2001 Lexus IS 300

Making 215 horsepower and paired with a responsive 5-speed automatic transmission, the 3.0L DOHC I-6 endows this slick sport sedan with solid performance credentials.

Twist the key and that needle swings to the beat of the smooth, well-mannered 3.0L DOHC six borrowed from the more expensive GS 300 sedan. In spite of nifty features such as variable valve timing and an electronic throttle, the tighter underhood confines of the IS's engine bay inflict a slight loss of output. The figures dip from 220 horsepower and 220 lb.-ft. of torque in the GS to new peaks of 215 horses @ 5,800 rpm and 218 lb.-ft. of twist at 3,800 rpm. Though it lacks the character and verve of a BMW-built engine, this 6-banger gets the job done pretty effectively, helping the IS 300 sprint to 60 mph in 7.7 seconds and stop the quarter mile clocks in 15.6 ticks at 90.6 mph. While those numbers do fall a bit short of those claimed by its prime Teutonic rival, they're close enough to keep things interesting.


Actually, the most entertaining part of the driveline is the 5-speed multi-mode automatic transmission, which warrants 10 full pages of owner's manual explanation. Six buttons, one lever and the gas-pedal position govern operation. You can let the transmission shift, as it likes, by wriggling the shift lever through its serpentine slot to the D position. Or, you can seize manual control by nudging the lever into your choice of four other forward-gear positions. The third option is shifting to the M position on the floor and tapping four steering-wheel-mounted buttons up or down to command second through fifth gears. Press two additional console-mounted buttons to chose Normal, Snow, or Power shift modes. After the initial joy of shifting with buttons wears off, you're left with two logical alternatives: engage D and focus your attention on keeping the throttle flat on the floor or wait until next year when a proper manual gearbox (unfortunately, only a 5-speed) will be added to the roster.

Quick on its feet and highly responsive to steering inputs, the IS 300 never met a twisty two-lane it didn't like.

Life is notably simpler and sweeter in the handling department. Katayama's team has done a superb job tuning the chassis. They missed BMW's fundamental verity of 50/50-weight distribution by a mile, in spite of moving both the engine and the battery as far rearward as possible. However, the difference is largely attributed to the IS's iron engine block versus the aluminum unit in the 3 Series. The engineering group did make up for that faux pas by trumping the BMW's front strut suspension with a more sophisticated control-arm design. (Both cars use a multi-link layout in back and one coil spring per corner.) More important than the hardware is the spirit engineered into the IS's soul. Ride dynamics are always firmly in control, despite some modest harshness and tire thump over potholes and expansion strips. Roll and pitch during aggressive driving are simply not an issue.


The first signal that the steering is a treat comes from the small-diameter wheel, which sets up go-kart expectations that are at least partially fulfilled. Response to a flick of the steering wrists is rapid and assertive with no lost motion or rubber mush to blunt the IS's reflexes. You can jink left or right with gymnastic agility and confidence, as evidenced by its 66.4 mph pass through our slalom. Unfortunately, the rim-to-road communication is not quite as keen. Ten percent higher steering effort might downgrade the IS's light-on-its-feet sensations a bit, but that's the first adjustment we'd try to move this car another notch closer to sport-driving perfection. Stopping power doesn't need any work though. The IS 300's ABS-abetted 4-wheel disc brakes halted this slick 3,274-pound sedan from 60-0 mph in just 115 feet, with little fade and no drama.


Thoughtful customers heading this way from Honda Accords and Lexus ESs will find precious few nits to pick with the new IS 300. The first quick corner they experience with the front wheels relieved of propulsion responsibilities will convince them they made a very astute move to this newcomer. Never mind the fact that the new IS doesn't knock the incumbent 3 Series to its knees. It's visually engaging, thoroughly enjoyable to drive, and a very fashionable way for two couples to do the town. Factor in the deferential dealer treatment and low depreciation that come as standard equipment with every Lexus product, and you've got a winner. BMW should be flattered. (www.lexus.com)