LEXUS IS F

by : Joe Wiesenfelder

July 9, 2008

Since the 1980s, German luxury automakers BMW and Mercedes-Benz have sold thrilling high-performance, higher-priced versions of their models with M and AMG designations, respectively, such as today's M3 and C63 AMG. Audi has followed suit with S and RS versions, such as the S4 and RS 4, and Jaguar offers R versions, such as the XKR. A few years ago Cadillac threw its noodle into the alphabet soup with the CTS-V, the first of a growing V-Series. Now, 18 years after raising the Lexus flag in the U.S., Toyota's luxury brand has scrounged up an unused letter, F, to represent its hot wheels. The first car to get F'd up is the compact IS sedan — currently sold as the IS 250 and IS 350 — resulting in the 2008 IS-F. (See the three trim levels compared side-by-side and check out the accompanying video for some of the cosmetic differences.) More F versions are sure to follow.

Lexus' first attempt is worthy of the competition, but it cries out for a manual transmission, and it has a few quirks that prevent it from besting the class leaders.

Exterior & Styling
Cosmetic exterior changes are always part of high-performance packages. BMW and Mercedes-Benz have always taken a more subtle approach, as does Audi with its S lineup. However, Audi has a newer souped flavor, RS, and the resulting RS 4 is more showy than the S4. Against this backdrop, Lexus seems to have taken more of an RS approach with the IS-F, adding wider fenders; a deep, flared bumper with a larger mouth flanked by virtual funnels to route cooling air to the brakes; vents behind the front wheels; and a high-domed hood. These items serve a purpose, managing airflow and making room for the larger, taller engine. It really is a tall engine, requiring a power dome so high that the IS-F's profile evokes a beluga whale. Definitely the most beluga-looking car since the 1999 Buick Riviera.

An admirable exercise in restraint, the IS-F's tail has a trunklid spoiler so modest it could easily go unnoticed. (I suppose Lexus could offer an enormous wing ... in an option package along with zit cream.) Quad tailpipes, in two stacked pairs, are a nice touch. Similar to the LS 460's, these finishers are affixed to the bumper and spaced an inch or so from the ends of the actual dual exhaust pipes — not directly attached. The exhaust blows through the tips, but they're not a continuous piece.

The car sits 1 inch lower than the regular IS, and the prominent side sills and 19-inch wheels add to the ground-hugging appearance. The regular IS has 17-inch wheels standard and 18-inchers optional.

Going & Stopping
Where the IS 250 and 350 have V-6 engines, the IS-F mirrors the BMW M3 and Mercedes C63 AMG in powering the rear wheels with a large V-8. The 5.0-liter produces 416 horsepower at 6,600 rpm and 371 pounds-feet of torque at 5,200 rpm. Lexus claims there was no target or benchmark during the IS-F's development, but its 2 hp superiority over the M3 is unlikely a coincidence. The IS-F differs from the M3 in that it doesn't offer a manual transmission, though it is the first car in this class with an eight-speed automatic (yes, eight) adapted from the LS 460. It operates in fully automatic mode and can also be shifted manually using the gear-selector lever or aluminum paddles on the steering wheel.

The IS-F's power delivery is a bit peaky for a V-8, with respectable but unexceptional acceleration at low engine speeds. Then the tachometer hits midrange, and before you can say "Where's the torque?" the pipes are blasting out a glorious V-8 roar and your internal organs get pancaked. The only problem with the exhaust note is that it's elusive, brought about through some variable combination of rpm and load that I was never able to predict, then utterly vanishing when you let off the gas, likely reduced to a frequency only other whales can hear.

For what it's worth, the tame torque at low rpm keeps the drive wheels from losing traction upon launch and probably keeps gas mileage in check, though you wouldn't know it from the car's 16/23 mpg city/highway rating. I found the M3's power more consistent: Though it's no bottle rocket off the line either, and its maximum torque is substantially less at 295 pounds-feet, it peaks at a comparatively low 3,900 rpm — and on a car with a redline of 8,400 rpm, that's still in the bottom half of the rev range. The IS-F's redline is a more typical 6,800 rpm. I tell you, the way some larger-displacement engines are being tuned these days, they feel like they have more turbo lag than some actual turbocharged four-bangers do. Still, 0-60 mph in less than 5 seconds commands respect.

Eight is Enough?
Eight speeds is a lot — enough, I would think, to give the IS-F a faster launch. Once I got past the transmission's notable gear count, I wasn't overly impressed with it. Its claim to fame is that it can shift in one-tenth of a second, according to Lexus. Though this "direct sport-shift transmission" seems to be as fast as the dual-clutch automated manuals that have been introduced lately, most recently in the M3, the Lexus is more of a conventional automatic.

The advantage of automated manuals is that they have the efficiency of a direct, mechanical coupling and typically lower weight than traditional automatics, which use fluidic torque converters. The best of the automated manuals use a separate clutch for the odd and even gears, which allows them to upshift with lightning speed. (Single-clutch versions, found in the Smart car and BMW's erstwhile Sequential Manual Gearbox, are the appalling example of why you need two.) Lexus attempts to achieve the same ends by speeding up the shifting and locking the torque converter in all gears except 1st. (Torque converter lockup in higher gears is actually pretty common in automatics nowadays, and is partly responsible for their improvement in efficiency over the past 10 years.)

When you stand on the gas in the eight-speed's fully automatic Drive or Sport modes, it absolutely snaps from one gear to the next almost instantaneously. It's when you're already in motion and/or applying measured pressure to the accelerator that it sometimes exhibits lag and indecision. The clutchless-manual mode is decidedly unsatisfying. To be clear, I'm known for proclaiming that shifting via Dumbo ears is one of the sillier things a driver can do, but even I can tell good paddle shifters from bad.

Sequential Shifting That's Truly Sequential
When you're really heavy on the gas, the right-hand — upshift — paddle usually triggers a quick response. Likewise, the left-hand paddle effects a quick throttle blip and deft rev-matched downshift. Technically, the transmission shifts quickly, but that doesn't mean the initial response time is always good. It's at its worst when you shift by more than one gear. Downshift from, say, 7th to 5th or 4th gear, and it steps through each one rather than hopping directly. The same is true of multiple-gear upshifts. Flick the "+" paddle three times, and you go from 2nd to 3rd to 4th to 5th. I don't think it matters if the handoff from one gear to the next is a tenth of a second — or a hundredth — if you have to wait a half second before it happens ... three times in a row.

Get up to highway speed and put it in 8th gear, as indicated on the instrument panel, and it holds in that gear. Even if you stand on the gas, it won't kick down. I think this is the way it should be, but I was flummoxed by the transmission's refusal to upshift when I apparently wasn't going fast enough. As you accelerate, you flick the plus paddle, and maybe it will jump to the next gear, and then again maybe it won't. If you're not going fast enough, it doesn't respond. So what do you do? Keep flicking until it responds? All the way up to 8th gear? I spent way too much time doing something I never do in a real manual: wondering what gear I was in and whether I should — or even could — be in some other gear. People who think six gears in a real manual transmission are overkill just don't get it, but I'm thinking eight speeds is overkill when in sequential-manual mode. In automatic mode, the more the merrier.

The shift paddles are mounted to the steering wheel, which is simply the wrong approach for this configuration. If you're going to use separate downshift and upshift levers, they should be on the steering column so you always know which one is where, regardless of wheel position. If you prefer your flappy paddles on the steering wheel itself, they'd best be twin push/pull types so it doesn't matter where the wheel is turned so long as you can get at one.

Sport & Snow Modes
The IS-F has three drivetrain modes, selected via a switch inconveniently located on the dashboard in front of the driver's knee, where it can't be seen behind the steering wheel. The default drive mode maximizes efficiency and smooth shifting. Sport makes the accelerator pedal more sensitive, raising the rpm at which shifts occur. Honestly, I'm not sold on the increasingly common practice of varying the throttle progression because I think this is an area where consistency is better and safer.

There's also a Snow mode that basically does the opposite of Sport — making the pedal less sensitive and keeping the transmission in as high a gear as possible to minimize wheelspin on slick surfaces. It's well worth having with rear-wheel drive, though the car comes with summer performance tires, which would be a raw deal in winter. All-season tires aren't an option. Though you'd have to purchase them on your own, Bridgestone now sells Blizzak winter tires in the correct sizes at roughly $265 a pop, according to TireRack.com. All-wheel drive, which can be had on the IS 250, isn't available on the IS 350 or IS-F.

Equipped with six-piston front and two-piston rear brake calipers with large cross-drilled discs, the antilock brakes have plenty of stopping power, but they're a touch grabby and there was a period where mine were squeaking. (Maybe Lexus has captured the German gestalt after all!)

Ride & Handling
For its firmed-up suspension and low-profile tires, the IS-F's ride quality is pretty good. It isn't quite as comfy as the M3, which all of our reviewers praised as exceptional.

The handling is good, but not without fault. Body roll is well in check, and the IS-F begs to be thrown hard into corners, but it feels nose-heavy to me. Lexus cites the front/rear weight distribution as 54/46. A little bit of understeer bias is a safe characteristic, but the IS-F pushes more than I like. You can balance things out by sending more power to the rear wheels, but this can reveal another shortcoming, and that's the rear-end traction. The tail gets squirrely very easily, and though a little sideways driving is to be expected in a rear-drive car with this much power, I found the degree excessive. The Bridgestone Potenza tires perform well in the general sense, which leads me to question if the rear rubber is just too narrow. To focus solely on tire size is to oversimplify, but it raises suspicion that the IS-F's rear tires, at P255/35R19, are the same width as the regular IS' optional tires and only 10 mm (that's less than half an inch) wider than the standard tires. The front tires, rated P225/40R19 on the IS-F, are the same width across the model line.

I suppose I should entertain the notion that a larger rear spoiler would provide more downforce and help keep the rear end planted ... wait, is my face breaking out? I think I'd rather spin off the road daily than drive around with a ski jump on my trunklid.

Traction & Stability Control
The IS-F uses brake-based traction control, which acts quickly to keep wheelspin from getting out of hand. In lieu of a mechanical limited-slip differential, Lexus says, the traction control keeps power going to whichever wheel has more traction. Now, the traction control can be turned off, using a button next to (and potentially mistaken for) the obscured Sport/Snow switch, but Lexus says the lateral torque transfer always operates. The same applies when you defeat the electronic stability system, which you do by holding the button for several seconds (when at a stop). In my experience, the traction control turned itself back on after reaching a certain speed. The stability stays off.

I can't say definitively that a regular mechanical limited-slip differential would mitigate the squirrely rear end, but, again, everything's suspect. My concern with traction control is always that it will be compromised under the most demanding conditions, like competitive driving, by brake fade.

As for the steering, it uses electric power assist, which is increasingly common because it's more fuel-efficient than the hydraulic type. Of its kind, the steering is good, but it still doesn't match the best conventional power steering; here the M3 has an edge in weighting and feedback. (Theoretically, electric assist is more variable and controllable with speed and other factors, but I've yet to experience one that lives up to its potential.)

The Inside
Distinction isn't easy to accomplish in this copycat business, but Lexus succeeds in the IS-F. A defining element is the trim on the center console and doors — woven silver strands that look like a cross between aluminum and carbon fiber. The blue that highlights the F badges on the outside carries over in the form of blue gauge needles and blue stitching on our car's black leather surfaces. (Alpine white seats are another option.) There's even a hint of blue emanating from the perforations in the seat leather. Of course, the F badges themselves are here, too, on the steering wheel, the custom instrument panel and on the sides of the seat cushions, front and rear. I don't remember seeing that before.

Apart from the controls hidden behind the steering wheel, the ergonomics are pretty good — aided because Lexus has resisted the move to multifunction controller knobs like BMW's iDrive. The optional touch-screen navigation interface is a bit dated, but it beats the heck out of the typical German offering. The backup camera has no lines superimposed to show where your fenders are, but it's still good to have this feature. Our car also had front and rear sonar parking sensors, a $500 stand-alone option.

The front sport seats are very comfortable. I overheard another reviewer saying, "All cars should have seats like that." I'm not quite as effusive, but I do think they were a good combination of comfort and support, with side bolsters that hold you in place without crowding your shoulders or hips too much.

Where the regular IS has a three-passenger backseat, the IS-F has only two seats. I have no problem with this because the center seat is usually worthless anyway, but I can't figure out why Lexus went with a hard black plastic console between the two. The flip-down center armrest is fine, but what underlies it is low-rent. The woven aluminum must be pretty expensive.

To put it mildly, the rear seats are snug, with roughly 1 inch more headroom than the M3 sedan but 4 inches less of critical legroom. The regular IS 250 and 350 are no better; they're somehow harder to get into than the backseat of some two-doors. The seats don't fold down to extend the trunk space into the cabin.

Safety
In addition to the required frontal airbags, the IS line has knee airbags and side-impact torso-protection airbags for both front occupants. Side curtain airbags protect the heads of front and backseat occupants in a side impact. Where most cars have seat belt pretensioners for the front seats only, the IS has them for the backseat, too.

IS-F in the Market
I left the IS-F with a déjà vu of a déjà vu — recalling how I wished the 3.5-liter IS 350 had a manual transmission like the IS 250 does ... which made me recall wishing the IS 300 had a manual transmission when it made its 2001 debut. To be fair, the IS-F's transmission isn't bad; bad would describe the BMW Sequential Manual Gearbox — now being phased out — which I flatly recommended against. I think the average automatic driver could get into the IS-F, drive all day and never think twice about its transmission. But this isn't a car for the average buyer. The person who plunks down $56,000 for a car with this one's appetite for gas is serious about performance, and denying that buyer a manual transmission only casts klieg lights on whatever you offer in its place.

Eight speeds or not, the IS-F's transmission needs work, and the rear end needs to be tamed. The IS-F has plenty of appeal, but in terms of all-around performance, it doesn't quite stand up to the BMW M3. At $56,000, its list price is $2,200 more than the BMW. The M3's optional dual-clutch automatic adds $2,700, but that version still has the edge, even if you want an automatic.

source : www.cars.com

LEXUS RX 400H

Reviewed by: Brian Cooley

• Edited by: Wayne Cunningham
• Reviewed on: 05/16/2005

The 2006 Lexus RX 400h SUV hybrid crams a lot of attributes into one sleek package: powerful acceleration, luxury appointments, all-wheel drive, a fuel-sipping hybrid power train, and most of the tech gadgets any savvy buyer would ask for today. Of course, this all costs a pretty penny. With a base price of $49,185 (our gussied-up model went for more than $52,000), it won't speak to every segment of the car-buying public, and it's a far cry from the more moderately priced Ford Escape Hybrid. Still, the RX 400h proves that a 4,300-pound luxury car can scoot to 60mph in a bit more than 7 seconds and still deliver an EPA-rated 31mpg around town, changing the perception that you'll find granola and Birkenstocks in every hybrid.

The driving force behind the Lexus RX 400h is Toyota's Hybrid Synergy Drive technology, which lets the car run on either gas, electric, or both power sources. Power surges from a 208-horsepower 3.3-liter V-6 gasoline engine, and since this is an all-wheel-drive vehicle, the engine gets help from not one but two electric motors (front and rear). Together, both power trains pump out an exhilarating 268 horsepower.

Like other hybrids on the road today, the RX 400h uses the electric motors to get moving and at low speeds, but once you feel the need for speed, the car taps into the gas engine for a boost. The Lexus engineers show their pride in the electrical half of the power train by including three ways to watch all the action. A large gauge on the left side of the instrument panel shows how hard the electric motors are either working or charging. For a more detailed view, you can switch to the main LCD in the center console, which displays how gas and electric power are distributed in your vehicle. Or view a smaller version of this screen embedded in the speedometer display, which you can call up with a few taps of the Display button on the steering wheel.

As with other hybrids, nothing happens when you twist the ignition key. The car wakes up electronically, ready to move under electric power alone until you pass the 25mph mark, at which point the gas engine kicks in. There is an amusing yet serious sidebar to this arrangement; parking valets, friends, and car wash attendants who get in your RX 400h may sit there madly twisting the key, wondering why it won't start. Less entertaining is the way you may startle pedestrians by creeping up behind them, running silently on electric power, especially in noisy parking garages. It demands the driver be aware of the unique sound print of this vehicle.

Once underway, you'll quickly appreciate this vehicle's main selling point: it's fast. When the electric motors kick in, power delivery comes on as if from a turbocharger, roundly but forcefully. The numbers tell it all. The RX 400h goes from 0 to 60mph in 7.3 seconds, a hair slower than the Honda Accord Hybrid but faster than the Ford Escape Hybrid.

The power steering on the RX 400h sometimes feels a bit rough, an issue we've noticed on other hybrids. Conventional cars obtain constant hydraulic pressure for the power steering system by running a pump off the crankshaft pulley. Because the gas engine on the RX 400h isn't always on, its power steering runs off a 42-volt electric motor that is always operational, preventing interruptions in power assist. The downside we noticed was a decidedly notched feel to the steering at times, almost as if the initiation of assist could use a little more damping. It's not a big issue, but in a vehicle of this caliber, we notice it more than we would in, say, the Toyota Prius.

If you like Lexus RX styling historically, you'll appreciate the RX 400h. It carries over most of the design cues that have always identified the RX series, with the notable deletion of the separate rear-quarter windows of first-generation vehicles. Those windows have now been absorbed ahead of the C-pillars as glass sail panels, giving the side view of the RX a sportier look more reminiscent of a fastback. Cabin room is good, which isn't hard to do in an SUV. We felt visibility was a little sketchy around the rear-quarter blind spots, thanks to those new, more massive C-pillars.

As we would expect in a luxury vehicle, the Lexus RX 400h came with a nice set of digital comforts as part of the standard package: a voice-activated DVD navigation system, a backup camera, and Bluetooth technology for hands-free cell phone use. The seven-inch, touch-screen LCD mounted high in the dash caught our eye, thanks to the lack of distractions around it. We liked that Lexus opted not to go with the multifunction control knob that's becoming increasingly common in cars of this class; in fact, most controls in this cabin looked instantly familiar. The only ones that take some familiarization are the black push buttons along the bottom edge of the LCD for operating the display's functions.

The main reason for the screen, of course, is the Lexus voice-activated DVD navigation system. Like the navigation system found on the Lexus GS 430, we found its map display to be disconcertingly grainy. While taking nothing away from its functionality, it imparts a feeling of crudeness that isn't satisfying--or easy to overlook--in a $52,000 car. That aside, the navigation system performed well, providing us with voice-guided directions and quickly recalculating our route as we intentionally made wrong turns. With the touch-screen interface and the onscreen keyboard, entering a destination is fairly painless, although the car must be at a stop. The system recognizes some voice commands, but you can't enter destinations via this method.

source : reviews.cnet.com

Lexus GS 430

Introduced in the early 1990s, the midsize GS series was Lexus' first attempt to build a sport-oriented luxury sedan. While the first-generation model didn't win much critical acclaim, successive redesigns put the GS much closer to its European rivals.

The V8-powered Lexus GS 430 debuted midway through the model's second generation. It was known for its balanced approach to luxury and performance and also benefited from Lexus' reputation for reliability. The 430 moniker was also used briefly for the third-generation GS.

Most Recent Lexus GS 430

The GS 430 version of the third-generation GS was short lived, existing for just 2006 and '07. (A year later, this V8-powered model became known as the GS 460due to the addition of a larger engine.)

It came fully equipped with a long list of features that includes adaptive xenon headlamps, keyless ignition/entry, leather upholstery, dual-zone climate control and a 10-speaker sound system. Also standard were 10 airbags, antilock brakes with brake assist and stability control. Options included a superb Mark Levinson audio system with navigation and a back-up camera, adaptive cruise control and the Pre-Collision accident preparedness system. For 2007 only, Lexus offered an optional Active Stabilizer system, which reduced body roll and generally improved the car's balance during cornering.

The Lexus GS 430 was motivated by a 4.3-liter V8 engine that produced 290 horsepower and 319 pound-feet of torque, coupled with a six-speed automatic transmission. (Note that the 2006 model's V8 was rated at 300 hp and 325 lb-ft of torque; the '07 engine was rated using a new SAE certification procedure and actual performance was unaffected).

On the road, we were impressed with this model's powerful V8 engine, refined ride and sporty handling. The interior was spacious and could accommodate taller individuals in back. A drop-down dash panel concealed many of the lesser-used switches and secondary controls; it was a nice touch, though it could occasionally get in the way if left open. Ergonomics were otherwise a strong point, as the sedan's central touchscreen and traditional control layout were much easier to understand and use than the all-in-one control systems in rivals.

In a comparison test conducted at the time, we ranked the GS 430 above two Japanese competitors, the Acura RL and Infiniti M45. Noted downsides to the car were limited to its grabby-feeling brakes and small trunk opening.

Past Lexus GS 430 Models

The previous-generation Lexus GS 430 was sold from 2001-'05. It came with the same 300-hp, 4.3-liter V8 as the newer model, though it had a five-speed automatic transmission instead of a six-speed. The advent of the GS 430 model name coincided with a midcycle refresh for the second-generation GS sedan. From 1998-2000, the V8 version of this midsize sedan was known as the GS 400 and had a 4.0-liter V8 that made just as much horsepower but had less torque.

As part of the 2001 upgrades, the GS received a revised grille, standard HID headlights, new taillights and larger exhaust pipes. Inside, there was new trim along with standard side curtain airbags. On the options list, Mark Levinson audio replaced Nakamichi as the premium sound system. In 2003, Lexus added more standard equipment to its luxury sport sedan, including a moonroof, leather upholstery, heated front seats and a CD changer.

In reviewing the original Lexus GS 430, our editors found it impressively quick, comfortable and elegant, but not especially engaging to drive. "So quiet and vibration-free is the powertrain that, though plenty quick, the GS quells engine and exhaust roar to the point that rapid acceleration is rather dull," we wrote. Although lacking in entertainment value, this GS 430 makes sense as a used luxury sedan purchase, given its strong reputation for quality and durability.

source : www.edmunds.com

LEXUS ES 350

Lexus ES 350 - 2007 Driving Impressions - There's no denying that tastes change with age. Take cars, for example. For first-time drivers, fresh from the DMV with their license to Freedom Highway, the ride of choice is heavily influenced by how cute or cool it is, its color, possibly how fast or loud it is, or maybe how many watts the sound system puts out. Others are satisfied with a box that rolls on its own and keeps them out the rain. We eventually graduate into the working world with its regular paycheck, and subsequently trade up for a newer vehicle, typically more reliable and powerful, or at least appearing more presentable in the company parking lot. As the years go on, our left legs grow tired of manipulating the clutch in rush hour traffic and the rigid sports-coupe suspension is a bit much for the new parent who has been up all night. That's when we seek out cars such as the 2007 Lexus ES 350. It's attractive enough to draw some looks, spacious enough for a small family traveling to the in-laws, and its immensely comfortable cabin provides a welcome respite after a trying day at work. The $33,865 base price puts the ES 350 in the affordable ball park (for entry-luxury), and though the soft suspension won't allow for any auto-crossing, the 272-horsepower engine hauls tail when the driver wants to school some high school kids in their punked-out Civics.

That injection of power is part of front-wheel-drive ES 350's redesign for 2007. Gone is last year's 218-horsepower 3.3 liter V6 and five-speed automatic transmission combo, replaced by a 3.5-liter, dual overhead cam, 24-valve V6 with variable-valve timing and a ULEV emissions rating. This new powerplant offers up 272 horsepower at 6,200 rpm and 254 lb.-ft. of torque at 4,700 rpm and is mated to a six-speed manually-interactive automatic transmission. Its 3,580-lb. curb weight reflects a weight gain of about 100 pounds, though EPA-rated highway fuel economy has actually increased to 30 mpg, while a city rating of 21 mpg remains unchanged. Our week-long test on the roads of southern California yielded 20.9 mpg.

In addition to the more powerful engine, the 2007 Lexus ES 350 boasts a longer wheelbase, lower ground clearance, and slight increases in shoulder room despite a marginal loss in overall width. A suspension system consisting of MacPherson struts up front and a multi-link setup in the rear works in concert with a speed-sensitive rack-and-pinion steering assembly, as well as stability and traction control systems, to help the driver maintain control. Behind 17-inch alloy wheels wrapped in 215/55 Michelin Energy MXV4 tires are four-wheel antilock disc brakes, bolstered by electronic brake force distribution and electronic brake assistance technology.

Inside, the 2007 Lexus ES 350, available in one trim only, plays host to a long list of standard equipment. The $33,865 base price includes a $695 destination charge and represents an increase of only $850 over the 2006 model, despite numerous improvements. Among the ES 350's creature comforts are a power sunroof, genuine burl walnut interior trim, a power tilt and telescoping steering wheel with secondary controls, power cloth seats, and dual-zone automatic climate control. Of course, as an entry-level luxury vehicle, there are also items like an ignition button, a premium sound system with a six-disc CD changer and MP3 player, a leather-wrapped steering wheel, and a trip computer with a tire pressure monitor. Safety items include front side airbags, side curtain airbags, and front knee airbags. Rear side airbags are found on the options list, as is a Pre-Collision System with Adaptive Cruise Control Package which includes active pretensioners, active electronic brake assistance, and intelligent cruise control. Also offered are a Bluetooth Audio package, heated and cooled front seats, a power rear sunshade, an upgraded audio system with navigation, and multiple premium and luxury packages that feature leather upholstery, power seats with additional adjustment and memory settings, rain-sensing wipers, and more.

Four packages were featured on our 2007 Lexus ES 350 test car, and when added to the base price and $695 destination charge, brought the total tally to $46,045. That's about $12,000 above the base price, in exchange for which we enjoyed an electronic parking aid system ($500); the Pre-Collision System package ($2,250); a Navigation/Mark Levinson Premium Audio Package with Bluetooth compatibility, voice-activated controls, a rear camera, 14-speaker surround sound, and a six-disc CD changer ($4,050); and finally, an Ultra Luxury Package that added perforated leather upholstery, memory settings, a wood and leather steering wheel, a rear glass roof panel, rear side airbags, 17-inch Graphite alloy wheels, and more ($5,380).

source : www.roadcatalog.com