SILKY COASTING

LEXUS IS-C

Lexus knows that if it wants to compete with premium European brands effectively, it needs diversified model lineups. And that not only means a wide choice of engines to choose from but also more body variations.

That's why Toyota's upscale brand expanded the IS range with the high-performance IS-F last year which comes with a bespoke V8 engine and body to match the BMW M3 and Mercedes-Benz C63 AMG.

This year Lexus continues the assault by introducing a third derivative: the IS-C armed with either a 2.5- or 3.5-litre V6 with the increasingly popular folding hard-top roof.

Such a CC (coupe'/cabriolet) body allows the Japanese to hunt down punters of the 3-series Convertible, Volvo C70 and Infiniti G Convertible, all three using the same type of roof to appeal to those needing a two-in-one car.

Don't mistake the IS-C as a successor to the aging SC (once known as Toyota Soarer, too); it's considered two separate models, even though the two are roughly the same in size.

As well, the SC430 comes with a bigger 4.3-litre engine and two-seat configuration to more or less attract sun-loving drivers who want something different from the Mercedes SL.

The SC is still on sale in world markets (but not in Thailand) and is dying to see a replacement due to its dated looks and package, plus inferior driving dynamics.

That said, you might consider the IS-C as a quick-fix solution for fans of Lexus cabrios for the time being. And the one that launched in Thailand is IS250C obviously for tax and price reasons.

Priced at some B5.19mm, the IS250C competes head on with the similarly powered 325i Convertible and the B1m-cheaper but less potent C70 2.4.

In spite of its price levelling the German's, the IS250C is quite pricey at Lexus's own game because for that amount of money you can get the GS300 executive car. The IS250 junior executive saloon - the car that forms the basis of Lexus's latest open-top - is a good B2m cheaper.

So, is the IS250C worth the moolah? Probably the answer to that can only come from a design perspective. If you're a fan of the IS saloon's handsome looks and bespoke rear tyre size but don't need four doors, the IS-C could be an alternative.

The IS-C is quite a different car from the regular IS in the skin. The only exterior bits shared are the bonnet, front fenders, door handles, mirrors, front lights and grille. A distinctive feature that looks good on the IS-C is the rear end with fatter-looking lights.

But sometimes you'd just hoped that Lexus should have extended its efforts in trying to make the front end markedly distinct. But that without doubt would have pushed up the cost further, which is something the car could do without.

The side profile of the IS-C is in for some debate, too. It looks sleek when the three-part roof is stowed but has a rather clumsy proportion in coupe' form. In this particular aspect, the BMW arguably has a more fluid and appreciative appearance.

The interior dashboard of the IS-C is unsurprisingly the same as the saloon's. But beyond that is a new 2+2 layout with hoops at the rear that double as visual enhancements and protective features for the two occupants.

While the front and rear seats are comfortable to sit in the traditional Lexus way, there are some drawbacks behind clearly due to packaging constraints. The backrest is a little upright than usual, while headroom is cramped for six-footers.The BMW's more natural rear chairs are better to sit in. But Lexus trumps its rival in the game of practicality by offering a boot that can still carry a golf bag when driven roof down.

Although the IS-C's wheelbase length of 2,730m is exactly the same as the saloon's, the rear overhang has deliberately been extended by 50mm for that precious extra boot. The extension, however, could be partly to blame for that bloated rear end look.

Typically of CCs, the IS's underpinnings had to undergo reinforcements in the interest of ride and handling. Couple that with the block-building roof, the IS-C is around 170kg heavier than its saloon brethren.

And because the 212hp 2.5-litre V6 and six-speeder has been carried straight over, the IS-C feels more inferior in performance terms - even more than what the figures on paper suggest (see table).

But that was probably because our first-hand experience of the IS-C came place on Singaporean roads where Motoring got to test its low-speed agility more than its high-speed ability.

You can feel the IS-C's added weight when picking up speeds in tight turns in city-driving and when crawling away from the lights. Sheer grunt may have taken a back seat, but not necessarily the car's driving characteristics.

The chassis mods Lexus has employed to cope with the increased weight can be felt and rightly do justice to the IS-C. Stiffened suspension makes the ride flatter, yet comfortable and taut, while the bigger brakes on the rear wheels give extra and convincing stopping power.

The steering, however, is a mixed bag. To suit the IS-C's cruising attitude, the rack is slower from lock to lock than the saloon by 0.3 turns at 3.2. So you need more veering effort in corners and it strangely doesn't feel light. Lexus claims that front/rear weight distribution is 49:51 when compared to the 50:50 setup of the saloon.

As a Lexus, the IS-C still scores on comfort and refinement, with the exception of some scuttle shake when traversing over bumps and road expansion joints. Just don't go expecting that it will drive better than the Bee-em.

Lexus says there are no plans to offer a pure coupe' body which is something fans in this part of the world may like more. But it isn't totally denying a go-harder IS-C with the IS-F's V8, although more modifications would be needed in the front body structure.

But seeing the IS-C as it is today, it's sort of a pricey alternative to the IS saloon - or a cheaper, yet far more modern, way to SC open-top ownership. You shouldn't weigh the IS-C against its rivals. If you like it, go for it.

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