a visage livened up by LED eyeliners and a thin fillet of chrome bridging the grill. The profile is pure hatchback, with a high beltline, tapering greenhouse, attractive 17-inch alloys and a dynamic C-pillar that artfully segues into a small rear spoiler over the narrow band of rear glass. There isn't a single element here that stands out as earth-shattering design, but the whole package gels nicely into a form that is at once attractive, utile and wind-cheating, with a drag coefficient of 0.29.



From the off, the interior outs itself as a tech-rich experience, with the instrument panel in our tester topped off by an available motorized sat-nav screen and a broad center console between the seats that houses everything from the oddly sculptural chrome drive selector to the stereo controls and a rotary drive mode selector.

Everything within reach is nicely padded and grained, with fluid actions to all of the major controls. The trio of analog gauges are concise and handsomely backlit, and the leather-wrapped wheel is right-sized, although the three spokes seem annoyingly and needlessly thick. Optional leather chairs cosset and support in equal measure (convincing synthetic hides are standard), and the close-to-the-floor seating position quietly reinforces the CT's sporting intent. Rear seat ingress and egress is a bit tight, and adults won't want to ride back there forever, but it's just fine for around-town duty. As with nearly every hybrid we can think of, cargo room takes a hit thanks to the encroaching 168-cell battery pack, but it's still not bad, offering 14.3 cubic feet with the seats up.

Our tester's optional hard drive-based navigation system utilizes the same unusual Remote Touch haptic-feedback 'mouse' system that we've experienced on other Lexus vehicles like the RX and HS. While getting used to its button arrangement takes some time, it's intuitive enough to use that you won't find yourself reaching into the glove box in search of the instruction manual. It would be nice if Lexus still bundled Remote Touch with their touchscreen expertise as a supplementary way to interact with the system, but that isn't part of the program. Additionally, we'd still like to see hard buttons for the stereo presets for improved ease-of-use.

As you'd expect, there's also plenty of tech underhood, where a 98-horsepower 1.8-liter Atkinson-cycle four-cylinder is augmented by an electric motor whirring up 80 more ponies and 152 pound-feet of torque with juice from a Ni-MH battery. Combined system output is rated at 134 horsepower, certainly an adequate sum to pull around the CT's 3,100+ pound frame, but nothing to cinch up your Pilotis over. Lexus quotes a leisurely 0-60 mph time of 9.8 seconds and a top whack of 113 mph.



Yet Lexus plainly promises a sporty driving experience with a European flair... what gives?

Back to the drive mode controller. Lexus' intent to appeal to Continental buyers is evident throughout the CT, from its footprint and body style to its driving dynamics (the brand remains a niche player, but parent Toyota has big aspirations). An integral part of Lexus' play to appeal to Europe is a sportier driving experience, and to that end, they're making a big to-do about the three-position rotary knob. Utilizing a trio of drive modes (Normal, Eco and Sport), everything from the throttle mapping to the power steering weight to the stability and traction control systems is influenced in the name of enthusiastic or parsimonious driving.

Moving from Normal to Sport mode won't actually make the CT any faster, but it does open the drivetrain's taps earlier, firms up steering effort and give a bit more leeway before the electronic nannies dig their heels in and curb your fun on a winding road. As we show you in the Short Cuts video below, the drive mode selector brings with it some well-done visual changes in the gauge cluster, and it does make it more fun to drive, with the whole experience coming off as slightly quicker than it actually is. Still, given this front-driver's athletic intentions, we're curious as to why Lexus didn't go the extra mile by fitting paddle shifters. We've experienced plenty of similar setups paired with continuously variable transmission units like that of the CT, and they add a needed dollop of driver involvement.



Eco mode, as you might expect, will only be entertaining to those who find joy in hypermiling their lawnmower and composting their own table scraps. The throttle response is just too torpid, the steering is finger-light and we didn't notice a huge improvement in fuel economy. Finally, there's a pure EV Mode button adjacent to the jog drive mode selector, and pushing it will give you around a mile of electric-only propulsion.

If there's a clear forte in the CT's portfolio, it's the well-sorted handling. Combining a conventional MacPherson strut architecture up front with a double wishbone array in the rear is a good start, and Lexus has gone a step further with unusual lateral dampers front and rear that reduce vibrations, in turn delivering improved steering feel from the quick electric rack-and-pinion setup (just 2.7 turns lock-to-lock). Lexus says the costlier damper system is more effective than using conventional shock tower braces, and they may have a point – the CT tracks faithfully and grips with a conviction not generally found with low rolling-resistance tires. Ride quality is much firmer than we've come to expect from Lexus, but not objectionably so – even on Detroit's post-apocalyptic road surfaces.



Brake progression and pedal feel issued by the discs (10-inch vented in front, 11-inch solid out back) is good by hybrid standards, though at very low speeds – say, 0-3 mph when you're negotiating a tight parking space – it's got a bit of the binary 'on/off' nonlinearity that plagues other regenerative braking system. Even so, you'll have more fun staying off the binders and trying to preserve momentum wherever you can.

At the end of the day, the CT is more entertaining to drive than most other hybrids (save much costlier models like the Infiniti M35h and Porsche Panamera), but it isn't as engaging as some less expensive hatchbacks offering similar space – the aforementioned Mazda3 and Ford's 2012 Focus come to mind. The CT 200h's trump card is its handsome 43 miles per gallon city/40 highway EPA rating, figures that are easy to replicate if you don't cane it around in Sport mode all day. Yes, Mazda's new SkyActiv 3 promises the big four-oh and the Blue Oval can be had with a special high-mpg model that manages the same, but neither will touch the CT for urban economy, and the Lex has nicer materials inside. But at an as-tested price of $38,239 for our Premium model, it ought to. (The CT starts at $29,995 with destination, while our CT Premium tester begins a little higher at $31,775 with destination but before options.)



Lexus' latest isn't perfect, but we think Toyota is onto something here, if for no other reason that it's better to drive than most everything else the marque offers, and helps that it's the cheapest way to park an L-badge in your driveway. The CT 200h is handsome, well screwed together, and while it doesn't shout about it, it's one of Toyota's boldest offerings in years.


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2011 Lexus IS F Sedan Specification Rebates Suspension Top Speed Price Color Features and Review

Lexus’ Idea of Fun – the 2011 Lexus IS F

Watch out, BMW M3 and Audi RS4. The Lexus IS F has your taillights in its LED headlamps, and the IS F is closing the distance fast.
Lexus did its homework. Its first high-performance sedan, the IS F, competes on par in its prestigious class. Fans will be elated, but shoppers should know that the IS F is not the same type of sedan as its older competitors. The Mercedes-Benz C63 AMG and Lexus IS F may post similar performance figures, but they drive completely differently. In the end, it’s a matter of preference. But we caution thoroughbred automotive aficionados to shop the competition for a less inhibited driving experience.
The recipe is simple: take a walloping engine – a 5.0-liter V8, in this case – stuff it in a lightweight frame, revamp the suspension, and give the car a plethora of driving aids. That is how one concocts a Lexus IS F. The IS F is a strong segment contender, but it lacks the mechanical refinement of more experienced rivals. Maximum horsepower kicks in far too late, and the engine can easily overpower the wheels. Nonetheless, a superb adjustable suspension and lightning-quick transmission, with shifts elapsing in one-tenths of a second, offset the inequalities. Unfortunately, the myriad of driver aids – a torque-sensing rear differential, brake override system, automatically adjustable suspension and automatic gearbox – dilute the purity of the driving experience. The Lexus IS F does such a phenomenal job driving itself that human drivers may feel unneeded.
In typical Lexus fashion, the interior is flawlessly executed. It has a clean, sleek appearance, pleasant for all occasions, and the controls are easy to operate. Whether audiophile, technophile or just La-Z Boy lover, the IS F has something for you. However, room for all four passengers is quite limited.
The Lexus IS F may be closely trailing its European competitors, but trailing it still is.
Details:
Engine: 5.0-liter V8
Horsepower & Torque: 416 hp, 371 lb-ft of torque
Transmission: eight-speed shiftable three-mode automatic.
Fuel Economy: 16/23/18 mpg
0-60 Time: 4.6 seconds
Top Speed: 168 mph (electronically limited)
MSRP: $59,760


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2012 Lexus LFA Nurburgring Package Specs Rebates Suspension Price Top Speed Color and Review

Lexus has made the Lexus LFA Nurburgring package, a series of aerodynamic properties, suspension tuning and revisions of the 4.8-liter V10 engine that provides more supercar based on track profile. Shown in public for the first time in 2011-the Geneva Motor Show. To ensure the Lexus LFA Nurburgring Package maintains its acceleration of 3.7 seconds from zero to 62 mph, despite the increased drag, the V10 engine has been revised to increase the maximum power by 10bhp to 562bhp. Changing times in the six-speed sequential transmission is just 0.15 seconds.




To sharpen the circuits driving the car even more performance by increasing support for high-speed Lexus LFA Nurburgring Package introduced amendments and additions to the carbon fiber reinforced plastic multiple keys (CFRP) components. These include a wider front spoiler, side wing deflectors, a rear spoiler and a rear spoiler duck fixed.
Exterior colour choices are restricted to matte black, black, white or orange, with interiors finished in black and red, black and purple and all-black. Cars delivered in Europe will feature a carbon fibre centre console and door trims, with carbon fibre sports seats finished in Alcantara.

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2011 Lexus LF-Gh Concept Specs Rebates Suspension Top Speed Color Price and Review

Lexus has unveiled the official details on the Lexus LF-Gh Concept. The Lexus LF-Gh Concept offers an impressive exterior design and enough interior space for four passengers, plus ample cargo space and excellent forward visibility. Lexus LF-Gh Concept has a bold grille design of spindle-shaped, vertical LED fog lamps, and outlets back following the curve of the rear lights rear quarter panel. The grid is not only modern but also contributes to the airflow control and vehicle stability. The appearance design Lexus LF-Gh Concept also distinguished in the front of the rear wheel width and improved dynamic front fenders, hood up, a top cover raised center, surround around the tail lights LED, and two spoke wheels of 20 inches.





Lexus has given extra attention to every detail of the interior of the Lexus LF-Gh Concept to make it special driver-focused. Lexus chose to add a panel meters with excellent visibility, a console with an intuitive and an analog clock with a brand new face in three dimensions. Lexus quality is also at the forefront of high quality materials and rich, finely detailed are all hidden behind a dark tinted window. Lexus hasn’t offer any information on the new hybrid system exhibited the Lexus LF-Gh Concept, but confirmed that “rear valance blends sculpted exhaust tips for a very clean, finished look, minimizing the presence of the exhaust system to suggest that the flow of exhaust gas will be substantially reduced.” The essence model is also illustarted hybrid by Blue LED Lexus Hybrid Drive signs are in the front grille and rear tailgate.




“Although only a concept, we hope the LF-Gh will resonate with our customers worldwide, and communicate our intention to once again advance ideas about the face of Lexus luxury in the years to come,” said Kengo Matsumoto, general manager, Lexus design division



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