For years, Lexus has been renowned as a luxury brand that focused on refinement and class. With cars like the legendary, game-changing LS sedan and the performance-focused IS, it is known for undercutting the competition by price while amping up standard features.
Following the hard-top convertible experience gained by their SC430, Lexus has produced the IS convertible in an effort to bank upon the success of the wildly successful sedan. Give the IS 20 seconds and headroom becomes infinite. But, the SC suffered from the design of a misshaped egg. Would Lexus do it again?
When a company slices off the roof of a vehicle, two outcomes can occur: an utter catastrophe that looks disproportioned – see the Jenifer Lopez inspired Ferrari California – or one of the most elegant creations known to man – like the Aston Martin DB9 Volante. Although I do not believe the IS-C is as beautiful as Michelangelo’s Sistine Chapel, it is far from the looks department of a manatee, which is essentially a sea cow.
The backside of the car is adorned with revised, LED taillights and two roll bars that flank the rear headrests. Like many new hard-top convertibles, the trunk lid opens in a clamshell design to house the three-piece roof when you feel like getting a tan – or burn in my case. The two bulges that were placed on the top of the boot lid behind the two rear headrests is a subtle touch that wins design points from me.
Hopping behind the driver’s seat, you are confronted with typical IS switchgear, plastics, gauges and navigation unit. It is basically unchanged. This means that the soft-touch plastics are quality, yet the buttons and switchgear leave a Toyota-esque taste in your mouth.
Looking over your shoulder reveals that the dramatically rising beltline hampers rearward visibility. Although it is not quite as terrible as say the Nissan 370Z, where you downshift two gears and pray no one is on your side, it does chisel away at lane-changing confidence. Thankfully, Lexus’ engineers designed the rear headrests so they can drop at the touch of a button. With that said, you have a fighting shot of seeing any lingering motorists.
After seeing the vehicle in real light and up close, apart from the auto show’s dizzying lighting and distance created from the barricades, it is apparent it has the styling to become a contender. Albeit, for a particular crowd.
Now, let’s get down to brass tacks: how does it drive?
Interesting, to say the least.
Neglecting to get behind the wheel of the IS250, there is nothing exciting about a 2.5 liter V6 producing 204-horsepower and 185 lb-ft of torque where 0-60 comes in a not-so-quick 8.4 seconds, I piloted two of the several IS350s on hand.
Creating 306-horsepower and 277 lb-ft of torque from its 3.5 liter V6, the IS350 matches BMW’s 335 convertible claimed 0-60 of 5.8 seconds. The motor is supported by a six-speed automatic transmission with intelligent shifting and paddle shifters mounted to the back of the steering wheel.
Even in “S” mode the transmission failed to relinquish total control. This became quite irritating. The “intelligence,” needs to go because although it thought it knew what I wanted it continued to fumble through gear changes without my approval.
If you want a manual, the IS250 can be optioned accordingly. In my twenty something memory, I am pretty sure that would make it the first Lexus with an optional manual.
Thanks to the addition of nearly 400 pounds from the aluminum top, the convertible does not stand a chance of contesting the performance of the IS sedan. Wide open throttle does not cause a scene or drama, the 350 just motors on with a lackluster crescendo.
Top up, wind noise is surprisingly hard to find. Even near triple digits the car maintains its composure and does not make so much as a peep. Top down, wind buffeting is kept to a minimum without the wind screen, which was not equipped in my test vehicle. With a wind screen I can imagine smoother sailing that would be quite blissful especially at high speeds.
Taking corners, the 350 does experience some body roll but it refrains from becoming piggish. The firm yet forgiving suspension does a plentiful job at negotiating bumps and turns without becoming a floaty, magic carpet ride or a tooth crushing nightmare. Its structural integrity is upheld through underbody chassis additions as well as numerous reinforcements to the frame; however, some cowl shake remained noticeable over rough terrain.
Steering feel remains light as air but direct to the touch. So, if you want to drive with your pinky, go for it. At speed, the lightness thankfully dissipates for the most part and keeps confidence intact.
The stock brake kit is decent with 13.5 inch rotors up front and 12.2 inch rotors out back. By no means will they put your head through the windshield, but, they serve their purpose for daily driving needs.
The real story has yet to be discussed, though.
Unexpectedly, Lexus outfitted several of the convertibles on hand with some F-sport hardware. Piloting a black on black IS-C equipped with lowering springs/shocks, a big brake kit, free-flowing cat-back exhaust – by Toyota Racing Development – and the 18 inch forged, gunmetal rims transforms the frumpy Lexus into the “bad guy,” from the movies.
By lowering the convertible and slapping on the dark, matte rims, Lexus changes the whole look of the car. It looks badass! Say goodbye to wheel gap.
Not to mention the ride becomes notably stiffer. Although it is not quite as stiff as say the IS-F, which had the flexibility of an oak tree, it dials in the seriousness and tightens up turns and freeway cruising.
The exhaust is most likely one of the most crucial additions of the F-sport accessories. Thankfully, it loosens up the IS’ exhaust note and creates a bubbly blast at about 4,500 RPM and cranks into a scream until its redline.
Its massive BBK with blue calipers and drilled rotors creates a much more crisp bite and when you apply ample pressure you feel that strong pull that lurches your head forward.
According to several Lexus executives, these add-ons will be available as dealer-installed options. Personally, I am a “factory guy,” and would prefer it that way but it is what it is.
During my time with the new IS350 convertible, I achieved mid to high 18 MPG with hard driving and in the low 20s while driving more responsibly.
TThe future of the new IS is certain. With Lexus anticipating national sales of 1,000 units monthly, I imagine them hitting that mark. Why? Because they have created two personalities with the IS convertible. Not the obvious coupe/convertible sensation, neither.
You can have your softer, Boca Raton cruiser in baby blue with a cream interior IS250 or you can have a sinister IS350, black on black that looks as though it is going to take your daughter out for some “fun.” It’s your choice, really.
With a base price of ,940 for the IS250 and ,940 for the IS350, Lexus has certainly made the hard-top convertible craze much more difficult for perspective buyers.