REVIEW: Lexus' IS C Drops The Top And Heats Things Up

In the evolving market of convertibles, competition has been heating up.  With the introduction of BMW’s 335 convertible and Infiniti’s new G convertible, Lexus had to have a strong answer.  The new IS convertible is the dish Lexus has served.

2010 Lexus IS-C And HS250H Photo Gallery

Lexus Official IS-C 'Live a Little' Microsite

Although Lexus has produced the current generation SC with a folding hard-top since the early 2000s, that was a car that seemed unattainable to the mainstream audience.  With limited rear seat legroom and a rather blasé design, it was not a mind blowing success.  However, the payoff out of that venture was the brand gained tremendous experience with hard-top convertibles and could apply what was learned to future products. 

Now, armed with a design based off the relatively aggressive looking IS with room for four presents an attainable and practical offering, which is Lexus’ forte.  So, when we heard that Lexus was hosting an event, the spies knew we had to be there.

From a styling perspective, the new IS drop top appeared less than stunning at the auto shows and in photographs.   

In the flesh it is a different story.  001 and I agree, to be fully appreciated this car has to be seen in the metal. 

The upward trending beltline meets the C-pillar and is flanked by a buttress-like ripple that extends towards the rear of the boot lid.  Although this adds visual heft with the top up, it makes a statement with the top down.  Two thumbs up.

Rear LED taillights provide a different look to the rear of the car and although recent comments on AutoSpies suggest the design is uninspired, I beg to differ.  I find the swoopy lights executed in a fashionable manner without becoming too chunky or too large – like Infiniti’s M. 

For safety purposes, behind the rear headrests are two roll bars, which I personally have never been a tremendous fan of.  Granted, I am not a tremendous fan of a crushed skull upon a rollover.  You win some and you lose some.   

At the front of the vehicle, you will notice the modified front valence with a large, squared off center opening coupled with larger intakes near the fog lights.  A more aggressive take on the IS is a plus. 

So, the already handsome IS indulges in some tasteful additions which makes the coupe/convertible adapt into its sporting intentions a bit easier.  Do not get me wrong, the rear profile is not as eloquent as Monet’s The Waterlily Pond but it is far from the bulbous and bloated SC430. 

Slipping into the cockpit, you are confronted with the usual IS switchgear.  The dash and center stack are similar with soft-touch plastics and large buttons accessing the numerous features.  Thankfully, new interior colors provide some newfound pizzazz to the cabin.  One color combination that struck 001’s fancy was the two-tone blue/alabaster.  Certainly a bold choice and bordering on ostentatious, picture it with a pearl white exterior; it would be divine. 

One interior grievance, which I mentioned while discussing the exterior design, is the upward trending beltline.  This creates limited visibility over your shoulder and makes fast lane changes less confident top up or top down.  Although the visibility is not entirely compromised, like a Maserati MC12, it remains uncomforting. 

As with the sedan variant, there are two engine choices: a 2.5 liter V6 good for 204-horsepower and 185 lb-ft of torque with the choice of a six-speed manual or six-speed automatic – A Lexus in manual?  Now, if only they can do that with the IS-F. 

Or, a 3.5 liter V6 producing 306-horsepower and 277 lb-ft of torque that is matted to a six-speed automatic gearbox.   

Although there is no doubt the 250 will be the bigger seller of the two, we strayed from driving that vehicle because the real story here is the 350, particularly with the F-sport modifications.  Believe it or not, plenty of fun can be had with an underpowered six-speed manual, but, it will not be the same fun as an IS-F. 

Igniting the engine VIA pushbutton start, the 350 powered up to life.   

Slipping the gated auto into gear and motoring on, the top up IS is pretty cool.  There is plenty of headroom and the headliner is a nice, finished material.  Wind noise is not entirely obvious and even at high speeds, the Lexus remains quiet.  Even more so than Mercedes’ new E-class.  This can be attributed to the utilization of acoustic glass in the front windshield. 

Top up motoring stayed true to the Lexus expectation, which is refined. 

Then, came the theatrics; dropping the three-piece top.  In 20 seconds, the production goes through a series of different movements: pivoting, opening, closing and extending.  All relatively quiet and sophisticated thanks to what Lexus says have been the use of electronic motors rather than traditional, hydraulic motors. 



This is a very good point.  The last convertible I drove, an Audi TT-S Roadster, when dropping the ragtop it would be quite noisy and finish with it banging closed.  In the new IS-C the electronic motors “brake” the top as it retracts to avoid a slam.  Clearly, it is the little touches that make this car stand out. 

From the stop light, the 350 has a quick pace but it is certainly not going to break your neck.  Zero to 60 comes in 5.8 seconds – matching BMW’s 335 – but it does not feel that fast. 

With limited cabin noise and the motor quieted down, it just moves.  Sort of like a sewing machine that just hums along.

Steering feel is predictably light and numb although direct.  So, it is incredibly easy to drive through turns and corners, albeit stability takes a little hit.  I do like that the steering gradually gets heavier as speeds pick up, so it does not bounce and gyrate manically at speed.    

The suspension is a nice compromise between taut and soft.  It handles bumps with poise and it is as though the suspension has isolated the car from rough road surfaces, but it manages to create a pleasant cruise without being overly harsh. 
 

Braking is acceptable and thankfully, I do not feel as though I am stepping on a pedal that is made out of a sponge.  For stock brakes they are adequate but I would prefer a bit more “bite.” 

As with most convertibles, there has been a massive effort to add reinforcements to the vehicle’s structure.  This includes the underbody and within the frame.  However, there still is some cowl shake and body roll through rough terrain and corners.  

Although it does not have what I consider ideal driving dynamics, I am sure that the baby boomer generation as well as female consumers will greatly appreciate the way the normal IS350 C is tuned.  Its tuning is balanced so it is light without being too floaty and it is hard enough without becoming jarring.   

But there’s more; this entrée has a bit of spice. 

Arriving to the location of the press drive, Lexus greeted us with a line-up of their cars.  One of which was a sinister black on black IS convertible with F-sport mods. 

Turns out, they will be offered as dealer-installed accessories.   

That is the catch 22.  There is something inherently wrong with a car modified at the dealer, especially when Lexus has some of the most impressive manufacturing protocols at their factories.  The firm nearly puts semiconductor companies to shame with its obsession for a sterile work environment.   

So, when I hear dealer-installed accessories it is like someone you do not know stepping on your foot.  It hurts but you cannot do anything about it. 

Nonetheless, the modified variant is badass, particularly in a black on black combination.   

Equipped with 18 inch matte gunmetal rims, upgraded drilled rotors with blue calipers, lowered suspension, intake, stabilizer bars, and a free-flowing cat-back exhaust – by Toyota Racing Development – the upgrades culminate in a much tighter, hardcore package.

The new exhaust “unchokes” the IS and lets the world know it.  At approximately 4,500 RPMs a slight burble emits from the exhaust and it turns into a loud scream when approaching redline.  The sound is nearly as cool as the IS-F.   

Yes, it is that good. 

A tighter, lower suspension does produce a harsher, bouncier ride.  And, as 001 pointed out, it just is a bit too much although not on the level of the petrified wood stiff IS-F.  It is doable as long as you steer clear of overly rough surfaces.   

Additional support provided by the stabilizer bars eliminate a good portion of body roll from the regular IS convertible and helped with the cowl shake. 

Improved braking is apparent with a quicker response rate and harder braking under pressure.  Where the difference is greatly apparent is in initial bite, where the upgraded brakes give feedback immediately on toe-in. 

With these additions, Lexus has certainly created a bipolar personality with the IS convertible.  You can either choose from a baby blue beach cruiser or for the modified, “bad guy” edition.   

Versatility will be key in the success of the IS convertible.  Now, with the F-sport accessories, the brand will have a fighting shot of reaching out to the male consumer. 

But here is the real shocker; pricing.  With a base price of $38,940 for the IS250 and $43,940 for the IS350 – without destination – Lexus has priced the IS competitively in the hard-top convertible landscape. 

If an easy to use, practical, technologically sound and refined convertible are what you are looking for, the IS is IT.   

Look for the IS C to hit showrooms by June 1.