Lexus IS (2013 – 2020) Review

Taking on the Germans, in Europe at least, in the mid-sized executive class is a formidable task, but it’s one that Lexus has been doing since 1999 with the IS. It’s done so with mixed results, for while there’s a lot to admire about Japan’s take on a sporting, luxurious business saloon, it’s never had the mainstream appeal to really make a big impact. Early to hybridise, the IS has been more successful in markets like the USA, which explains why its replacement, due in 2021, won’t be coming to the UK, Lexus, instead, concentrating on its SUV and crossover offerings. 

Mercedes-Benz C-Class, Audi A4 and BMW 3 Series, that’s what all but a handful of buyers consider when they’re looking at their company car lists, the monthly tax liability and, let’s be honest, what their friends will think of their new ride. Few add the Lexus IS to that list, even if, by the numbers the Lexus makes a good case for itself, while it’s also a fine-looking alternative to the predictable German trio.

In its current guise it’s been around since 2013, with it getting a model revision in 2017. Time’s running out for it now, with Lexus having announced its replacement, it due late 2020/early 2021. If you’re considering one don’t bother waiting for that new car, because Lexus has decided not to bring the new saloon to Europe. With the new IS Lexus will be focussing its efforts on areas globally where it sells in big numbers, both back in its home Japanese market, as well as the USA. 

We’re not sure there’ll be many people who’ll be sad to hear of its demise, indeed, most won’t even notice, but if you like choice, value excellent customer service and want something without one of those German badges on your executive saloon’s nose, then there’s reason to mourn its passing. 

The IS is, and always has been, a car that’s dared to be a bit different. The original brought some cool, watch-inspired instrumentation to what’s a fairly restrained marketplace, giving those established German players a bit of a shock at the time. That impact has diminished as the IS has matured, but Lexus always offered a good standard level of equipment, audio equipment that’s among the best around and has always been a big advocate of hybrid power. Indeed, the run-out models available today are only offered in IS 300h guise, self-charging hybrid guise, mating a 2.5-litre petrol four-cylinder engine with an electric motor housed in the automatic transmission.  

As its rivals have all caught up, to the point they’re able to offer plug-in hybrid versions the IS’s USP has somewhat diminished, as even before that the hybrid was bettered for consumption by the majority of its turbodiesel alternatives. A car before its time, then, and one that’s still relevant today, if you’re prepared to buck convention and spend your money in a Lexus dealer. Which, if you’re reading this, you just might, or, as is more likely now, buy one used. Do that and we doubt you’ll be disappointed, as while the IS might not have ever made a huge impact on the sales of its German competition, it wasn’t because it was a bad car, rather just a mis-understood, overlooked one in a marketplace evidently comprising largely of unimaginative buyers.

A 223PS output from its hybrid powertrain, mated to a rear-wheel drive chassis should add up to an enjoyable driving experience, but the IS is good here, rather than outstanding. That’s a bit of a problem in this class, because the BMW 3 Series drives with such competence and engagement at a level that the Lexus struggles to achieve, even after the firm undertook extensive revisions to the chassis in 2017. 

Not everyone wants sporting handling though, and the IS 300h demonstrates a base level of ability in all areas that it’s a decent all-rounder. Indeed, take it easy and the IS 300h is a comfortable, easy car to live with, it having a decent ride, as well as surefooted handling. There’s not a great deal of steering feel, nor is there any great incentive to drive it just for the sake of doing so, but as a capable daily driver then the IS isn’t without merit, even against its better-driving rivals. 

There’s only the one engine choice these days, Lexus having binned off the other engines it briefly offered in the IS, including a V8 in the madcap IS-F, Lexus’s answer to BMW’s M, Audi’s RS and Merc’s AMG models. Forget that, then, as you can only have the 2.5-litre four-cylinder petrol which is joined by an electric motor within the IS’s gearbox. The combined output of both motors is 223PS, which is enough to allow the IS 300h to reach 62mph in 8.4 seconds on its way to a 125mph top speed. 

The battery for that electric motor is self-charging, so no cables or plugging in is required. That does mean you’ll be disappointed if you think you’ll be able to glide about using electricity alone, you can, but for very short distances, think metres rather than miles, before that 2.5-litre four-cylinder is needed. It all drives through an E-CVT, which is arguably the weakest part of the entire IS 300h experience, the CVT hanging onto revs and being unruly if you’re in a hurry, which is to the detriment of comfort and refinement, the automatic transmission feeling very old-tech when compared to the slick, imperceptible shifting of the best of its rivals.

Tested back in 2013 by Euro NCAP the IS scored a full five-star rating in the tests, then, and while the standards have now risen, the IS should still provide excellent crash protection. All come with driver and passenger front, side and kneebags as well as a curtain airbag running the entire length of the car’s interior. Obviously there’s ABS with Electronic Brake Force Distribution and Brake Assist with all coming with traction and stability control systems, too. 

As the model runs out all come with Lexus Safety System+ which includes Dynamic Radar Cruise Control, Pre-Collision System, Lane Keeping Assist, Road Sign Assist and automatic high beam headlings. The IS also features a pop-up bonnet to help with pedestrian impact safety, while there are a pair of ISOFIX child seat mounts in the outer rear seats.

If you want an IS for towing, you’ll want to find a used IS250, which, thanks to a conventional petrol drivetrain – without any hybrid assist – and a more conventional six-speed automatic transmission, you can tow either 750kg with an unbraked trailer, or as much as 1,500kg with a braked trailer. The IS 300h, despite its greater output is only rated to tow 750kg, braked or unbraked, thanks to its hybrid powertrain.

A saloon only, in a field where all its alternatives offer commodious estate versions, the IS shouldn’t be judged down on that, instead compared like for like among those saloon rivals. It does pretty well, too, with the long-ish wheelbase making for decent rear passenger space, Lexus adding recesses in the back of the front seats to improve legroom, too. None of the premium players do particularly well in relation to rear seat space, and if that’s a real concern then swallow your premium badge prejudices and go and buy a Skoda Superb instead. 

There’s enough room in the back for a couple of adults, then, if not exactly lounging room. Kids should be comfortable enough, though the third, middle seat, like all its rivals is best considered for occasional use rather than something you’d want to be using regularly – the outer rear two seats having ISOFIX child seat mounts. The seatbacks fold in a 60/40 format, too, for the occasional flat-pack shopping trip. 

Up front the driver and passenger have plenty space and comfort, there’s decent cubby storage, though pop anything taller than a short coffee in the cupholders in the centre console and you’ll make the already difficult controller for the infotainment all but impossible to use. The boot is 450 litres in capacity, it’s a good shape too, though the batteries required for the hybrid means there’s no spare wheel under the floor, so it uses run-flat tyres instead.

If the original IS did one thing to this somewhat staid marketplace, and that was shake it up in relation to interior style and build quality. It might be a bit more busy in its looks than its German rivals inside, with some quirks around the control of its infotainment, but, fundamentally, the IS feels like it’ll last a lifetime thanks to the quality of the materials used. It’s a shame then, given Lexus is generous in other areas, that leather, or at least a man-made version of it, isn’t standard across the range, it only coming with the Takumi trim level, or as a cost option. 

Touchscreens might now dominate the world of car infotainment systems, and that ages the Lexus, inside. Not that it was ever particularly ahead of the curve in this respect, Lexus having a control system that at best is a bit awkward, and at its worst, unworkable. There are two input devices to the non-touchscreens, the rotary dial working better, relatively speaking here, compared to the Remote Touch Interface that comes with the optional 10.3-inch display. That’s a shame, because behind the awkward control is a decent nav system, that, unsurprisingly is showing its age a bit, and excellent audio equipment – the optional Mark Levinson set-up sounding incredible. Sadly, there’s no Apple CarPlay or Android Auto, either. 

You can still buy an IS new but we doubt there’ll be much opportunity for factory order stuff at the time of writing – late 2020 – as the IS really is in its last few months of sale. There’ll be stock though, all with the IS 300h drivetrain, in either the standard IS or F Sport guises. If you want the IS in standard guise you’ll be looking at a starting price of a few pounds short of £40,000, to which you’ll want to add the Comfort Pack for the Tahara leather upholstery, reversing camera and other desirable things like Smart Entry and 17-inch alloy wheels. That’ll add £1200 to the list price, or a bit more if you want a sunroof with that. Pick the Sport Pack if you want all that and the Lexus ‘Spindle Grille’ front end on your IS, along with sportier styling inside and out and a set of larger 18-inch alloy wheels.

If you’re going that route then you might as well take the plunge with the F Sport model, which gets the Sport Pack’s more dramatic looks, and more equipment, oddly, such is the quirk of run-out model pricing, for £37,885. You’ll want the better equipped F Sport then, for less, unless you really dislike the more overt styling that comes with it.

A hybrid, but a hybrid that’s been added to help provide reasonable economy combined with performance, low running costs not the key goal for the IS’s electrical assistance. The WLTP combined consumption is quoted at 44.8-48.7mpg, which is respectable rather than exceptional these days. Any rival diesel will manage and exceed that fairly easily, while a number of plug-in hybrid choices will utterly eclipse it. The IS 300h isn’t a plug-in, instead charging its on-board battery on the move, which is convenient, as you’re never messing about with cables and charging stations, but it’s not as economical as it once was. 

Even so, it shouldn’t be too painful to run, with insurance groupings largely comparable to its rivals, and taxing it won’t break the bank either. Servicing should be very competitive, too, while Lexus has an enviable reputation for customer service, so taking it for any work to be done should actually be a pleasant experience, something that’s not always the case when talking about its rivals’ dealers.

As the IS 300h runs out there are only two trims levels available, and, oddly, the entry-level specification is actually a bit more expensive to buy than the better equipped F Sport. That’s a quirk of its status as a run-out model, and because of this, we’d suggest if you’re buying new, or, indeed, used, that you try negotiating a sizeable discount.

IS features heated front seats, alloy wheels, Sat Nav, DAB, twin-zone climate control, parking sensors and Lexus Safety System+ containing Dynamic Radar Cruise Control, Pre-Collision System, Lane Keeping Assist and Automatic High Beam Control. 

F-Sport adds sports suspension, driver and passenger eight-way electrically adjustable seats, 18-inch alloy wheels, rain sensing wipers, auto dimming rear view mirror and F-Sport specific styling inside and out.