2008 Lexus IS-F

Est. Price $58,000 Engine: 5.0 Liter, V8, 90-degree with aluminum block and cylinder heads, DOHC, 32-valve, Intake camshaft Electric Variable Valve Timing with intelligence (VVT-iE), Exhaust camshaft Hydraulic Variable Valve Timing with intelligence (VVT-i), 11.8:1 Compression Ratio, 6,800rpm redline Crank HP: 416 @ 6,600rpm Crank Torque: 371 lb-ft @ 5,200rpm DT/Layout/Trans.: Front engine, rear wheel drive, 8 speed Sport Direct Shift automatic/manual Weights: 3,780lbs curb, 54% front/ 46% rear Suspension (F/R): Front: Double wishbone with high mount upper arms, high-rate coil springs w/ bound stopper, monotube gas-filled shock absorbers, large-diameter hollow stabilizer bar Rear: Multilink with low-mount upper arms, high-rate coil springs w/bound stopper, monotube gas-filled shock absorbers, large-diameter stabilizer bar Brakes (F/R): Type: Four wheel power assisted disc brakes (Brembo manufactured for Lexus) with Anti-lock and electronic brake force distribution (EBD) and brake assist Front: 14.2in drilled rotors with six piston opposed aluminum calipers, high friction brake pads Rear: 13.6in drilled rotors with two-piston opposed aluminum calipers, high-friction brake pads Wheels: 19×8 front, 19×9 rear, 10-spoke forged aluminum (BBS) Tires: 225/40R 19 Front, 255/35R 19 rear

Dr. Jekyll and Mr. Hyde: A classic story of two personalities fighting for dominance. One side is calm and subdued, the other side, wild and unpredictable. Definitely a challenge for any car company to fuse two seemingly conflicted personalities into one car successfully. Lexus has stepped up to the challenge and produced what they believe is the best of the two sides with the new Lexus IS-F.

So what does the “F” mean? To answer that we need to provide a little background info to bring everyone up to speed. “F” originates from an internal code named “Circle – F”. There are numerous meanings currently, but one that seems to stick is “Flagship”. “Flagship” is Lexus’s new performance division created solely to take current models within their original line up and develop a more performance-oriented car. A similar concept already adopted by Mercedes (AMG) and BMW (M), Lexus is hoping to follow suit. The original concept of the IS-F started in 2003 when chief engineer, Yukihiko Yaguchi, developed what was suppose to be “a car that drivers will not want to stop driving after 10 laps on a circuit course”. The first concept, built on the previous generation IS 300, boasted a 5.2 liter V8 engine (developed by TRD), reworked suspension, and sporty exterior styling cues. Unfortunately that model never made it to our show rooms; however, it did add fuel to the idea of a production vehicle for the newer generation IS.

With the introduction of the new IS, Yaguchi was on a mission to develop his original conception into the new body style. Receiving no budget help from Toyota, Yaguchi decided to take on the project during his spare time. Amazingly he was able to secure a small team of engineers who also were willing to work under the same terms. Pulling every trick out of his lucky top hat, Yaguchi was also able to source parts and development from other departments within Toyota, leading to the 8-speed direct sport shift transmission, aero kit, specially tuned suspension, and the enormous brakes (14.2 inch cross-drilled discs with 6 piston calipers). Everything was looking good up to this point, so Yaguchi decided to push his luck again by reaching out to Yamaha to help build the new motor for the IS-F, which was based on the existing v8 from the LS series. Yamaha agreed and thus ultimately provided much of the soul for the new car.

Dubbed as the “Yaguchi-Go”, the new IS-F finally emerged a reality. Knowing that the car had to live up to the expectations, it needed to be tested under various conditions. Yaguchi was serious about this aspect and to show it he created test programs on various racetracks around the world. Tracks including the legendary Nurburgring Nordschleife (no big surprise), Circuit Paul Ricard, Circuit Zolder, Laguna Seca, and Fuji Speedway, were all used heavily. Not only was the car to be the first of its kind within the Lexus model line it was also setting a mark. The IS-F was to become the first Toyota/Lexus production vehicle to be tested so intensely at a racetrack.

Now that history class is over its time to get down to the brass tacks, can this car live up to Lexus’s promises? With a long feature list that includes phrases such as “416hp V8” along with “VDIM (vehicle dynamics integrated management)” and topped off with “8-Speed Sport Direct Shift Automatic”, we honestly didn’t know what to expect. The biggest worry was with so many technological advances featured and the fact that Lexus never built a performance vehicle up to now, would the sports sedan feel like a real life Gran Turismo gaming experience. Coming from the Evo/STI AWD turbo 4 cylinder platform, the IS-F was foreign territory. Curious to see what the car was like, we were happy to accept an invitation to drive the IS-F around the streets of Monterey, CA and then later on track at the famous Laguna Seca Raceway.

The IS-F brings out the more aggressive nature of the original design by incorporating a new front fascia, fender flares, raised hood line, and a new rear bumper, which becomes harder on the eye to define when looking at a picture. In person, we found the package to be a nice balance of aggression without being over the top. The interior is simply Lexus, beautifully constructed and designed with a straightforward ergonomic mindset that the German rivals have not perfected as of yet. Our IS-F was heavily equipped with all the fancy options, which included the Mark Levinson sound system that was enjoyed throughout the drive. Seated in the supportive yet comfortable seats, the cockpit certainly gives you the sensation of a proper Lexus luxury car with a sporty touch. The streets of Monterey provided the perfect environment with varied terrain, incredible views, and winding passes. While the ride remains quiet and collected over most smooth roads, imperfections are met with a reminder of the beast lurking just below the surface. The power available from the V8 is more then enough for any daily commuter to maintain command in the fast lane without worry of a faster car encroaching. The voice-operated navigation was easy to use and very functional while driving, as well as the other features, including the sound system and climate controls. Throttle input under automatic transmission setting responded well during “normal” driving conditions, but it ultimately fumbled when there was a sudden need to floor it to make a pass. Switching to manual mode was the easiest solution. Having ultimate control when it came to gear changes made the drive more exciting. Telling the transmission which gear to be in seemed to work better then having the system figure it out. Shifts in both modes were very precise and extremely quick which is credited to the unique method of using a torque converter with a lock-up clutch. Exhausting every situation we could think of on the street, we finally came down to the last and most anticipated test … opening this thing up on track.

Ah, Laguna Seca raceway. What better place to really see if the Yaguchi-Go will live up to its expectations. After a quick driver’s meeting, we let loose in the IS-F pounding lap after lap. At the end of each lap a new VDIM setting was selected to compare each mode. Normal VDIM mode (VSC, TRC, ABS, and LSD all activated) is defiantly not recommend on track because of the high yawn factor. The mode is very uneventful and should only be used if you have a heart condition. Sport VDIM was a different story. Having VSC and TRC off, the Sport VDIM setting provided a weight increase in the power steering assist, raised transmission shift points, and increased throttle response. Now things were starting to get interesting. On certain corners the rear end would want to come out to play, but the system still had it by the throat to maintain stability. While this wasn’t the way to really show off the V8’s true potency, it still got us to giggle in certain sectors. It was now time to bring out the big guns. With a few laps down and adrenaline at its very peak, the real laps were about to begin. Lexus made it a point to make the “VSC/TRAC OFF” mode somewhat of a process in order for the owner to have time to think twice before activating this selection. Not everyone can handle this much power and only true drivers dare attempt this. Of course since we are experts, there was no need to think twice about it… yeah right! Going through the magic process of having VDIM completely off, the metamorphosis began to take place. The feeling of Dr. Jekyll slowly leaving the scene to be replaced by non other then Mr. Hyde was very apparent by the warning indicator lights flashing within the gauge cluster. The lights seemed as though it was the system’s final attempt to plead with us to reconsider. By now it was too late. Mr. Hyde had been let loose. Approaching each corner was a gamble. There were no aids to correct any mistakes that should happen. After tip toeing through the first two corners, confidence was set at an all time high. Pushing the car in the second sector, the car wanted to understeer every chance it could. Too much understeer is a problem but fortunately it could be easily remedied with a judicious stream of V8 torque applied via the right pedal. After the second lap, the rear end was dancing around most corners, almost begging for more. Tires where getting hot and the motor’s enormous torque range tried to break them loose every chance it had. The stopping power felt extremely firm and produced little to no brake fade, which was very unusual for stock brakes on any street vehicle. Gear changes were direct and extremely quick, exceeding expectations. The enhanced throttle response in this mode was very effective. In certain cases a little too responsive, especially when too much throttle input was give on the last corner causing the car to drift. An issue did arise after the second session during downshifts on a particular sector on track. For some reason the transmission would perform a random hard down shift (similar to having a lower gear selected and followed by popping the clutch) at the top of the corkscrew under rapid gear changes, which would cause the rear end to squirm side to side. The squirm motion was very subtle and controllable but it did catch us by surprise.

Lap after lap the car kept its composure and showed us it was willing to do what ever we asked without skipping a beat. Finally Mr. Hyde was held by our reins and wasn’t about to run loose. Sadly however, Lexus had forgot to increase the 6,800rpm redline Achilles heel within the formula to create Mr. Hyde. What made it worse was the noise indicator that went off a few hundred rpms before redline was reached. Feelings of frustration similar to being woken up early on a cold morning for school is the only way to describe it. This motor had so much more in it but it wasn’t allowed to show it. It was more apparent on corner exits and long straights. Off track we were able to drive the car through a tight little slalom course to really test out each traction control mode. The results showed that faster times were produced with all traction control aids off, which is not entirely surprising. Times with the traction control on; however, came in very close. This really showed that the traction control wasn’t completely restrictive to speed and can come in handy for a novice driver.

After two days spent with the IS-F we started to realize the potential this car had. Lexus has stated that they are not directly competing with any other models with the IS-F, however, it is impossible not to consider the other obvious competitors including the new M3, CTS V, and the new C class AMG. Not having driven any of the competitor’s vehicles it would be hard to judge the IS-F’s true value. It is estimated that the Lexus will be cheaper then its competitors and will be 2nd within the horsepower scale, which isn’t bad. For now all that can be firmly said is Lexus has come along way to build a car like this, which is an achievement on its own. No other Lexus model has ever been this much fun to drive on and off track, however, getting one any time soon may be difficult. Limited production numbers and a long waiting list will prove to be a challenge for anyone wanting the buy the car now, so if you want one you better run (don’t walk) to your closest Lexus dealer.

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