• Sign in to follow this  
    Followers 0

    Review: 2014 Lexus IS 350 F-Sport


    • And Now For Something Completely Different In The Compact Luxury Class

    Trying to make yourself stand out in a crowd is a difficult task. Trying to do that in a competitive crowd such as compact luxury car market can be labeled as ‘Mission Impossible’. Why? Because sooner or later, you’ll be compared to the demigod that is the BMW 3-Series. The 3-Series has been a perennial favorite by many automotive writers and buyers because of its fun-to-drive characteristics and the value of the BMW badge. Since the F30 generation, many believe that the 3-Series has softened a bit. This has allowed competitors such as Cadillac, Infiniti, Mercedes-Benz, and others to try and slip some of those buyers away. Lexus is one of the competitors hoping to give the 3-Series a run for its money by introducing a radical looking third-generation IS. The looks are one thing, but can this Lexus make a stand? I had an IS 350 F-Sport for a week to find out.

    The IS makes a good first step in differentiating itself from everyone else. The overall shape looks to be an impressionist’s take on a compact luxury sedan. With sharp lines, the now familiar spindle grille, separation of the headlights and daytime running lights, and other details; the IS makes sure that it's the center of attention. One design element I think needs to be called out is the rear rocker panels coming together at an angle and flowing upward to create the leading edge for the taillights. A nice touch. The F-Sport package only ratchets up the attention of the IS by a factor of ten. Such design touches include new body kit, mesh grille insert, and a set of 18-inch wheels finished in graphite.

    2014 Lexus IS 350 F Sport 12

    Lexus also worked on making the IS’ interior standout from the crowd as well. The interior layout is very reminiscent to the LF-A supercar with an angular center stack and a minimal amount of buttons, to the configurable gauge cluster a sliding bezel which can positioned three ways (left, middle, and right) to provide key information for the driver. Material quality is for the most part top notch with brushed metal accents and soft-surfaced plastics. A set of sport seats help keep you and your passenger locked in while driving somewhat enthusiastically. Personally I found the side bolstering to a bit too much, which meant I couldn’t fully get into the seat.

    For your infotainment needs, the IS 350 F-Sport comes with the latest version of Lexus Enform. This new version features a new interface which brings the system into the modern era. You can also divide the screen into two or three parts to show off key information such as navigation, climate, and audio. Moving around the system is done with Lexus’ Remote Touch system. While I like the idea of using a joystick to control the system, the execution is another story. You have to be precise with your movement of the control, especially when you are pressing down to select a function. One slip and you’ll be in another section.

    The IS’ powertrains carry over from the last generation model. The base IS 250 features a 2.5L V6, while the IS 350 comes with a 3.5L V6. The larger V6 produces 306 horsepower and 277 pound-feet of torque. An eight-speed automatic comes standard on the rear-drive IS 350, while the all-wheel variant sticks with a six-speed automatic. The 3.5L V6 is a very stout and smooth performer. Power seemed to be available throughout the rev range and getting the IS 350 moving from a stop was no problem. If you put the IS 350 F-Sport into Sport or Sport+, the V6 becomes Mr. Hyde. The engine provides a deeper growl and provides sharper acceleration. When I put the vehicle into Sport+, I was shocked how the V6 engine changed from a smooth operator to one that had the same characteristics of a turbocharged one. The eight-speed automatic has to be one of the best I have experienced as it provided quick and smooth shifts, no matter whether I was driving normally or like a maniac.

    2014 Lexus IS 350 F Sport 8

    Fuel economy for the IS 350 F-Sport is rated at 19 City/28 Highway/22 Combined. My week saw an average of 21.8 MPG.

    Being an F-Sport model, the IS gets a number of tweaks to the suspension and steering. Such tweaks include an adaptive variable suspension, variable gear ratio steering, system a set of summer performance tires, and new brake pads. When the IS 350 F-Sport is in normal mode, its pretty much like your standard Lexus vehicle. The suspension does a mostly good job of isolating bumps and imperfections. There will be a few bumps that make their way into the vehicle due to the stiffer setup the F-Sport is equipped with. Switch the vehicle into Sport+ and the suspension stiffens up and makes the IS 350 a race car. Toss the IS 350 F-Sport into a curve and the model hunkers down with nary a hint of body roll and the tires keeping the vehicle glued to the road. The steering is nicely weighted and provides excellent feel.

    Lexus has a very credible competitor in compact luxury class with the IS. If you can spare your eyes from the looks, the IS 350 features a wonderful V6 and a impressive interior layout. The cherry on top is the F-Sport package which makes IS 350 a compelling driver’s car.

    Sure the IS may not have the brand equity that some of its competitors may have. But Lexus has shown that you don’t have to go the Germans to get a fun sedan.

    Disclaimer: Lexus Provided the IS 350, Insurance, and One Tank of Gas

    Year: 2014

    Make: Lexus

    Model: IS

    Trim: 350 RWD

    Engine: 3.5L 24-Valve DOHC VVT-i V6

    Driveline: Eight-Speed Automatic, Rear Wheel Drive

    Horsepower @ RPM: 306 @ 6,400

    Torque @ RPM: 277 @ 4,800

    Fuel Economy: City/Highway/Combined - 19/28/22

    Curb Weight: 3,593 lbs

    Location of Manufacture: Tahara, Aichi, Japan

    Base Price: $39,465

    As Tested Price: $48,977 (Includes $910.00 Destination Charge)

    Options:

    F-Sport Package - $3,620

    Navigation System/Mark Levinson Premium Audio - $3,225

    Blind-Spot Monitor with Rear Cross-Traffic Alert - $600.00

    Paint Protection Plan - $429.00

    Variable Gear Ratio Steering - $400.00

    Trunk Mat, Cargo New, Wheel Locks, and Rear Bumper Applique - $329.00

    0


    Sign in to follow this  
    Followers 0


    User Feedback


    Drew, exact feelings I have.  I still can't get on board with the spindle grille of all Lexi.  Hate their current interiors too.  I don't think they're bad, I just hate the look.

    0

    Share this comment


    Link to comment
    Share on other sites

    Drew, exact feelings I have.  I still can't get on board with the spindle grille of all Lexi.  Hate their current interiors too.  I don't think they're bad, I just hate the look.

     

    I'm sure they are put together impeccably, but I agree with you on the look.

    0

    Share this comment


    Link to comment
    Share on other sites

    Seeing these in person is key, and the look does well on the road.

     

    The IS in particular, and it's proportions, look particularly great rolling down the street with typical pearlescent Lexus paint and F-sport body and wheels.

     

    Sad that most sold are the 2.5L variety, but goes to show you, in a lot of classes, you could almost put a lawn mower engine under hood, as long as the rest of the car is "I want it" a lot of buyers won't care.

     

    It's such a small car, though, gets tight for me inside. The current GS is too boring in comparison, and doesn't have the same kind of dynamics.

     

    I'm an Acura guy, but appreciate the IS for its own reasons. Lots of great choices out there. I see a metric ton of these everywhere in Philly, driven by the 25-35 crowd. Almost all are IS250 AWD F-Sport package cars.

    0

    Share this comment


    Link to comment
    Share on other sites

    Seeing these in person is key, and the look does well on the road.

     

    The IS in particular, and it's proportions, look particularly great rolling down the street with typical pearlescent Lexus paint and F-sport body and wheels.

     

    Sad that most sold are the 2.5L variety, but goes to show you, in a lot of classes, you could almost put a lawn mower engine under hood, as long as the rest of the car is "I want it" a lot of buyers won't care.

     

    It's such a small car, though, gets tight for me inside. The current GS is too boring in comparison, and doesn't have the same kind of dynamics.

     

    I'm an Acura guy, but appreciate the IS for its own reasons. Lots of great choices out there. I see a metric ton of these everywhere in Philly, driven by the 25-35 crowd. Almost all are IS250 AWD F-Sport package cars.

     

    Very true. I was looking on Cars.com in their new car listings and the great majority were the 250. This makes me sad since the 250 is horrible engine. I'm hoping that the 2.0L turbo-four found in the NX makes its way into the IS.

    0

    Share this comment


    Link to comment
    Share on other sites


    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

      Only 75 emoticons maximum are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor




  • Popular Stories

  • Similar Content

    • By William Maley
      When I last reviewed the Acura MDX back in 2014, I mentioned that it and the RDX crossover made up a majority of the brand’s sales. That’s still true in 2017 as both models currently make up 63.8 percent of Acura’s sales through the end of March. In closing my review, I said Acura focused on fixing the issues that hurt the MDX before and left other things well alone, creating a balanced luxury crossover. But does that still hold up in a field that has become very competitive in the past couple of years? It seemed a revisit was in order.
      Acura did a significant refresh for the 2017 MDX with the biggest change being the design. Up front, Acura has swapped the shield grille for a larger pentagonal grille from the 2016 Precision Concept. While the shield was considered by many to a bit polarizing and a turn-off, I find the new grille to be a bit cartoonish. It doesn’t really work with the rest of the MDX’s design. At least certain traits such as the ‘Jewel Eye’ headlights and sloping roofline are still here and still work. The interior hasn’t changed much since our last test and that’s both a good and bad thing. The good is the MDX’s material quality is towards the top of the class with a fair amount of leather and wood trim used throughout. Although considering the price tag of just over $59,000, it would have been nice if Acura added some more luxury touches. Those sitting up front or in the second-row will find plenty of room and a set of supportive seats. The MDX is one of the few models in the class that offers a third-row as standard, but it is best reserved for small kids or being folded into the floor to increase cargo space. The bad mostly deals with the AcuraLink infotainment system. This dual screen setup brings more headaches than any other system I have used. A perfect example is when you want to switch from music to a podcast on your USB device. You need to use the top screen and a control knob to go through the various menus to find the show you want to listen to. Not only is this pain, but it also creates a distraction when driving as your eyes are taken off from the road. I wish Acura would scrap this system and start back from square one. Power still comes from a 3.5L V6 offering 290 horsepower and 267 pound-feet of torque. A nine-speed automatic routes power to either the front-wheels or all four-wheels via Acura’s super-handling all-wheel drive (SH-AWD). Advanced models like ours come standard with a stop-start system.  The V6 in the MDX is such an impressive motor. Power delivery is quite strong throughout the rev band and the engine doesn’t make much noise during acceleration. However, the stop-start is a bit of a mess. It takes a few seconds for the system to realize that you took your foot off the brake before it restarts the engine. The system can be turned off which we recommend doing. The nine-speed automatic needs a bit work as well as we found shifts to be somewhat clunky at low speeds. Also, the transmission is slow to downshift when you need to make a pass. At least paddle shifters mounted on the steering wheel solves this issue somewhat as you can do it yourself. EPA fuel economy figures stand at 19 City/26 Highway/22 Combined when the MDX is equipped with SH-AWD. I got none too shabby 23 MPG average for the week. One area we’re glad to see Acura not messing with the MDX refresh is the suspension tuning. The MDX has stuck the right balance of comfort and handling. Some of this is credited to the Integrated Dynamics System (IDS) that alters various settings for the suspension, steering, and a few other items. This means the MDX can be tailored to deliver a sporty ride when driving down a curvy road and ironing out road imperfections when commuting. There is one big issue for the MDX, price. Our MDX Advance & Entertainment tester came with an as-tested price of $59,475 with destination. Considering what you get for the price and compare against other models, the MDX is a bit of a poor value. Stick with one of the lower trims. The Acura MDX stands in a bit of an odd middle ground, where it is above the mainstream, but below luxury competitors. It remains a very competent crossover that seems to do most things right. But we can’t help but wonder if Acura was given a bit more time to mess with the stop-start system and automatic transmission, along with making it slightly more luxurious, it could take it a bit further from the middle ground the MDX currently sits in. Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas
      Year: 2017
      Make: Acura
      Model: MDX
      Trim: Advanced Entertainment SH-AWD
      Engine: 3.5L 24-Valve SOHC i-VTEC V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,200
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 19/26/22
      Curb Weight: 4,292 lbs
      Location of Manufacture: Lincoln, AL
      Base Price: $58,500
      As Tested Price: $59,475 (Includes $975.00 Destination Charge)
      Options: N/A

      View full article
    • By William Maley
      When I last reviewed the Acura MDX back in 2014, I mentioned that it and the RDX crossover made up a majority of the brand’s sales. That’s still true in 2017 as both models currently make up 63.8 percent of Acura’s sales through the end of March. In closing my review, I said Acura focused on fixing the issues that hurt the MDX before and left other things well alone, creating a balanced luxury crossover. But does that still hold up in a field that has become very competitive in the past couple of years? It seemed a revisit was in order.
      Acura did a significant refresh for the 2017 MDX with the biggest change being the design. Up front, Acura has swapped the shield grille for a larger pentagonal grille from the 2016 Precision Concept. While the shield was considered by many to a bit polarizing and a turn-off, I find the new grille to be a bit cartoonish. It doesn’t really work with the rest of the MDX’s design. At least certain traits such as the ‘Jewel Eye’ headlights and sloping roofline are still here and still work. The interior hasn’t changed much since our last test and that’s both a good and bad thing. The good is the MDX’s material quality is towards the top of the class with a fair amount of leather and wood trim used throughout. Although considering the price tag of just over $59,000, it would have been nice if Acura added some more luxury touches. Those sitting up front or in the second-row will find plenty of room and a set of supportive seats. The MDX is one of the few models in the class that offers a third-row as standard, but it is best reserved for small kids or being folded into the floor to increase cargo space. The bad mostly deals with the AcuraLink infotainment system. This dual screen setup brings more headaches than any other system I have used. A perfect example is when you want to switch from music to a podcast on your USB device. You need to use the top screen and a control knob to go through the various menus to find the show you want to listen to. Not only is this pain, but it also creates a distraction when driving as your eyes are taken off from the road. I wish Acura would scrap this system and start back from square one. Power still comes from a 3.5L V6 offering 290 horsepower and 267 pound-feet of torque. A nine-speed automatic routes power to either the front-wheels or all four-wheels via Acura’s super-handling all-wheel drive (SH-AWD). Advanced models like ours come standard with a stop-start system.  The V6 in the MDX is such an impressive motor. Power delivery is quite strong throughout the rev band and the engine doesn’t make much noise during acceleration. However, the stop-start is a bit of a mess. It takes a few seconds for the system to realize that you took your foot off the brake before it restarts the engine. The system can be turned off which we recommend doing. The nine-speed automatic needs a bit work as well as we found shifts to be somewhat clunky at low speeds. Also, the transmission is slow to downshift when you need to make a pass. At least paddle shifters mounted on the steering wheel solves this issue somewhat as you can do it yourself. EPA fuel economy figures stand at 19 City/26 Highway/22 Combined when the MDX is equipped with SH-AWD. I got none too shabby 23 MPG average for the week. One area we’re glad to see Acura not messing with the MDX refresh is the suspension tuning. The MDX has stuck the right balance of comfort and handling. Some of this is credited to the Integrated Dynamics System (IDS) that alters various settings for the suspension, steering, and a few other items. This means the MDX can be tailored to deliver a sporty ride when driving down a curvy road and ironing out road imperfections when commuting. There is one big issue for the MDX, price. Our MDX Advance & Entertainment tester came with an as-tested price of $59,475 with destination. Considering what you get for the price and compare against other models, the MDX is a bit of a poor value. Stick with one of the lower trims. The Acura MDX stands in a bit of an odd middle ground, where it is above the mainstream, but below luxury competitors. It remains a very competent crossover that seems to do most things right. But we can’t help but wonder if Acura was given a bit more time to mess with the stop-start system and automatic transmission, along with making it slightly more luxurious, it could take it a bit further from the middle ground the MDX currently sits in. Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas
      Year: 2017
      Make: Acura
      Model: MDX
      Trim: Advanced Entertainment SH-AWD
      Engine: 3.5L 24-Valve SOHC i-VTEC V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,200
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 19/26/22
      Curb Weight: 4,292 lbs
      Location of Manufacture: Lincoln, AL
      Base Price: $58,500
      As Tested Price: $59,475 (Includes $975.00 Destination Charge)
      Options: N/A
    • By William Maley
      In the past two years, I have driven three variations of the Volkswagen Golf; the GTI, SportWagen, and R. But I never had the chance to drive the standard Golf. That is until a couple of months ago when a Golf Wolfsburg Edition rolled up. For 2017, the Wolfsburg is one of the two trims on offer (the base S being the other) and comes with lots of equipment for a surprising price. But this is only the cherry on top of an impressive compact hatchback as I would find out.
      Let’s begin with that surprising price. Our Golf Wolfsburg tester came with an as-tested price of $23,515 and that includes a sunroof, push-button start, heated seats, backup camera, pre-collision braking, blind-spot monitoring, and rain-sensing wipers. Considering the amount of equipment on offer, this might be one of the best values in the compact class. I know that I’m beating a dead horse here, but I wished the Golf was just a little bit more exciting to look at. The clean lines and minimal brightwork make the Golf have a handsome profile. But park it next to something like a Chevrolet Cruze Hatchback, and you kind of wish that Volkswagen did something to make it standout. You could level the same complaint at the Golf’s interior as doesn’t have the same panache or sharpness as some competitors. But I can overlook it as the Golf has one the most functional and well-built interiors in the class. Controls are within easy reach and have a solid feel that is lacking in other compact models. It doesn’t hurt the Golf has a spacious interior for passengers and cargo. I’m 5’8” and found to have plenty of head and legroom sitting in the back. For cargo, the Golf offers up 22.8 cubic feet with the rear seats up and 52.7 cubic feet with them folded, putting it at the top of the class. Like the larger SportWagen and Alltrack, the regular Golf sports a turbocharged 1.8L four-cylinder producing 170 horsepower and 199 pound-feet of torque. My tester came with the optional six-speed automatic. A five-speed manual comes standard. This engine is such a sweetheart as it punches well above its weight. Power comes on a quick and smooth rate, meaning you’ll not be wanting for power when trying to make a pass. The automatic transmission is smart, knowing when it needs to up or downshift and doing so at a quick rate. One item that I gave the Golf SportWagen a lot of praise was the pleasant balance between a smooth ride and sharp handling. The regular Golf is much the same. Taking a corner, the vehicle shows little body roll and the steering provides a linear and quick response. It would be nice if the steering had some more weight, but otherwise, it is a fun car to hustle around. For the daily commute, the Golf offers up a comfortable ride where potholes and other imperfections are ironed out. Road and wind noise are kept to very acceptable levels. If I do have one complaint, it has to deal with the lack of adaptive cruise control. There is already a radar module up front for the pre-collision braking that can monitor vehicles ahead and bring the vehicle to a stop. So why isn’t there the ability to use that module to provide adaptive cruise control? Is it a technical issue or something dealing with the cost? (I'm thinking its the latter). That issue aside, I’m really impressed with the regular Golf. This is one of the vehicles that can deliver on being an all arounder without falling on its face due to one or many things. Plus, the Wolfsburg Edition might be the steal for the 2017 Golf lineup considering what you get. Disclaimer: Volkswagen Provided the Golf, Insurance, and One Tank of Gas
      Year: 2017
      Make: Volkswagen
      Model: Golf
      Trim: Wolfsburg Edition
      Engine: 1.8L TSI Turbocharged Four-Cylinder
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 170 @ 4,500
      Torque @ RPM: 199 @ 1,600
      Fuel Economy: City/Highway/Combined - 25/35/29
      Curb Weight: 3,023 lbs
      Location of Manufacture: Wolfsburg, Germany
      Base Price: $22,695
      As Tested Price: $23,515 (Includes $820.00 Destination Charge)
      Options: N/A

      View full article
    • By William Maley
      In the past two years, I have driven three variations of the Volkswagen Golf; the GTI, SportWagen, and R. But I never had the chance to drive the standard Golf. That is until a couple of months ago when a Golf Wolfsburg Edition rolled up. For 2017, the Wolfsburg is one of the two trims on offer (the base S being the other) and comes with lots of equipment for a surprising price. But this is only the cherry on top of an impressive compact hatchback as I would find out.
      Let’s begin with that surprising price. Our Golf Wolfsburg tester came with an as-tested price of $23,515 and that includes a sunroof, push-button start, heated seats, backup camera, pre-collision braking, blind-spot monitoring, and rain-sensing wipers. Considering the amount of equipment on offer, this might be one of the best values in the compact class. I know that I’m beating a dead horse here, but I wished the Golf was just a little bit more exciting to look at. The clean lines and minimal brightwork make the Golf have a handsome profile. But park it next to something like a Chevrolet Cruze Hatchback, and you kind of wish that Volkswagen did something to make it standout. You could level the same complaint at the Golf’s interior as doesn’t have the same panache or sharpness as some competitors. But I can overlook it as the Golf has one the most functional and well-built interiors in the class. Controls are within easy reach and have a solid feel that is lacking in other compact models. It doesn’t hurt the Golf has a spacious interior for passengers and cargo. I’m 5’8” and found to have plenty of head and legroom sitting in the back. For cargo, the Golf offers up 22.8 cubic feet with the rear seats up and 52.7 cubic feet with them folded, putting it at the top of the class. Like the larger SportWagen and Alltrack, the regular Golf sports a turbocharged 1.8L four-cylinder producing 170 horsepower and 199 pound-feet of torque. My tester came with the optional six-speed automatic. A five-speed manual comes standard. This engine is such a sweetheart as it punches well above its weight. Power comes on a quick and smooth rate, meaning you’ll not be wanting for power when trying to make a pass. The automatic transmission is smart, knowing when it needs to up or downshift and doing so at a quick rate. One item that I gave the Golf SportWagen a lot of praise was the pleasant balance between a smooth ride and sharp handling. The regular Golf is much the same. Taking a corner, the vehicle shows little body roll and the steering provides a linear and quick response. It would be nice if the steering had some more weight, but otherwise, it is a fun car to hustle around. For the daily commute, the Golf offers up a comfortable ride where potholes and other imperfections are ironed out. Road and wind noise are kept to very acceptable levels. If I do have one complaint, it has to deal with the lack of adaptive cruise control. There is already a radar module up front for the pre-collision braking that can monitor vehicles ahead and bring the vehicle to a stop. So why isn’t there the ability to use that module to provide adaptive cruise control? Is it a technical issue or something dealing with the cost? (I'm thinking its the latter). That issue aside, I’m really impressed with the regular Golf. This is one of the vehicles that can deliver on being an all arounder without falling on its face due to one or many things. Plus, the Wolfsburg Edition might be the steal for the 2017 Golf lineup considering what you get. Disclaimer: Volkswagen Provided the Golf, Insurance, and One Tank of Gas
      Year: 2017
      Make: Volkswagen
      Model: Golf
      Trim: Wolfsburg Edition
      Engine: 1.8L TSI Turbocharged Four-Cylinder
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 170 @ 4,500
      Torque @ RPM: 199 @ 1,600
      Fuel Economy: City/Highway/Combined - 25/35/29
      Curb Weight: 3,023 lbs
      Location of Manufacture: Wolfsburg, Germany
      Base Price: $22,695
      As Tested Price: $23,515 (Includes $820.00 Destination Charge)
      Options: N/A
    • By William Maley
      Following the LS 500 at Detroit and the LS 500h at Geneva, New York will be the home for the 2018 LS 500 F-Sport debut.
      Before we get any further, we need to temper expectations. This isn't a fully fledged F model like the GS F or RC F where they get noticeable power increases. Instead, the F-Sport is more of an aesthetic and handling package.
      From the outside, the F-Sport adds a mesh grille, larger air vents, side skirts, 20-inch wheels, and special shade of white that is exclusive to the LS F-Sport. The interior comes with new sport seats, an F-Sport steering wheel, brushed aluminum trim, and a revised instrument cluster.
      A handling package that brings variable-ratio steering, rear-wheel steering, sport-tuned air suspension, and the Lexus' Active Stabilizer anti-roll-bar system is only available on the rear-drive LS 500. All F-Sport models do get larger brakes (6-piston calipers at the front and 4-piston at the rear).
      The LS F-Sport arrives in early 2018.
      Source: Lexus
      Press Release is on Page 2


      Having debuted its reinvented flagship sedan earlier this year—the all-new 2018 LS 500—Lexus is putting an exclamation point on this signature model with the new F SPORT model. The LS 500 F SPORT, unveiled today and on display this week at the New York International Auto Show, moves the driving emotion needle even farther with handling enhancements and a performance-infused design outside and in.
      The original luxury disruptor when it debuted to launch the brand, the Lexus LS has for nearly three decades set benchmarks for powertrain smoothness, ride quietness, craftsmanship, attention to detail, and long-term quality. The 2018 LS 500 will offer the most dynamic driving experience in the model’s history; now it has the possibility of being enhanced further with the new F SPORT model.
      Within the Lexus lineup, the F models, including GS F and RC F, are the track-tuned maximum performance machines. The F SPORT versions, meanwhile, imbue the standard models with a more engaging driving spirit through carefully applied chassis tuning and enhancements, while still emphasizing exceptional comfort. On the new LS, the F SPORT model will be available with gas and hybrid powertrains, and those choosing the RWD V6TT model will have the option of adding the F SPORT Handling Package to bring a level of liveliness never before seen on the flagship sedan.
      F SPORT Look
      Lexus designers didn’t hold back when giving the LS 500 its coupe-like silhouette and dramatic rendition of the Lexus signature spindle grille that shows even greater intricacy in the design. Developing the F SPORT grille took computer-aided design (CAD) operators some five months to achieve the desired texture and interaction with light. Even then, they adjusted 7,100 individual surfaces to achieve the desired look and texture (compared to 5,000 for the standard model’s grille). And when combined with the sporty enlarged side grille, it is functional as well, helping to maintain the vehicle’s cooling performance.
      The special F SPORT front grille, rocker panel, and trunk moldings accentuate the sedan’s rakish profile, while F SPORT badging on fenders and exclusive 20-inch alloy wheels complete the exterior transformation. For those looking to really stand out, Ultra White is offered as an F SPORT-exclusive exterior color.
      F SPORT Inside
      As it did with the exterior, Lexus shifted the LS 500 cabin into F SPORT spec by applying trim and features exclusive to this version. A common thread through all LS models remains: Omotenashi, the concept of Japanese hospitality. Applied to the LS 500, it means taking care of the driver and passengers, anticipating their needs, attending to their comfort and helping to protect them from hazards. The F SPORT adds a performance attitude to the mix.
      The F SPORT persona shines throughout the cabin, starting with the F SPORT-exclusive front seat, which provides enhanced support for dynamic driving. A perforated-grill pattern on seating surfaces and unique scored aluminum trim elements add additional sporty flair.
      The driver faces a special F SPORT steering wheel as well as a speedometer and tachometer in a movable meter with a ring that slides to display information—a design adapted from the limited-production Lexus LFA supercar and a further expression of the car’s dynamic intentions. Attention to detail shows in the aluminum accelerator, brake and footrest pedals, as well as the F SPORT perforated shift handle and footrest. Ultrasuede in the seats and headliner is the crowning touch. For those desiring the ultimate sporty look, a new Circuit Red interior is available exclusively on F SPORT models.
      LS 500 Chassis Details
      2018 LS F SPORT models feature the latest generation of the brand’s advanced chassis control technology, Vehicle Dynamics Integrated Management (VDIM), which has been refined since its debut more than a decade ago.
      In 2004, Lexus introduced the first integrated control system that combined the previously independent ABS, traction control, vehicle stability control, and EPS, as well as other functions, into a single system. In 2012, the brand adopted the four-wheel active steering integrated control system—known as Lexus Dynamic Handling, or LDH—from the GS for enhanced safety and driving performance that responds to the driver’s intention.
      The new VDIM system implements cooperative control of all vehicle subsystems – braking, steering, powertrain, and suspension – to control basic longitudinal, lateral and vertical motion as well as yaw, roll and pitch. Optimal control of these motions helps to enable exceptional ride comfort, enhanced traction and safety and handling agility, and allows for enriched flat vehicle posture during cornering as well as a more comfortable and stable ride overall.
      Sporting Genes
      The LS 500 is based on an extended version of the brand’s premium global architecture for luxury vehicles (GA–L) platform from the new Lexus LC 500 coupe. The stiffest platform that Lexus has ever developed, GA-L sets the stage for enhanced handling, ride smoothness and cabin quietness. The LS F SPORT capitalizes on the platform’s responsiveness and agility.
      Equipping the LS 500 F SPORT with standard 20-inch wheels and 245/45RF20+ 275/40RF20 tires, (summer tires for RWD) along with larger front and rear brakes (6-piston calipers on front and 4 pistons on rear), unlocks more of the platform’s intrinsic performance capability. Opting for the available F SPORT Handling Package (RWD gas model) equips the LS 500 F SPORT with Lexus Dynamic Handling (Variable Gear Ratio Steering and Active Rear Steering), Active Stabilizer, and sport-tuned air suspension with rapid height function. The result is a full-size premium luxury sedan that responds more like a sports coupe through curves, helping to underline what F SPORT stands for.
      415-Horsepower Heart with a 10-Speed Partner
      Lexus designed an all-new 3.5-liter V6 engine specifically for the new 2018 LS 500, using twin turbochargers developed through the company’s F1 technology. This new twin-turbo V6 offers V8-level performance – 415 horsepower and 442 lb-ft of torque – paired with the first-ever 10-speed automatic transmission in luxury sedan.
      The engine yields a broad torque curve and, perfectly in tune with the F SPORT spirit, the new engine and transmission deliver instant acceleration and a constant buildup of torque toward the vehicle’s redline. The LS 500 is undeniably quick, with a 0-60 time of 4.5 seconds (gas RWD). An electric wastegate is among the features that contribute to the engine’s rapid responses. The driver can tailor powertrain response and feel by choosing from Normal, Sport S or Sport S+ modes, and just enough of the exhaust note is heard to enhance the sporty feel.
      F SPORT Performance, Hybrid Efficiency
      The LS 500h F SPORT infuses high efficiency into the sporting formula. The new Multi Stage Hybrid System combines a naturally aspirated Atkinson-cycle 3.5-liter V6 gasoline engine with two electric motor/generators and uses a compact, lightweight lithium-ion battery. The V6 engine uses D-4S direct fuel injection, and lightweight valvetrain components, with Dual VVT-i ensuring ample torque across the engine speed range. Combined system output is 354 hp.
      The new system adapts the planetary-type continuously variable transmission from Lexus Hybrid Drive and also adds a unique four-speed automatic transmission. Working in concert, the two gearsets alter output in four stages to utilize the V6 engine across the entire speed range. In manual mode, the two gearsets act together to provide the effect of 10 ratios, giving the LS 500h F SPORT an enhanced dynamic feel on the road and allowing the driver to shift through the ratios with paddle shifters. The Multi Stage Hybrid System allows for more electric assist at lower vehicle speeds.
      What’s more, this system allows the RWD LS 500h to propel from 0-60 in 5.2 seconds – which is on par with the previous-generation V8-powered LS 460 and 3 /10th of a second faster than the AWD LS 600h.

      View full article
  • Recent Status Updates

  • Who's Online (See full list)