Imagine opening for Sinatra, or teeing up after Tiger, or knowing that you're about to go one-on-one with Michael Jordan. The best you could hope for here is a sliver of limelight and nothing embarrassing to happen. That's what carmakers often feel like when pitching a new sport sedan up against BMW's 3 Series, the category benchmark, more than 100,000 of which were sold last year.

Lexus put its toe in that pool with the first-generation IS 300; a trim, fun-to-drive piece that was equal part Toyota, as it was sold as the Altezza in other markets. No harm, however, as it gave the brand a sporty, entry-level offering. The new-for-2006 IS is 100-percent Lexus and takes on a freshened Audi A4 and Infiniti G35 as well as the from-scratch 2006 3 Series.



The IS will be offered in one four-door-sedan body style at launch; the hatchbacked SportCross goes away. But there are, for the first time, two engine offerings and an all-wheel-drive variant. The IS chassis architecture shares many of its lacy underthings with the larger GS.



Both engines are new: high-tech, all-aluminum, direct-injected V-6s in 2.5- and 3.5-liter variations. At 204 horsepower, the 2.5 serves just a bit less punch than the previous IS's 3.0-liter straight-six and is competitive with the base offerings from Audi and BMW. However, the 3.5, packing 306 horsepower at 6400 revs, resets the meter for compact sport-sedan outputs. Variable-valve timing on intake and exhaust tracks, plus innovative port and direct fuel injection, make for a wide powerband and a 277-pound-foot torque peak at 4800. EPA numbers aren't yet in, but Lexus predicts improved emissions and fuel mileage in spite of the healthy power increase.



A six-speed manual trans is standard on the IS 250. A six-speed automatic is optional on the IS 250 and is standard on the IS 250 AWD and IS 350. It offers multiple shift modes and can be manumatically controlled via the floor shifter or a set of Ferrari-like paddles on the steering wheel. What would be the ultimate combination--an IS 350 with a six-speed stick--isn't offered. Bummer.

The underpinnings are solid: upper and lower control arms up front, a multilink setup out back, gas shocks, standard anti-roll bars, four-wheel disc brakes with standard ABS, and dual exhausts. One curious choice is fully electronic power steering, seldom known for good feel or feedback. But this system allows for reduced weight and complexity, Lexus claims.

Lexus has taken the IS's standard and optional equipment offerings to levels the previous car never thought of. A SmartAccess keyless entry/start system, CD6 audio, dual-zone climate controls, and a comprehensive airbag package (including dual-front kneebags) are standard. Options include adaptive front headlights, heated/vented front seats, power tilt/tele steering wheel, and the latest 14-speaker Mark Levinson audio system.



There are few complaints about the exterior design. The face carries the new Lexus family stare, and the car is wider, a bit longer, and more substantial looking than the model it replaces. It also has fewer lines stamped into it than the Bavarian rival and, to our eyes, is better for it. While 17-inch rolling stock is standard, 18s are available as part of a sport suspension package or as a stand-alone option.



The previous IS's cabin boasted that cool, chronograph watch-style IP, but looked plasticky for a Lexus. While that former trick touch is gone, the cabin has headed way upmarket. The main gauges are easy to read, nicely detailed, and offer driver-adjustable redline and speed warnings. All the surfaces are soft to the touch, and the switchgear is well laid out and of high quality. The wood trim sprinkled about is genuine and looks rich and lustrous; the sport package replaces it with a satin-finished faux-metal material. The optional nav screen is mounted high in the center stack and is large and easy to see and operate. The first-gen IS's rear seat was all but useless; this one is better, though still cramped for full-size adults. Premium and Premium Plus packages deliver many commonly preferred options; the most comprehensive are the Premium Luxury Plus and Performance Luxury Plus packages.



"Butter smooth" describes the IS 350's V-6 and, as you can gather from its 5.5-second 0-to-60 times, it's quicker than just quick. This is a full second faster than a 330i and the 280-horse G35. The six-speed auto is a worthy partner; shifts are crisp without being harsh in Drive mode or when playing the paddles. Even though the power peaks relatively high in the rpm band, there's good torque available down low. It's almost too quiet--how about a sport exhaust with the sport option pack? We wish the IS 250 we drove (but didn't track test) made us as happy as its protein-packing sibling. It's okay around town, but feels sluggish and lifeless when trying to hustle your favorite mountain pass.

The IS's handling persona fools you. Driven moderately, even up to eight-tenths or so, it feels solid and controlled. The ride is comfy without turning to mush, there's minimal wind or road noise, and the IS 350 tracks and goes where you point it. But push it, as you'll want to do with a real sport sedan, and the experience degrades and disconnects.

The front end lacks mechanical grip and fades to understeer all too soon. There's not nearly enough organic feel and feedback from the electronic steering. The Vehicle Dynamics Integrated Management System, which is designed to keep you safe under a wide variety of conditions and will do a good job of that, becomes an adversary when you want to haul butt, hang the tail out, and have some fun. It's too quick to bleed off speed and dial back throttle during hard cornering or transitions such as our slalom course. Lexus advises that these systems are tuned not to intrude too soon, and, for the casual sport-sedan customer, the calibration is about right. But Type A drivers will resent so much electro intrusion. Land on the brakes hard at 100-plus, and the car gets nervous and unsettled. Perhaps it's a too-soft suspension or a too conservative tire choice, but, no matter, it doesn't instill confidence.



Lexus has delivered a well-finished piece. The new-gen IS is handsome, packs plenty of creature features, and, in 3.5-liter form, is downright fast. It'll please a wide variety of buyers, including those who want something on the sporty side, but not at the expense of a nice ride and lots of luxury touches. The committed enthusiast driver will want more lust and less computer intervention, however, and will continue to look in the direction of Bavaria for the experience he craves.

2006 Lexus IS 350
Base price $36,030
Price as tested $39,000 (est)
Vehicle layout Front engine, RWD, 5-pass, 4-door sedan
Engine 3.5 L / 306 hp / 277 lb-ft DOHC 24-valve V-6
Transmission 6-speed automatic
Curb weight, f/r dist 3571 lb, 53 / 47%
Wheelbase 107.5 in
Length x Width x Height 180.1 x 70.9 x 56.1 in
0-60 mph 5.5 sec
1/4 mile 14.0 sec @ 99.8 mph
Braking, 60-0 mph 122 ft
600-foot slalom 64.4 mph avg
Lateral acceleration 0.83 g avg
MT Figure Eight 27.1 sec @ 0.64 avg
EPA city/hwy fuel econ 21/28
What's Hot Great looks; high feature content; class-leading power
What's Not Too much electronics stifles driving experience; no stick shift for IS 350
Like This? Try These Infiniti G35; Audi A4; Acura TL


By The Numbers: 3 Series vs. IS 350
The IS's 306-horsepower V-6 raises the bar in this class, outpowering all standard offerings in the compact sport-sedan category. In fact, the IS 350 has 66 more horsepower than the BMW M3 of just a decade ago. But great overall performance means more than just straight-line punch, and in all other objective handling tests, the 330i is still the one to beat. The IS took 10 feet longer to stop than the BMW; we suspect that the Lexus's brakes are equally strong, but perhaps its use of less grippy tires played a factor here. The BMW's 3.4-mph-higher speed through our slalom test not only indicates greater levels of grip, but much less electronic intrusion; our test driver noted that the IS's electronannies stepped in and put a clamp on things as the car negotiated the cones. Our figure-eight test--a mini road course that synthesizes handling, braking, acceleration, and grip--further demonstrates that the BMW remains the more committed driving tool, even if the IS 350 has an edge in terms of acceleration.

2006 BMW 330i 2006 Lexus IS 350
0-60 mph 6.6 sec -1.1 sec
0-100 mph 17.4 sec -3.4 sec
1/4 mile 14.7 sec @ 95.1 mph -0.7 sec
Braking, 60-0 mph 112 ft +10 ft
600-ft slalom 67.8 mph avg -3.4 mph
Lateral Accel 0.88 g avg -0.05 g
MT Figure Eight 26.5 sec @ 0.66 g avg +0.6 sec