Lexus IS (Berlina e Sportcross) 2013/ RC (Coupé e Cabrio) 2014/2015

[reckoner00]

"shop" da versão coupé, fala-se num V8 com 465cv para o RC-F

[BLADERUNNER]

[BLADERUNNER]

[BLADERUNNER]

Lexus IS 300h - O Dinâmico Berlina Desportivo | CONFIGURADOR

[cybman]

até acho engraçado o carro pena as reviews serem tão más.

[BLADERUNNER]

Segundo a Best Car o RC F será 35mm mais longo e 35mm mais largo do que o IS.
Deverá ter um V8 a debitar na ordem dos 450cv.
Render RC F:

[BLADERUNNER]

Autohoje - Lexus IS F deverá perder motor V8

A obrigatoriedade do cumprimento das normas ambientais Euro 6 poderá obrigar a próxima versão da berlina desportiva nipónica a prescindir deste motor.

O engenheiro chefe da Lexus disse que o IS F (na imagem, o IS F Sport) deverá continuar a figurar entre as ofertas da marca nipónica. No entanto, em declarações à The Motor Report, Junichi Furuyama deu a entender que este deverá deixar de contar com os préstimos do motor V8 5.0 - que “dificilmente cumprirá as normas Euro 6” (que registam as emissões de CO2) -, abrindo espaço à introdução de um novo motor para o “F”.

Sobre o substituto, o engenheiro japonês deixou em aberto quer a possibilidade um motor naturalmente aspirado quer para uma opção sobrealimentada, ressalvando, no entanto, que “a aspiração natural é um dos nossos pontos fortes… e reflete uma experiência mais pura”. Furuyama deixou ainda praticamente de lado a hipótese da opção por um sistema propulsor híbrido.

[BLADERUNNER]

Primeiras imagens de um protótipo de testes do coupé RC.

[reckoner00]

[reckoner00]

Lexus RC, posible aparición en el Salón de Tokio

¿Os suena esta silueta? Es del prototipo Lexus LF-CC, desvelado en el Salón de París de 2012. Parece que no tardaremos mucho en verno por la calle. Un empleado de la marca, que quiere permanencer en el anonimato, ha hecho de garganta profunda. Se llamará Lexus RC.

Dicho de otra forma, el IS Coupé, pero con una diferenciación sobre la berlina, no un simple tres puertas. Es una política similar a la de BMW de separar la Serie 3 y la 4. Aparecería en el Salón de Tokio, en noviembre, así que no llegaría a tiempo a Frankfurt, que es en septiembre.


Se le espera en los concesionarios de Estados Unidos terminando 2014, por lo cual, no debería llegar mucho antes a Europa. Ya han pillado prototipos camuflados con la misma línea que el RC, así que puede que se yerre en la fecha o el nombre, pero no en el coche en sí. La versión híbrida es una posibilidad más que evidente.

[reckoner00]

Lexus RC Coupe Interior Reveals Next-Generation Remote Touch System? | Lexus Enthusiast

The interior of the Lexus RC F prototype has also been photographed alongside the exterior– here are a couple images by way of gMotors:



All in all, it appears the RC F interior will be near identical to the new IS — there is one curious change, if you zoom in close enough:



While it could be anything, the area above the gear shift looks like a touchpad — in fact, it resembles the touchpad seen in the LF-CC concept:



Will the new RC also introduce the next-generation of the Lexus Remote Touch system?

[reckoner00]

Lexus RC Coupé vai ser apresentado em Toquio e RC F em Detroit

The coupe iteration of the latest Lexus IS will be with us much sooner than we originally thought. A company official speaking on condition of anonymity not only confirmed the name of the series as "RC", but also told Automotive News that the coupe model will be revealed in the flesh at the Tokyo Motor Show in November and go on sale in the U.S. in late 2014.

The Lexus source added that the RC 350 version will feature the same 306hp 3.5-liter V6 as the IS 350, and as is the case with the sedan model, there will also be a hybrid version available in Japan and Europe, but not in the United States. While no details were provided, we assume the hybrid will utilize the same 178hp unit pairing a 2.5-liter inline-four to an electric motor as the IS 300h.

At the top of the range, you'll find the RC F Coupe, a camouflaged prototype of which we showed you earlier this week, and which we spied again while running a few hot laps on the Nürburgring track. A Lexus official told the news site that the RC F will be powered by a new 460-hp V8 engine – the older IS F Sedan made use of a 416hp 5.0-liter V8.

As for the current IS Convertible, Lexus said that it will continue "on the previous-generation platform for the immediate future".

[S2]

Aqueles escapes outra vez é que não...

[Phaster]

há alguma lei que diz que as saídas só podem ser horizontais?

[reckoner00]

[reckoner00]

[xeLa]

(tópico errado)

[reckoner00]

Um "render" do RC-F:

[reckoner00]

Lexus RC F Coupe com motor 5.0 V8 460cv

Speculation of an all-new mid-size coupe from Lexus has bubbled since the Japanese brand revealed the two-door LF-CC concept at last year’s Paris show.

And rumors of the first IS coupe intensified following the appearance of spy pictures of this new Lexus sports car testing at the famed Nurburgring and on German public roads last month.

Rather than an IS coupe, however, we can confirm Lexus will directly target BMW’s upcoming 4 Series coupe line-up with its all-new RC Coupe range, which will be crowned by the flagship RC F – powered by a 339kW 5.0-litre V8 to take on the forthcoming BMW M4.

We cornered a Lexus insider just after these photos were taken and managed to extract the whole story. From the RC’s three powertrains to the flagship RC F’s beefy new V8 and eight-speed automatic transmission; from the RC F’s carbon-fibre body parts to its LFA supercar-inspired handling, we can now bring you the full scoop story of the ambitious new RC -- and this exclusive rendering from Japan’s Holiday Auto magazine.

Slated for release by October 2014, the new RC (which stands for Racing Coupe!) and the RC F kingpin are by far the most exciting models to ever emerge from Lexus. Sure, the limited-edition V10-powered $700,000 super-coupe ranked sky high in the excitement stakes, but you needed your own hedge fund to afford one.

The RC Coupe is based on the new IS sedan but draws on the essence of the LFA and adds a new engine line-up that is bound to cater to all tastes.

But the best part is the RC line-up will land in Lexus showrooms late next year for around a tenth of the LFA’s stratospheric asking price, with a starting price somewhere between that of the new IS sedan ($55,900) and BMW’s upcoming 4 Series ($73,200), while the fire-breathing RC F will be priced not far away from the outgoing IS F sedan ($126,300).

Draped in classy new exterior that borrows lines and surfaces from the LF-CC concept, the RC gets a brand-new body, a shorter wheelbase than that of the IS sedan and a new signature ‘spindle grille’ face to distinguish it from the latter.

Meanwhile, like the M4, the top-dog RC F flagship will employ carbon-fibre body parts including its bonnet, roof and boot lid. Oh, and that bonnet scoop has nothing to do with induction. Our insider tells us that this intake sucks air in and then channels it to the underbody where it improves the car’s downforce.

The RC F will also come with a speed-sensitive automatic rear spoiler adapted from the LFA, 15mm lower suspension settings (compared to the RC) and other aerodynamic tweaks learned from the LFA, which will allow the RC F to hit 300km/h.

The RC F sits on a newly developed chassis with a unique reinforced suspension sub-frame. It also incorporates Sachs monotube shock absorbers, special control-arm rear suspension, uprated coil springs and anti-roll bars, a specially tuned Lexus Dynamic Handling package and unique 19-inch BBS wheels with Michelin Pilot Sport PS2 rubber.

Co-developed with Brembo, the brake system will employ six-piston front callipers and a four-piston rear set-up, with slotted rotors all-round.

Now comes the tastiest part of the story, the engines. In addition to the V8 powering the RC F, the RC line-up will offer the choice of three engines; a new turbocharged 2.0-litre four-cylinder petrol engine, a 2.5-litre four-cylinder petrol-electric hybrid drivetrain and a 3.5-litre V6 with Torsen limited-slip differential.

The RC F’s 5.0-litre V8 generates 339kW at 6800rpm (up from 311kW in the IS F) and 544Nm of torque at 5200rpm -- up from 505Nm.

Our insider also reveals that the RC F will clear strict new Euro 6 emissions regulations. The V8 coupe achieves that goal by incorporating Lexus’ (and Toyota’s) first-ever cylinder deactivation technology, in which one bank of four cylinders will be shut down during low-load cruising.

Fitted with a race-tuned exhaust for a beefier note, the RC F will also incorporate steering wheel paddle shifters to operate the eight-speed, three-mode (normal, sport and snow) automatic transmission dubbed ‘Sports Direct Shift’, which is a development of the IS F’s gearbox.

Inside, the RC F will employ bucket seats co-developed with Recaro, as well as loads of carbon and polished aluminium trim.

Lexus parent company Toyota spent hundreds of millions of dollars establishing a specialised LFA factory at Motomachi in Toyota City, and hired 175 hand-picked engineers and designers to build the specialist supercar with its carbon-fibre and aluminium body.

That compliment of staff might have been temporarily relocated since the last LFA was assembled on December 14, but they’ll be back again early next year to help get the RC F online. This car also benefits from knowhow gained from racing at the Nurburgring with the race-spec Lexus IS F CCS-R, which undercuts the production IS F’s curb weight by some 300kg.

And we can look forward to seeing race versions of the RC F on racetracks from Suzuka to Nurburgring and Laguna Seca as new internationally standardised DTM-class race regulations come into play in Japan, Europe and the US by 2017.

Expect the cracking RC F to introduce the all-new RC Coupe family when it makes its world debut at the Detroit motor show in January, with the three other RC variants to be revealed at the New York motor show next April.

Toyota CEO Akio Toyoda has been talking about a Lexus sports car for the masses for a couple of years now. With a base price of around $65,000, you could say it’s finally here… nearly.

Um "render":

[jcpr]

Autohoje - Lexus IS já tem preços


Em Portugal estará apenas disponível o híbrido IS 300h. O IS 250 só estará disponível por encomenda.

A nova geração da berlina nipónica já está disponível para encomenda, e chega a Portugal em setembro a partir de 38 mil euros, na versão de equipamento base Business do IS300h. Contudo, a Lexus aposta sobretudo na versão Executive para o nosso mercado, tendo um valor de acesso de 40 250 euros. A versão Executive+ surge a partir de 44 504 euros. O topo de gama é o F Sport que custa 46 519 euros.
A nova gama deixará de ter opções Diesel. O carro estreia um novo motor a gasolina 2.5 de quatro cilindros com 181 cv, com dual vvt i e injeção direta d4 s. O motor elétrico debita 143 cv e tem 300 Nm de binário. A potência combinada do híbrido é de 223 cv. Anuncia 101 g/km de emissões de CO2 e consumos de 4,3 l/100 km.

Conheça melhor o Lexus IS 300h num Ao Volante na edição do Autohoje da próxima semana.

vi há 2,3 semanas um destes na A1, em santa iria. Achei esquisita a mala que tem uma terminação estilo duck-tail e os faróis traseiros que são realmente diferentes.

[reckoner00]

Lexus RC 200t Trademark Registered in Australia

Lexus has registered RC 200t as a trademark in Australia, fueling speculation that the new coupe will be offered with a 2.0L turbocharged four-cylinder engine. The RC 200t was registered on August 12, 2013 under trademark #1574017.

Lexus has previously registered trademarks for RC 350 & RC F — with the addition of the RC 200t, three of the four engine options suggested in a recent Motor Trend article have been accounted for.

The 2.0L turbocharged four-cylinder engine was first announced in October 2012.

[xeLa]

O LF-CC vai tomar o lugar do SC430 no Super GT Series GT500.

A versão de produção, como já referido, deve estar à venda em 2015, terá versão coupé e cabrio, assentará sobre a mesma plataforma do recém chegado IS, embora faça uso do(s) eixo(s) do GS que é(são) mais largo(s) que o(s) do IS.

O sistema híbrido da versão híbrida deverá ser o mesmo que utiliza o GS na versão 350h.

Nota de imprensa:

TOKYO – Aug. 16, 2013 – Lexus Racing announced a new race car based on the Lexus “LF-CC” that will compete in the Super GT Series GT500 class starting next season. The vehicle will replace the Lexus SC 430 currently used in Super GT races.

The Lexus LF-CC is a two-door coupe concept that debuted at the Paris Motor Show in September 2012. It features a dynamic exterior with an emphasis on aerodynamics and cooling performance.

Vehicle shakedown will begin at the Suzuka Circuit this afternoon.

WorldCarFans

[topspeed]

Como não tenho vindo ao forum, cruzei-me agora com este tópico e tenho aqui umas fotos fraquitas de quando estive a ver o novo IS no início de Julho...








Fiquei desiludido porque notei que regrediram na qualidade de alguns materiais face ao antecessor (para baixarem assim o preço, também já devia estar à espera...). Acho que o pormenor dos mija-mija dos faróis é horrível, ter ali um "mamarracho" espetado em frente à optica que se levar com um mosquito a 200km/h (vel. máx), muito provavelmente necessitará de substituição... E é pena este pormenor, o facto de além de não ter uma motorização diesel e que tenha a vel máx limitada a um valor demasiado baixo para a "suposta" potência que rubrica.

No geral gostei bastante das linhas exteriores e mesmo o interior, segue a mesma linha, sendo no geral um produto bastante diferente do seu antecessor.

[ice]

Ainda não vi nenhum is ao vivo.

Mas de facto lamento a política de não terem motorizações diesel...


Cump.

[BLADERUNNER]

Lexus teases new concept for Frankfurt Motor Show
Could preview the RC

[reckoner00]

Parece ter apenas 2 portas, logo é capaz de ser mesmo o RC-F Concept

[xeLa]

Lexus IS 300h sob análise

LEXUS IS 300h F Sport - autoevolution

Algumas considerações:

• Em cidade:

A direcção e suspensão fazem o carro parecer um "jogger" nas ruas da cidade.

A suspensão adaptativa torna o carro suficientemente confortável para enfrentar as ruas com piso em pior estado.

Conduzido de maneira habitual para um híbrido, consegue-se consumos entre os 4 e os 5.5 l /100 km.

A visibilidade está na média do segmento. Ajudada pelos sensores de estacionamento e pela câmara traseira, estacionar torna-se muito fácil.

• Em estrada:

O carro parece plantado na estrada, muito devido à suspensão e direcção nesta versão F-Sport.

O F-Sport não sacrifica muito o conforto em relação à informação extra que a a mecânica e chassis retribuem. Não faz grande mossa no conforto dos passageiros, mas faz uma diferença significativa para o condutor.

Em condução mais viva, o carro mostra a grande aderência que tem.

O carro podia ter mais potência. No limite, o comportamento neutro e a excelente aderência podiam tornar-se em sobreviragem no limite, coisa que não se verifica nem com as ajudas electrónicas desligadas, a traseira não descola.

A média, envolvendo condução a ritmo mais rápido, cifrou-se nos 9 l /100 km.

O carro mostra-se melhor que o tempo dos 0 aos 100 km/h declarado. A afinação é mais desportiva que no GS 450h.

A suspensão mostra-se com um maior trabalho a tentar absorver as irregularidades das estradas mais estragadas.

A direcção torna-se surpreendentemente firme nos modos mais desportivos, mesmo assim, a informação transmitida por esta mantém-se boa.

O poder de travagem é excelente, pelo que é melhor "ser-se gentil" com o pedal do travão.

O carro mostra uma subviragem no limite, chegando a dar a sensação que tem uma "trela". Em relação ao GS, o F-Sport no IS não tem direcção integral (às 4 rodas).

O IS 300h parece mais desportivo que o BMW 320d, parecendo ter um habitáculo produzido de forma mais inteligente e elegante. A nível de conforto, o nipónico leva a melhor, ao contrário do que acontece na dinâmica. Não é necessário atingir o limite, onde o Lexus mostra o seu ponto fraco, é suficiente para fazer uma curva a velocidade normal. O BMW parece mais natural a transcrevê-la.

A posição de condução do IS é baixa, ainda assim, o conforto reina. Os bancos do F-Sport são brilhantes. Permitindo ao condutor pode sentir o feeling desportivo que o carro transmite.

O espaço atrás aumentou, a distância entre o pilar B e o banco também, notando-se na entrada e saída do carro.

O condutor sente-se especial dentro do carro: graças à insonorização, à decoração do interior e à solidez geral do carro. O motor é praticamente inaudível (este carro também vem equipado com aquela treta para simular barulho do motor).

O conforto é tão bom como o de alguns carros do segmento acima.

O sistema de som opcional, da Mark Levinson, é delicioso. O controlo do sistema de informação e entretenimento, o Remote Touch Interface, está mais user friendly.

• Conclusão:

Apesar de uma dinâmica de condução porreira, a melhor faceta do carro é o feeling geral e a conjugação da referida dinâmica com o conforto típico da marca.

Os desenhos interior e exterior estão mais elegantes que os do Série 3.

O carro parece "castrado" de modo a não roubar clientes ao GS.

I. History 7 / 10

We've lost count of the number of years for which automakers have been working to move the diesel engines from utilitarian vehicles to the cars we all want to drive. Nevertheless, while everybody's lending a hand to the diesel genre, some people in Japan are shaking their head in disapproval. They're all wearing Lexus badges and now they've declared war in the premium compact sedan segment.

Forget the diplomatic missions, Lexus has now released the third incarnation of its IS. With the IS300h petrol-electric version, this is keen to demolish everything that's been built in the diesel field so far.

Since the Germans weren't exactly strangers to the First or the Second World War, it's no surprise to find them at the heart of this conflict too. The world doesn't seem to be big enough for both the Lexus IS 300h and the German two-liter diesel premium compact saloons.

We recently went into the first line, aiming to find out who the winner is. Like any battlefield experience, it was all very confusing at first. We thought we had the two camps sorted out, but then we remembered that the best four-cylinder diesel we've driven this year came from Mazda, albeit fitted to a car playing in the non-premium D segment. So the Japanese are also fighting against their own kind. Good.

Lexus doesn't let one sentence about the new IS slip without including words like "driving performance", so we had to go for the IS 300h F Sport.

Last time we had a go in an F Sport model this was the GS 450h and we've had quite an experience, so our expectations are high. Then again, the BMW 320d, which could be seen as the natural enemy of the IS 300h, convinced us to offer it a pretty high rating. We're not sure which of the two was the unstoppable force and which was the unmovable object, but they've certainly met, so it's time to see what happens.

II. Exterior 8 / 10

With the IS, Lexus has managed to produce the sportiest-looking car in its class. The F Sport package only comes to make the most out of the model's styling.

They did this one by the book, starting with a change in proportions. The Lexus IS grew 3.2 inches (80 mm) in length, but out of these, 2.8 inches (70 mm) went to the wheelbase and just 0.4 inches (10 mm) to the front overhang. In addition, the vehicle is now 10 mm wider.

Our test car was dressed in White Nova, one of the two exclusive F Sport colors. Lexus and Toyota's Hybrids have always had this thing for pearlescent white, but this hue looks even better than what we've seen in the past - seems like the Lexus LFA inspiration wasn't just marketing bla-bla.

While both Audi and BMW seem to have diluted their daytime running light fascination, the IS manages to bring a strong new approach to this, placing the dedicated LED units below the headlights.

Looking even lower, we find the F Sport front apron, with the Lexus Spindle Grille now featuring a chrome trim. The wider air intakes provide superior cooling for both the engine and the front brakes, while the bottom corners feature LED fog lights.

Ticking the F Sport box also means gifting the car with a set of rims that offer a Y-spoke design, a concave profile and a dark metallic finish. While these once again remind of the Lexus LFA, they also seem to follow the current trends in the custom wheel world.

The side skirts and rear apron couldn't be bothered to change themselves for the F Sport trim. Then again, there was no need for transformation. That's because there's a line that unites the two aforementioned elements, as well as the tail lamps, with this creating all the drama you want.

And while the rear lights try to stand out though this, the rest of the rear end has an understated sporty appeal.

In fact, the Lexus IS F Sport is an interesting combination between the company's dress code and a sporty stance that seems to be designed to keep anyone from ever wishing to turn to a tuner.

III. Interior 8 / 10

Jump inside a Lexus IS cabin and you'll want to plan a trip to Japan. Lexus designers didn't used to be this cool, so we have to go their cafeteria and have whatever they had when they penned the interior.

There's a feeling of a design that's so modern you wonder how it made it into production so quickly and every part of the cabin takes itself very seriously.

The F Sport pack manages to bring a feeling of organic driver orientation. The first thing you notice is the instrument panel. Since the Lexus LFA supercar is now out of production, they were allowed to borrow its driver meter with that moving center ring.

We're talking about a fully-digital instrument panel, but the solid central instrument surround can slide to the side, at the touch of a button on the steering wheel - the latter, as well as the shifter, were also upgraded for the F Sport trim.

You can have that center ring coincide with the geometrical center of the cluster or move it to the side to reveal an extra menu. This is fast and intuitive and you could swear that the graphics are borrowed from the Need For Speed series. Speaking of this, aluminum pedals and plates complete the F Sport bravado.

The center console has an imposing position, being topped by a modern display. Alas, here's where they forced themselves to make a difference between the IS and the GS - the seven-inch screen doesn't fill its entire area, using a noticeable plastic border.

Moving below, we find the center tunnel, where we are treated with perfect ergonomics. Now that we're offered those electrostatic controls for the climate system, you won't hear us saying that Lexus' buttons have an outdated feeling anymore.

As far as the materials are concerned, the fine leather found on cabin parts like the steering wheel and the dash is, unfortunately, mixed with an average plastic in certain areas.

Since the engineers have now placed the battery pack under the rear deck, our test car offered the same luggage capacity as any of its non-hybrid brothers. That's 15.9 cubic feet (450 liters), a pleasing number.

The interior of the Lexus IS make it obvious that this is the newest car in its class.

IV. In the city 9 / 10

Our test drive started in a manner that threatens to become typical for more and more drivers - stuck in a traffic jam, on the outskirts of a large city. While the passenger was keeping himself amused by playing with the button that moves the instruments around in their cluster, we had time to notice that the golden tint of the side windows shares its hue with the trim around the dash air vents.

Since we observed that, you can imagine the level of boredom the jam put us through. Nevertheless, the Lexus IS 300h is one of those cars that does quite a lot to help you get over such moments.

You see, the aforementioned glass is part of a philosophy that allows the car to isolate you from what is or isn't going on outside. But this is not the kind of senseless isolation that could become bothering after a while. No. Here you feel spoiled.

We've been driving for fifteen minutes non-stop now, the clogged traffic is probably a thing of the past. As the boulevards reveal themselves, the IS 300h feels pretty sharp, ready to make us explore the city. The suspension and the steering, which have been customized for the F Sport model, make the car feel like a bit of a jogger on these streets.

An important part of this comes from the F Sport suspension. The adaptive setup on our test car offers enough comfort to be able to face those sides of the city where the asphalt needs to see a doctor.

And then there's the hybrid play - drive this sporty sedan the way you should treat any hybrid and you'll get an average of between mpg 4 and 5.5 l/100 km (59 – 43 mpg). Practice this sport for long enough and you'll become addicted to the sensation.

The idea is to keep charging your battery by planning your braking ahead and then to use its juice to run in EV mode. The latter means you'll have to keep the power needle below the half point of the Eco area and your speed below 43 mph (70 km/h). Not too hard then.

The visibility is within the class average and, aided by the front and rear sensors, as well as by the rear-view camera, you won't spent too much time on parking the Lexus IS.

The Lexus IS 300h has plenty of goodies to keep you engaged inside the city. And if you don't want to be bothered, the car is good enough to be able to play this role too.

V. Open road 7 / 10

We've been indulging in the Lexus IS 300h's first impression sensations for almost half an hour now and we're not rushing to go past this state.

Whenever we make our first miles of a Lexus test drive, we feel that we've just been sited at a reserved table. This impression is still here, but it's combined with the sensation that the car is walking with confidence. It seems planted on the road and, of course, much of the credit goes to the F Sport suspension and steering.

It's totally advisable to opt for the F Sport, since it takes very little comfort away for the massive feedback it has to offer. For the passengers, the setup doesn't make too much of a difference, but the driver now gets to enjoy the experience more than before.

The car is eager to follow your inputs and while those around you lean back in their leather-appointed cushions, you can feel the hefty amount of grip available. They won’t even suspect you’re having a good time behind the wheel.

Alas, one mustn’t get carried away. Not just for the sake of your passengers, but also for your own, it's best to drive the Lexus IS 300h up to seven or eight tenths. This means you'll get loads of comfort and refinement, all wrapped in a poky package that always feels ready to wrestle the big boys and displays a precise character.

Take it past this level though and you'll notice that the powertrain could do with some extra horses. You'll also wish that the grippy, neutral handling wouldn't turn into calculated understeer at the limit.

You can even disable both the traction and the stability control and you still won’t convince this Lexus to perform overpower oversteer. Yes, you can convince it to slide, but you’ll have to work for this.

Another reason to drive this car in a sporty, yet calculated manner would be the efficiency reward it has for you. We weren’t shy at all during our open road drive and yet the fuel consumption didn’t exceed 9l/100 km (26 mpg). Pretty nice, but we can’t help notice that we got about the same value in the larger and more powerful GS 450h.

The performance numbers make the self-proclaimed sporty aura of the car rather amusing, but as you drive along it feels better than 8.3 seconds and 124 mph (200 km/h). It really does and that’s because, aside from the straight line statistics, it’s got a determination to serve that pleases one.

In this respect, you can clearly see they’ve set up the car in a sportier way than they did with the Lexus GS 450h. You get the same driving modes, but these control a set of adaptive dampers that have simply been taken one step towards handling.

As for the ride, this provides the typical Lexus treatment, but you do feel there’s a bit of a struggle under the car when encountering larger road issues.

It’s the same with the steering, which becomes surprisingly firm in the sportier modes, while its feedback stays decent regardless of the chosen setup.

By the way, don’t get carried away by the excellent brakes - the pedal bites a bit aggressively to surround you with confidence, so be gentle.

Alas, the Lexus IS300h feels “junior” compared to the GS 450h and, just like in the case of its at-the-limit understeer, you can feel that the car has been kept on a leash. It’s not just the power difference, but the F Sport on the IS misses the integral steering it brings on the GS.

So, the Japanese have learned bad manners from the Germans. Fortunately, unlike Audi, BMW or Mercedes, Lexus only makes this difference in terms of performance, leaving the rest of the car to its full potential.

It may seem fun to compare the Lexus IS 300h and the BMW 320d, but, thankfully, the world hasn’t reached that point where they truly share their customers.

The Lexus IS300h looks sportier than the BMW 320d and the Japanese have produced a smarter, sleeker cabin. And when it comes to comfort, the IS spoils you more, but the 320d takes the cake when it comes to dynamics. You don’t have to reach the limit, where the Lexus has its weak point, it’s enough to go through a bend at a normal speed and you’ll feel that the BMW is much happier to do this job, it acts more natural.

Things may seem pretty balanced in this comparison, but there’s one little detail that puts the spotlight on the Lexus. We are talking about the price, a chapter where the BMW loses by a hefty margin.

VI. Comfort 9 / 10

The driving position of the Lexus IS reveals more about the car than any other of its parts. You sit low, so the driver in you is pleased, but the comfort's the boss here, this is the ultimate purpose.

This is the basic principle that sits behind the car, but, as we previously wrote, this also defines the F Sport pack.

Speaking of this, the F Sport seats are simply brilliant. You'll be able to enjoy the sporty feeling they give you at first for hours and hours, thanks to their cozy nature. The Japanese even tell us their secret - leave no gap between the upholstery and foam padding.

However, the IS 300h is not just about the driver - all the passengers have reasons to rejoice. Out of the 2.8 inches (70 mm) gained in terms of wheelbase, two (50 mm) were used to boost rear seat space. Together with the thinner front seats, this bough an increase of 3.35 inches (85 mm).

They've also enlarged the distance between the B pillar and the front edge of the seat and you feel this when getting in or out of the car.

As the scenery flies by, you get this feeling that you're special. This comes from a mix of elements including the all-round padding, the soundproofing, as well as the solid feel of the car.

Nevertheless, above all these elements sits the thing Lexus has been bragging about for quite a few years, its hybrid revolution. This is what allows you to skip having to live with a diesel.

Whether it's the financial or the mental benefits you're more interested in, the Lexus IS 300h has quite a package to offer.

Through all the aforementioned elements, the Lexus IS manages to step outside its class. In terms of comfort, this will take on vehicles playing in superior segments any day.

VII. Tech facts 7 / 10

Body and Chassis

The body shell of the Lexus IS manages to be both lighter and more rigid than that of its predecessor. They've also worked on the packaging, with the IS 300h being the first Lexus full hybrid to have its battery beneath its luggage compartment, not in front of it - the move means that the boot capacity is unchanged from the non-hybrid models.

Powertrain

The Lexus IS300h is motivated by a duet between a 181 HP, 2,494 cc four-cylinder petrol engine and a 105 kW (143 hp) electric motor. The four-pot is a new engine and it runs according to Lexus' favorite Atkinson cycle, also featuring D-4S direct injection, as well as Dual VVT-i variable valve timing.

In between the two units and the driven rear wheels sits an Electric Continuously Variable Transmission (E-CVT), which channels the 223 HP overall output of the system.

Road Connection

At the rear of the 2014 Lexus IS, we find a new multilink suspension, including a subframe and cowl lateral braces designed to make the car sharper. The front suspension has been reworked, with one of the most important changes being the adoption of thicker anti-roll bars.

The F Sport package brings a bespoke implementation for the suspension, as well as for the Electric Power Steering. Choosing this also brings 18-inch wheels, as well as an optional Adaptive Variable Suspension (AVS). This allows the driver to choose between normal and sport damping modes.

Stopping Power

Since the F Sport pack doesn't bring extra power, the standard brakes of the car were kept. This means that the front axle features vented discs in a size of 296x28 mm, while at the back we have 290x10 mm non-ventilated rotors.

Before we end, we have to explain that the limitations of the powertrain, as well as the built-in understeer given by the suspension setup have determined us to withdraw a point for this chapter.

VIII. Gadgets 9 / 10

The 2014 Lexus IS has quite a lot of gadget-related stories to tell, but allow us to be superficial and confess that it's the aural part of the experience that conquered us.

The optional Mark Levinson audio system may bring 835 Watts of power through fifteen speakers, but it's the way in which the sound is delivered that delights.

The experience is deeply multi-dimensional one - the system just spreads the sound waves throughout the cabin in a way that seems to defy physics, perfectly surrounding you with the tunes. The system can even adjust the volume so that you get to perfectly hear the quieter parts of a song.

Not even this area of the car has been left outside Lexus' green philosophy, with the system promising to deliver double the volume for the same power consumption. Feel free to pump it up then.

And there's a second part to this ear-tingling experience we found in the Lexus IS300h. We're talking about the Active Sound Control (ACS). To put it shortly, there's a dedicated speaker that simulates a sporty engine sound.

Left on its own, the Atkinson cycle 2.5-liter engine is barely audible aside from when being pushed very, very hard. However, there's a little volume control button on the left of the dash, which allows you to control the aforementioned ACS.

At first, the purists inside of us said "No" and muted the thing, but we had to admit that having it made things more pleasant. We never thought we'd say this, but we wish the Lexus GS450h F Sport also had the ACS.

The acceleration noise is nice, with the system also being able to simulate the sound of an engine working its way up through the artificial six gears of the car's E-CVT gearbox. By the way, this also works on the downshifts.

Sure, it has its glitches. There are scenarios in which the difference between the aural crescendo and the actual engine revs are pretty obvious. What's more, the speaker fails to perform a downshift misfire impersonation properly.

In the end, we'd rather have the option to use the ACS. We'll even go as far as saying that they should make full use of the concept - perhaps give us several tones to choose from.

Staying in the infotainment area, we noticed that Lexus' second-gen Remote Touch Interface just got a bit friendlier. There are a few subtle tweaks that make menu navigation seem more natural.

A Lexus is probably the last car in the world you'd expect to get electrocuted by, but it seems that this is exactly what the Lexus IS is trying to do. The actual sensation is, of course, not there, as we're talking about the two electrostatic switches on the center console that control the climate. They're a very nice toy to have.

IX. Safety 8 / 10

We can easily describe Lexus' IS 300h is one of the most fun all-safe cars we've ever driven. The focus on keeping things on track is well-planted into the car's attitude.

The IS300h hugs the road with confidence at all times. It feels like a well-trained personal assistant in the way in which it hurries to respond to your inputs.

Ask too much of it though and it will politely remind you of the safe driving principles, using a certain dose of understeer in order to do so.

However, up to that point, you get plenty of sensations and you're not even aware of how much efforts the car is making to juggle with your safety and driving entertainment.

It shouldn't be long until we get to find out what happens when the 2014 Lexus IS meets an official crash barrier, but so far neither side of the Atlantic has given us a rating for the sedan.

When it comes to active safety, the IS prides itself with features such as the Pre-Crash System with Adaptive Cruise Control. For example, this can automatically increase the braking force applied by the driver when such an action is necessary.

As for the passive safety, you'll find an airbag just about everywhere you look when sitting in the 2014 Lexus IS. That's because the car comes with ten of them in standard. There are two stage frontal ones, knee airbags for the front seat occupants, front and rear side units, as well as full-length side curtain airbags.

Lexus shows that those who motivate uninspiring styling though safety requirements are not to be taken seriously. With the IS, the carmaker shows that the notion of a pop-up hood designed to protect pedestrians can coexist with sculpted forms.

X. Conclusions 8 / 10

The 2014 Lexus IS arrives after the rest of the carmaker's range has been refreshed. Lexus had already planted the driving involvement seed and with the launch of the IS they're insisting on this.

Only a few moments spent behind the wheel of our IS 300h F Sport test car revealed that the vehicle really has a crush on its driver. This is the way the whole story should be understood, “just a little crush”. This sporty side doesn't refer to proper performance, but rather to mid-range enjoyment.

Thus, despite offering nice driving dynamics, this is not the best part of the Lexus IS. That title goes to the overall feel of the car, which manages to balance the aforementioned asset with the typical comfort Lexus has accustomed us with.

In the Lexus IS 300h you're spoiled in a way that makes German diesel rivals feel mainstream. What's more, the Euro models force you to climb higher in the line-up if you have special desires, whereas the Lexus IS 300h is just as comfortable as larger models.

And if we're talking comparos, the sportiest one of the Germans, the BMW 320d, may be in trouble when mentioning exterior and interior design. In these areas, the Lexus simply feels sleeker.

Then there's the price, which clearly places the Japanese model in the lead. The Lexus IS 300h starts at EUR36,700 and the F Sport begins at EUR45,900. However, while BMW has taken the 320d to the US, albeit rebadging it as a 328d, the IS doesn't offer a hybrid powertrain in America.

US customers are thus deprived of the best powertrain available. Since the petrols don't benefit from forced induction efficiency and there are no diesels, the hybrid is the only version that makes full sense for us. We have to explain that this allowed us to hit (4.5l/100 km) inside the city. The value doubled past the urban borders, but it's still good considering the sporty driving.

Lexus could've simply learned a lesson from BMW's hybrids and offer the IS with the same powerplant as the GS450h, which is available in America. By the way, Europeans could do with more power in the hybrid too. That would also compensate for the absence of the muscular six-cylinder IS 350 the Americans get.

Oh and that all-wheel steering included in the GS' F Sport pack wouldn't be bad on the IS either. Speaking of handling, the IS may be a rather keen sedan, but it doesn't compare to a BMW 3 Series when it comes to tackling corners.

Then again, it would've been difficult for the automaker to set the IS free – the Japanese may have exploited the IS's full coziness-providing potential, but when it came to performance they limited the car to prevent it from stealing GS customers. These go-fast boundaries make up the worst side of the 2014 Lexus IS, which is why we recommend the F Sport package. This is a piece of kit that makes the problem softer, albeit without touching the power department.

Basically, if you can live without the top-end performance of the Germans, the Lexus IS is a brilliant choice. It's one that will make you feel special, a bit like the evenings when you're on vacation.

[reckoner00]

Mais um "photoshop" do RC-F

[reckoner00]

by The Smoking Tire

[AMGfan]

É uma pena este IS, na sua 3ª geração, apesar de ter corrigido algumas lacunas (sobretudo o comprimento lugares traseiros), melhorado no que já era muito bom, ter perdido algum apelo estético. Estive a observar um com matricula fraciu parado em terras algarvias durante as férias e desilude esteticamente face ao anterior. Perdeu "corpo". Fico com a noção também do que leio que continua a ser um produto desequilibrado. Muito bom numas coisas, incompreensível noutras.