Exotic Rides: Lexus IS F
In the not-so-distant past, there was a time when the Toyota Motor Corporation’s amenity-laden American affiliate, Lexus, was heavily scrutinized — not for the grade of the vehicles produced, as most car manufacturers are, but for the catalog itself. This barrage of criticism was spurred by the complete absence of a single performance model rolling off of Lexus assembly lines.

Enter the Lexus Intelligent Sport series — code name: IS. Although the first two generations of 200/300 and 250/350 were well received and a formidable foray into the arena of high-output luxury sedans, rivals like Infiniti, Mercedes, Acura, and specifically BMW were beefing up their offerings to previously unheard of proportions, putting the heat on Lexus to remain competitive. And Lexus took on the challenge with gusto — thank the vehicular lords.

If the IS 430 prototype was to serve as any indication of Lexus’ performance capabilities, not even that could prepare us for the unveiling of the supremely talented IS F. With looks that could knock you to the ground and performance numbers that’ll run you into it, we take an honest look at the Lexus IS F’s luxury and practical ride, with a total of 100 points to be won. Has Lexus finally hit the performance/luxury mark?

The luxury ride

When your brand has been crowned the highest-selling manufacturer of luxury rides and you cars sit atop the J.D. Power and Associates scroll of the most reliable brand stateside for 13 years running, you definitely have a right to boast. Furthermore, British automotive connoisseurs Top Gear and Auto Express have pegged Lexus as the cream of the automotive crop in their satisfaction survey ratings since the marque’s inception into the luxury division in 1989. But what happens all these awards and distinctions merge into one popular description of your vehicles as being too tame? For pretty much the entire first decade of assembly, Lexus had generally been omitted as an option when seeking performance sedans, with seemingly no track-worthy platform in sight. However, just on the horizon was the IS brand. The IS launched in 1998, and it has definitely excelled as Lexus had hoped it would, extending their “passionate pursuit of perfection.” Today, with the recent release of the IS-F, we think they may have just ended their pursuit.

In order for Lexus to overcome the stigma of lackluster engine capabilities, the IS F was outfitted with a naturally aspirated DOHC, 5.0-liter, 32-solenoid-titanium valve (with electronic variable timing) V8 engine, with dry sump lubrication. The meticulously treated, 90-degree, aluminum mill and its uniquely engineered heads are fed by a two-stage intake system and score you 416 horsepower @ 6,600 rpm, and over 371 lb-ft of torque @ 5,200 rpm. The powerband is even spread and propels the Lexus IS F to a max speed somewhere in the 170-mph mark, catapulting the 3,780 pounds of ingenious engineering from 0-60 mph in a flaming 4.4 seconds (just 0.3 seconds shy of the Porsche Carrera 911 4S). And let us remind you: This is a sedan.

This RWD missile remains firmly planted on the road with a double wishbone front and multi-link rear suspension, and takes corners like a champ as it measures an inch lower than the standard IS models. We don’t say this very often, but we actually appreciate the slightly asymmetrical weight distribution of 54/46, as it allows the IS F to be tossed around enough without loosing rigidity. There’s also a tri-mode VDIM (Vehicle Dynamics Integrated Management) with a Sport configuration that enables the car to be driven harder before the braking, throttle and steering control systems kick in. Adding to the competition-derived feel are bold six-piston Brembo brake calipers and high-friction brake pads for optimal stopping and control. Perhaps most impressive is the Lexus IS F’s racing-inspired paddle shifters that control the world’s first eight-speed, direct sport-shift transmission.

There’s no question that the Lexus IS F is sexy, but is it luxurious?

And if you really need another reason to fall in love with this flashy four-door, Lexus has provided one. The brunt of the IS F’s testing phase was conducted at Japan’s celebrated Fuji Speedway. If you’re going to work out the bugs anywhere, you’d want it to be here. And thanks to the extensive testing done on the speedway, Lexus has produced a sedan that truly drives unlike any other on the road today.

The IS F target consumer is aptly described as the family man who not only craves the edgiest of grocery getters, but wants to make the most of a $60,000 budget. Yes, you can get all of this for under $100,000.

Lexus recognizes that  the driver truly is the most important passenger in any vehicle, and equipped its cockpit with cowhide bucket seats, available in both black or high-contrast black and white trim. The luxury continues throughout with full lumbar supports in the seats and aluminum, carbon-fiber and special-treatment accents. The advanced and asymmetrical instrument panel includes an oil temperature gauge and shift indicator on an easy-to-read LED screen, as well as proudly brandishing the speeding “F” that makes this car something extraordinary.

Lexus’ design team paid attention to detail while blueprinting the styling cues on the IS F, implementing just enough changes to the existing design without going overboard. With an inch of height scrapped off the standard IS model and standard custom-made (for Lexus) BBS rims resting on 19-inch, forged alloy wheels, the Lexus IS F is truly an automobile to behold. Look at the IS F from the side and the first thing your greedy little eyes take in is the puffed-up front nose and muscular side fenders. If you can draw your attention away from the bi-convexed hood that houses the beefy V8, you’ll notice flared sides adjacent to the front wheels for optimal air flow for the hot-headed engine. The sleek, sophisticated and uber-sexy lines continue along the length of the vehicle and culminate in a rear-end that we openly admit makes us drool more than Kate Beckinsale in her leather suit ever has. The dual-stacked quad tailpipes alone have us reaching for the Kleenexes.

If looks aren’t enough for you, some impressive media has been made possible through Lexus’ collaboration with the incomparable Mark Levinson. The two pulled together to provide a brilliant DVD video/audio unit with MP3 capability and 300-watts pumped through 14 speakers, spread over 10 channels. The Lexus IS F truly is an all-encompassing experience. From the drive to the oral sensations, perfection has been found, and you’re sure to be passionate about the results.

The verdict

Although the Lexus IS F is not considered a supercar by technical standards, in the world of performance sedans it might as well be. From street savvy to comfort levels, the IS F has it all right. BMW, Merc and (dare we say) Porsche need to watch out.

Luxury score: 49/50

The IS F looks and drives great, but could it be your daily driver?

The practical ride

The IS F was conceived to compete with the BMW M3, but you might be surprised to discover that, based on a toll of pre-ordered units moved, it bests all other performance luxury sedans as well. Starting at $56,000, the base MSRP isn’t too far past the median sticker for Lexus’ L badge, with so much more appeal. Another aspect to review is the IS F’s statistics on the tarmac, with performance numbers that don’t lag too far behind the likes of Porsche. As a base model it encompasses most amenities, while ushering in advanced technology with a brand new transmission. The price tag may seem high to some, but when you think of what you’re getting for your dollars — not only a high-performing street car, but a luxurious interior with ample passenger and cargo room — the Lexus IS F makes perfect sense.

With a V8 kicking around under the Lexus IS F’s pumped up hood, you wouldn’t expect the fuel consumption numbers to be that great. And you’d be right. But don’t throw up your hands in an “I knew there had to be something wrong with this vehicle” way just yet. While the engine does sip fuel in a typical 8-cylinder fashion (16 mpg in the city and 21 mpg on the highway), maintenance costs are kept to a minimum as the IS F is equipped with tandem-operating engine oil and transmission cooler, which will surely save you money in the long run. The ride is also aided by an electronic stability control, which makes it versatile enough for both pavement and slightly higher elevations. Other bonuses include driver seat memory, 13.3 cu-ft of cargo space, a back-up camera with Intuitive Park Assist, and an extensive navigation layout.

So here’s a car that’s not only fun to drive but is damn practical as well. We tried our best to find a fault, a flaw, a black mark on the Lexus’ golden boy. But we couldn’t. Besides a lower-than-average fuel consumption rate (for a sedan), there really is nothing to complain about. And really, once you’ve felt the brute strength of the V8 beast, will you really be complaining about fuel consumption? We highly doubt it.

The verdict

It’s hard to place a luxury sedan higher than the IS F right now. Even the BMW M3 will have a hard time impressing us like the IS F has. Perhaps it’s the fact that Lexus has finally emerged with a vehicle that drivers can get excited about, or maybe it’s just that BMW and Mercs are getting too predictable; either way, we’re glad that Lexus had the balls to release the IS F when it did.

Practicality score: 47/50

and the total is…

The Lexus IS F, through superior engineering, consumer reliability and flat-out forward thinking has improved on all the elements that once qualified the brand as “tame.” According to Lexus their goal was “to create a true performance sedan in a uniquely Lexus way — one that [was] totally authentic.” Honestly, we don’t think Lexus could have been any more authentic or unique. What a refreshing take on a luxury sedan! And we say to Lexus: Continue your passionate pursuit, because we’re dying to see where you’re headed next.

96/100

2008 GMC Yukon vs. 2008 Nissan Armada

Don’t let your girlfriend dupe you with the consolation myth that size doesn’t matter. It doesn’t hold true in the bedroom and it certainly doesn’t when you’re on the hunt for a full-size sport utility vehicle. The class was specifically conjured for the rugged, outdoorsy, frontiersman type who craves the big-rig feel and towing capacity of a truck, with an element of functionality. What you’re sacrificing in petrol depletion, you’re accruing in overflowing cargo space and sheer machismo.

Target consumers should find contentment in the 2008 GMC Yukon or the Nissan Armada. The Yukon (also re-badged as the Chevy Tahoe or Holden Suburban in Mexico) has seen its share of reconstructions since inception and looks to make the most of its steady revenue-raking ability with a fresh look. Nissan’s Armada found its way onto the scene as a sub-interpretation of the popular Pathfinder and claims to have rectified the reliability woes most have cited with the brakes with this year’s model. Both the 2008 GMC Yukon and 2008 Nissan Armada are big in stature, but who’ll put up the bigger stats when these two hash it out in this car vs. car?

GMC Yukon

MSRP (base): $36,245
Engine: 4.6-liter, 16-valve OHV Vortec V8
Horsepower: 295 horespower @ 5,600 rpm
Torque: 305 lb-ft @ 4,800 rpm
MPG: City: 14; Highway: 19

Performance – 15/20
The GMC Yukon has its rivets welded to a third generation, lengthened wheelbase, GMT900 platform and can be equipped with all-wheel drive (AWD), although the entry model features a rear-wheel drive setup. The suspension finds its bearings in the coil-over front shocks that utilize a different composite than previous renditions and is not only lighter, but specially tuned as well. The standard engine is a 4.8-liter, 16-valve, OHV V8 Vortec production. The block, when revved to 5,600 rpm pushes out 295 horsepower and 305 lb-ft of torque @ 4,800 rpm. The freshest Yukon is equipped with the patented Active Fuel Management system, which promptly shuts off 4 cylinders when the vehicle deems their use unnecessary. Just one rung up, and on all models thereafter, is an available Flex Fuel function that allows your ride to run on Ethanol fuel. The four-wheel disc brakes and ABS put a stop to the fair acceleration, monitored by a four-speed automatic transmission — but keep in mind that the Yukon is about as responsive as an aircraft carrier.

Exterior design – 16/20
GMC’s Yukon reminds us of Oprah’s dieting: Sure, she’s smaller than what we’re used to seeing, but she’s still big. The extended wheelbase attributes to the abbreviation in length. A new front fascia was also integrated in the form of a rounded hood and what’s been dubbed the “smiling mouth” grille dipped in chrome. The headlamps were not exempt from the makeover and are now dual halogen and cleverly stacked in a vertical formation with a flash-to-pass feature. Adding to the visual effect are the body-colored assist steps, raked windshield and the profile-view-defining contoured flanks, and straight-as-an-arrow belt line. Ski racks are available upon request, as are the 20-inch aluminum polished wheels.

Interior design – 6/10
On the opposite side of the Yukon’s four doors lie a leather-wrapped steering wheel, spacious environment and seating for nine passengers. The cushion-y threads used seem thin and have a tendency to stretch, an indication that they are of a low- to moderate-grade quality, but are also available in cow hide. The reclining buckets are bolstered and maintain comfort on extended stints. The third row seats, ordered in a two- or three-occupant bench with a 40/20/40 split format, present an inconvenience as they can’t be folded like the competitor’s and can prove to be stubborn to put down. However, once you’ve got them down the rear serves up 60.3 cu-ft of cargo space. Because a man can never have enough black holes with which to lose his wallet in, GMC has implemented plenty of new storage compartments, as well. The gauge cluster and HUD is handsome and redesigned, yet the dials and knobs seem so small that we wouldn’t dare try to make adjustments to the controls with gloves on.

Can the GMC Yukon beat the Nissan Armada in this head-to-head?

Sound system/goodies – 6/10
No “too big for its own good” sports utility vehicle would be complete without a flood of multimedia options at the ready to keep the peace among passengers. That said the Yukon delivers highlights like the DVD-sourced navigation system and DVD entertainment center, with available screens for the rear headrests. The nav and audio faceplate show shades of the Cadillac Escalade from which they are derived and offer a hint of unexpected luxury. However, for all of its visual pop, the virtual map is lacking directional prowess. It’s fortunate to be in such a rugged vehicle because the system’s turn prompts will have you stranded in the boonies more often than you’d like. The SLE 3SA can be outfitted with an AM/FM stereo with MP3 compatibility, a six-disc, in-dash CD changer and Bose Premium sound system. XM satellite radio is standard along with a three-month trial subscription. There is also a rearview camera for easier tow hookup, keyless entry and automatic climate controls.

Bang for your buck – 15/20
Even if all those features coupled with all that cargo volume seem superfluous, the ’07 redesign that spilled over into ’08 was carefully plotted. With just a few relatively minor snafus here and there, the GMC Yukon is a compelling choice worth a once-over if you’re in the market for a hefty SUV.

Driving experience – 15/20
Piloting the GMC Yukon can prove to be a daunting challenge for anyone who isn’t accustomed to the blind spots and traffic-merging dilemmas presented by a brute-ute. The gear changes go unfelt and are comparably smooth for an 8-cylinder, but can sometimes be overshadowed by the excessive body roll. However, if you do manage to tip the beast, you can count on the dual-front airbags to buffer the crunch. The Yukon registers an EPA of 14 city/19 highway mpg (which plummets to 11/14 on Ethanol gas) and has been praised for its 7,400 lbs of hitch capacity and prime stopping power, but has a shallow turning radius and remains difficult to park.

Overall score – 73/100
GMC makes it known on their 2008 outing just why it is that the Yukon has been a constant on its roster. And even with rising gas prices and environmentalists breathing down the necks of car manufacturers, GMC has managed to avert the criticisms with its Ethanol Yukon model.

Nissan Armada

MSRP (base): $35,500
Engine: 5.6-liter, 32-valve DOHC VK56DE V8
Horsepower: 317 horsepower @ 5,200 rpm
Torque: 385 lb-ft @ 3,400 rpm
MPG: City: 12; Highway: 18

Performance – 16/20
The Nissan Armada’s shell is hoisted onto the same F Alpha platform that is shared with the Titan and Frontier pickups, and the X-Terra and Pathfinder SUVs. The Armada is available in either rear-wheel or all-wheel drive. The curb weight is balanced and spread evenly onto wishbone suspension at both ends with rear independent suspension. The optional AWD is impressive, to say the understated least. The Nissan Armada can operate as a rear-wheel drive system for the majority of the drive, but wields the ability to transfer up to half of the engine’s kinetics to the front tires when necessary. The 5.6-liter, 32-valve, DOHC VK56DE block has 8 cylinders, and throws out the ponies you’d expect from such a motor. At 5,200 rpm you’ll benefit from 317 horsepower with 385 lb-ft of torque. The amassed power equates to great acceleration off the line. There are also four-wheel disc brakes with ABS and a five-speed automatic transmission.

We know how the GMC Yukon fared, but how will the Nissan Armada match up?

Exterior design – 16/20
The Nissan Armada remains virtually unchanged for the New Year and continues with its tough design. The brash, double-deck, body-colored (chrome riddled on the LE) grille makes this SUV look carnivorous and ready to snack on smaller sedans and hatches. The front end gains a few more inches in width, with slightly enveloped fenders near the wheel wells, while the middle becomes noticeably narrower, and the rear bumper gets tapered. The exterior’s separation lines make a return, sectioning off the roofline of the passenger and rear-bed area. Some have commented that the contours aren’t symmetrically level, rounded over the front seats and squared off toward the back, but we say that it separates the Armada from the traditional sport-utility template. Additional 18-inch aluminum alloys and a ski rack are also available to add to the Armada’s look and functionality.

Interior design – 5/10
Off the bat, the first thing you’ll take note of in the Nissan Armada is the difficultly you’ll have getting in and out. The ride sits slightly higher off the ground than median SUVs, but Nissan installed functional running boards and grab rails to aid those vertically challenged in closing the clearance gap. Cabin area in the Armada is expansive, especially in the front bucket seats, and allows the pilot to sink into the eight-way power-adjustable captain’s chair and create his own relaxed driving stance. However, be aware that what you gain in head and leg room you sacrifice in overall cargo space. The basic SE model has two seating configurations: The stock arrangement delivers room to accommodate seven occupants, while the two optional benches will fit eight. One hiccup is the loss of visual contact with those in the third row — which only turns into a bonus if those in the rear are mother-in-laws or your bratty preteens. The dashboard and gauge cluster are simple but sensible, as are the second-row console and the 12 cup holders.

Sound system/goodies – 7/10
The industrial sizing extends to the electronic amenities. The class-typical rear-seat DVD player is optional, but suggested for its pixilation clarity and flip-down screen. The sound of the in-dash, six-CD changer, AM/FM and XM satellite radio is managed by a user-friendly interface and pushes out its media with a dozen speakers, including a center speaker and subwoofer provided by Digital Bose. The system houses its MP3 capability in the 9.3 GB Music Box and can host most other types of media as well. The seven-inch LCD navigation monitor confidently displays mapping with traffic updates in real time and utilizes voice commands. There are also convenient wireless headphone hookups. Other standards listed are keyless entry and hands-free Bluetooth.

Bang for your buck – 16/20
At $35,500, the Nissan Armada is not for the frugal buyer. Just as there are more expensive alternatives, there are also those that leave more in the wallet and unfortunately the Armada doesn’t make a strong enough case in either case — it’s simply another option and could easily be overlooked. Still, with all that grunt and off-road talent you’d be silly not to at least consider the Nissan Armada as a definite contender for your SUV ride.

Driving experience – 16/20
Keeping the 5,000-lb plus juggernaut on the straight and narrow may seem more difficult than we would have liked, but we assure you that the Nissan Armada is just about as agile as you’re going to get from a vehicle of this size. The active suspension offers a ride with minimal bounce and there is virtually no body roll. The sketch called for a shorter nose so you can cut corners and park with more agility. Despite the claims of mending the brake issues experienced by the preceding models, take heed that they still feel like they’re working overtime to slow you down. The Nissan Armada also boasts an incredible 9,000-lb tow limit, along with 12 city mpg and 18 city mpg on the open road.

Overall score – 76/100
The freshest class of Armada meshes Nissan’s “workhorse” ethos with a nimble frame with aggressive styling and bold entertainment all in a neat package right out of the box.

and the winner is…

The Yukon has been around for quite some time and shows no signs of letting up in terms of vehicle production and units moved. The GMC Yukon has garnered its own following, and found a definite niche as one of the best-loved traditional full-size SUVs out there. However, the (relatively) new kid on the block, Armada, is more of a balanced road warrior with enough of a heightened hitching capacity to give Nissan the winning title in this little head-to-head.