2009 Lexus IS-F: IS-FAST
| Strong points |
|
|---|---|
| Weak points |
|
There’s a lot of fuss made about a vehicle’s name these days. When Lincoln revived the Zephyr nameplate for their entry level sedan, enthusiasts applauded the effort... shortly before Lincoln traded the iconic badge for a trio of nonsensical letters. Likewise, the return of the cute and comical Rabbit to Volkswagen’s stable was a welcome change from their more staid nameplates. Of course, this year, the Rabbit’s been culled, only to be replaced by the familiar (and illogical) Golf. And there’s really no point in even beginning to delve into the ridiculousness than is the Audi/BMW/Mercedes naming systems.
But what, if anything, could IS-F stand for? Well, there’s always the ever-present IS interpretations, ranging from intermediate sedan to introductory sedan. But what about the F? Well, how about this interpretation: IS-FAST. Because with more power than BMW’s M3 or Audi’s RS4, and eight forward gears with which to dispense all that power, the diminutive sports sedan is frighteningly quick. But lets not get ahead of ourselves.
Based upon the standard and well-received IS sedan, the IS-F utilizes the same stiff chassis and suspension layout at both ends, but trades various components for obviously stouter pieces. For example, the entire vehicle has been lowered a full inch to bring the center of gravity downward, while both spring and damper rates have been increased to provide a noticeably firmer, more controlled ride. Like the standard IS, the IS-F utilizes complex “multi-leaf linear control valve” monotube gas shocks to control the rebound, although all four are equipped with a larger diameter piston so as to better cope with the increased stresses of the firmer suspension. Of course, the upsized wheels (19 inchers, to be precise) also require some geometry changes which are facilitated by a set of IS-F specific control arms in the rear multi-link suspension system.
Attaching all this to the subframes are a set of firmer bushings to prevent slop and increase feel; fulfilling much of the same role as the harder engine mounts. The electronic power steering is also remapped to provide a more linear response as well as improve the steering feel.
However, all this is easily overshadowed by the ridiculously potent powerplant that rests upon those firmer engine mounts. Containing five full litres of displacement within eight cylinders arranged in the most natural way, the massive V8 lump puts out an impressive 416 horsepower and 371 lb. ft. of torque. Obviously high tech, the motor is encased entirely within aluminum, with a spec sheet that reads like a hot rodders Christmas list. Suspended from a forged crankshaft, eight sintered iron alloy connecting rods shove 3.7 inch wide pistons precisely 3.52 inches upward, where a rush of air and fuel is delivered from the Yamaha-derived cylinder heads. Of course, beforehand, those massive quantities of air rushed past a lightweight valvetrain, including four chain-driven hollow camshafts spin up roller rockers attached in turn to titanium intake valves.
However, the fuel system is a marvel in and of itself. Incorporating two fuel systems in one, it’s called SFI-D4, and it allows the motor to run a stratospheric 11.8:1 static compression ratio. Using one high pressure direct injection system to cool the cylinders, there’s a secondary low pressure injection system that produces a more precise burn under low and medium load conditions. Likewise, the intake system uses a dual plenum to provide more power at all times, with the primary plenum opening up during normal operations to increase intake velocity, while the secondary plenum opens up at larger throttle openings. Increasing the intake’s volume massively, the opening of the secondary plenum is accompanied by a massive bellow from the quad exhaust tips, which is usually met with some disapproving looks from the local constabulary.
However, if you hadn’t just read all that, you’d never know any of it existed (with the exception of the oh-so-audible secondary plenum). Which is both a blessing, and a problem. Whilst this abundance of technology doesn’t intrude upon the driving experience with the severe impact of something like Nissan’s GTR, the IS-F also lacks a general holistic feel of refinement. Granted, the big V8 is a smooth enough powerhouse that Mohammed Ali would be proud, and the eight speed, torque-converter-equipped transmission makes a very good counterpoint to the current crop of dual-clutch equipped manumatics, however, it lacks the poise of its competitors. Coming out swinging, quite literally, from every corner you throw it into, the tail section reels across the pavement with the greatest of ease. In and of itself a completely different sort of entertainment, the three-season rubber hoops affixed to the back wheels of any IS-F must be some of the most punished rubber on the planet, short of something you’d find in Ron Jeremy’s closet. As tested, the blue car pictured here had clocked just over a few thousand kilometres, and had already worked both rears down to the wear strips.
And here’s the reason: 54/46. With just 1,739 of the IS-F 3,780 pounds resting on the rear tires, it should understeer, that is, if Lexus hadn’t fitted the front end with 61.4 inches worth of tire tread under the front and only 59.6 inches worth under the rear. Sure, that may not sound like much of a difference, but when you start rolling that weight through a corner and unweighting the inside rear on corner entry, the whole package is reduced to a lurid, smoking, screaming ball of fury coming down the road every which way but straight. Blessedly, the stiff chassis and excellent suspension communicate all this extremely well, and with the flexibility of an eight speed gearbox and an engine with a solidly linear powerband, controlling these antics is hardly a chore.
Which is a curiousity from the IS-F. For while the RS4 and M3 punish commuters with the roadgoing manners of Howard Stern, the IS-F is nearly indistinguishable from the standard IS during the daily grind. Granted, the stiffer ride is undeniable, but it’s not the bone-jarring, kidney-tenderizing experience that the German’s offer. Likewise, the torque converter and massive gear selections means there’s no fighting with a high strung V8 attached to a temperamental high performance clutch. And that V8 that bellows with downright surprising ferocity at big throttle openings? Nearly silent in traffic. The interior is sportingly outfitted, obviously, but even the heavily bolstered sports seats are the epitome of comfortable. While 2009 brings with is a new piano black interior trim package, the flamboyant blue tester provided wore an appropriately interesting pure white interior, replete with while carbon fiber trim adorning the dash and center console. However, as sedate as it is during the daily grind, there is one ever present thing that serves as a continuous reminder of the car’s sporting aspirations: the complete lack of storage space. With a singular cup holder (which won’t hold mugs, by the way) in the exposed and a second within actual center console storage bin itself (which will hold mugs, but requires you to have the center console bin lid open the entire time), there’s nowhere for you to put anything else.
But that’s hardly much of a complaint. A technological tour de force that may not be the brutal tool of its German counterparts, the IS-F comes off as something more akin to a Japanese rendition of a musclecar. However, unlike the American vehicles that carry that same title, the IS-F sips fuel relatively sparingly, and doesn’t try to kill you with unpredictable handling traits. To a musclecar as a ginsu knife is to a sledgehammer, it firmly occupies the middle ground, and does with a delicacy that only Lexus could conjure up. But there’s no denying it, it IS-FAST.
