Much of the development of the new IS-F took place at Fuji Speedway and the Higashi-Fuji Technical Center in Japan. Whether on a race track or the streets. The IS-F features an all-new three-mode version of Lexus' Vehicle Dynamics Integrated Management (VDIM) system. The IS-F will arrive at Lexus dealerships in early 2008. I have over 1,000 hours of track time in a variety of different vehicles (including Formula Fords) and I’ve had my share of extremely qualified students who can cane a car within 9/10s after just a few hours of deliberate instruction.

• Lexus Isf Track Time 2008 Pcv Valve
• Lexus Isf Engine
• Sportbike Track Time
• 2008 Lexus Isf Reviews

In March 2008, Atari released the freeware computer game, Lexus IS F Track Time. The program was created in partnership with Lexus and based on the IS F production model specifications. Designed by Image Space Incorporated (ISI) using their rFactor computer racing simulator software, the program allows users to configure and race the IS F. Check it out as Phillip Chase from Tein gives a rundown on how the 2008 Lexus IS F was put together. Read more about what went into this car during the past two years here.

Every so often, our long-term fleet acquires a special kind of car. Not a 10Best winner. Not a comparison-test winner. Rather, a car that changes its segment or signals a radical shift in its maker’s attitude. The IS F does both. It’s a Lexus with true enthusiast credentials. This is roughly equivalent to saying it’s a granny who writes in regularly to Penthouse Forum.

The F stands apart from Lexus’s sporty IS line of cars with its large fender flares, 19-inch BBS wheels with matching summer-only tires, and a hood with a serious power bulge. Beneath that bulge resides an immensely powerful 5.0-liter, direct- and port-injected V-8 that delivers 416 horsepower through a slick eight-speed automatic. This magic setup is accompanied by a thunderous exhaust soundtrack.

Our IS F arrived last May with so many standard features that the only options we asked for were a $2550 navigation system and a $73 trunk mat. This is a fashionably snug car inside, so we passed on the sunroof in favor of the extra 1.8 inches of headroom it eats up. We chose the Starfire Pearl paint job, Lexus-speak for pearlescent white. Our IS F glowed in daylight and sparkled in twilight, and a line formed quickly on the left to get in it. The tab came to $59,388.

That paint job also seemed to tone down the F’s mad-dog fender flares and allowed us to drive under the radar, as long as the revs were below 4000 rpm. Once above that mark, the exhaust note turns from a low grumble to a kind of baritone threat. Passing Ann Arborites in the know were quick to turn and marvel at the powerful sound. Inside the car, drivers became addicted to the somewhat unsophisticated but wild roar that fills the cabin when the intake bypass opens.

Power and spooky exhaust rumblings aside, the one aspect of the F’s personality that got the most attention was its hard ride. Hardly a logbook entry was written without mention of it. Some said it was just plain rough; some said it was distracting to the point of seasickness. Others did not seem to mind, and a few even enjoyed it, but those folk also drive ’30s hot rods.

Because the IS F sits so low to the road and its big wheels leave little space between fender and tire, there is very little suspension travel available, and the resulting tune is firm. The car bucks and heaves and never settles down; it will bob like an apple over a seemingly good freeway. Nonetheless, Lexus claims its sophisticated sport-tuned suspension offers improved body control without degrading ride quality. We disagree. One of our number with deep technical credentials noted astutely: “Lexus really needs a good suspension consultant to fix this car.” Indeed.

Ride aside, the IS F proved to be an excellent assault vehicle, expressly built for attacking expressways. While cruising at 85 mph, the eight-speed automatic keeps the revs below 2300 rpm. We averaged 21 mpg over the 40,000-mile test—amazing for this naturally aspirated beast with 416 horses. Consider that our long-term BMW M3, which kicks out 414 horsepower, has returned 17 mpg over 30,000 miles of its stay here. The IS F has achieved fuel economy as high as 28 mpg a few times, but its range on a full tank exceeded 400 miles only once.

How popular was this modern-day rod? It took just two weeks for it to rack up the 1000 miles required for its first visit to the Lexus shop, where it got a cursory inspection and a check of fluids. A little later, at 5000 miles, the dealer changed the IS F’s oil for the first time and examined the brakes. These first two stops were complimentary, but every 5000 miles after that, the maintenance work came with a bill. At 10K, 20K, and 40K miles, the car got a brake-pad measurement along with the new oil and a new battery for the key fob. Each of those stops ran $163. The 15K-mile stop, costing $156, included undercarriage, brake, and fluid inspections; new engine oil; and a cleaning of the cabin air filter. At 25K and 35K miles, the car only required fresh engine oil and a brake inspection. The costs mysteriously dropped from $156 for the 25K-mile service to $143 for the one at 35,000 miles.

It was at the most expensive, 30,000-mile physical exam—oil change; air filter, cabin filter, and brake-fluid replacement; plus numerous inspections—that we learned the front brake pads and rotors had reached their wear limit. On top of the $459 service charge, we had to shell out $1161—$916 for parts alone—to replace the 14.2-inch cross-drilled rotors and pads.

In all, our nine maintenance stops amounted to $1402. The routine costs for three long-termers of comparable desirability were lower: A 2005 Porsche Boxster S cost $1124 [June 2007]; a 2007 Jaguar XK convertible, $967 [June 2008]; and a 2007 Audi S8, $1149 [February 2009]. Then again, none of those worthies made it through our long test without an unscheduled stop, which, in true Toyota fashion, our IS F accomplished. That the Lexus requires more than twice as many scheduled visits as any of those other three might have something to do with that.

The IS F did visit the dealer two other times, but both were our fault (and for the same reason). Twice, the IS F was put through a carwash with the wipers unwittingly in the automatic setting, and both times the wipers dutifully switched on, bending the wiper arm on the driver’s side. Owww. Each fix ran $74. Clearly, this is a mistake an owner would only make once, but we have multiple drivers.

We were apprehensive about how the IS F would behave in snow and ice, and by October, we’d fitted our lowrider with four Bridgestone Blizzak LM-25 snow tires ($1020). The tires did improve traction, but the car was still a handful in winter. A logbook entry from February: “Even with snow tires, the IS F is awful in snow. It acts like an old-school rear-drive car that’s not on snow tires.”

In winter, our Lexus was often plain scary. It was difficult to get the car moving even in the driver-selectable snow mode, which starts the car off in second gear. When approaching a snowy uphill grade—even a slight one—the F would slip backward, or worse, slip sideways. Also, if snow was deeper than the car’s 4.7-inch ground clearance, its low front end became a clumsy snowplow, and forward motion was more painful than passing a kidney stone.

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Undercover: The cosmetic shroud on the shoehorned 5.0-liter V-8 hides an entanglement of wires and hoses.

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The fuel log reflects how difficult the IS F was to drive in winter. During the five and a half months the IS F wore snow tires, the odometer turned just a little over 11,000 miles. The farthest it traveled from Ann Arbor was New York City, and that was in snowless April. In the other seven and a half months, it ran 29,000 miles, traveling as far west as Boulder, Colorado, and south to New Orleans. Drivers on long hauls testified that as long as the road was smooth and clear, the IS F was a great cruiser.

The car’s first trip to the test track, at 1050 miles, returned performance numbers that were just a hair behind the best we had achieved previously with an IS F: 0 to 60 mph in 4.4 seconds, the quarter-mile in 12.9 at 112 mph. Skidpad grip and stopping distance from 70 mph were on par at 0.91 g and 162 feet, respectively.

Thirteen months later, the IS F’s performance was nearly identical: same 0-to-60-mph time, 0.1 second quicker through the quarter-mile. Skidpad grip and braking were poorer by the smallest of margins. The 0-to-150-mph time was 25.5 seconds, 0.2 second better.

The unchanged performance is no surprise. Near the end of our 40,000 miles, the logbook received entries commenting on how well the car had held up. “Feels just the way it did when we got it 13 months ago.” Unlike the Lexus, our long-term M3 has loosened up, particularly its M DCT dual-clutch transmission; a critical observer might even call it tired.

The IS F is indeed a special car. It feels special, looks special, drives special—and the harsh ride is especially special. Associate editor Tony Quiroga summed up the car best after its last weekend with us: “Like all cars I end up loving, it’s not perfect—the ride is really bad. I caught myself laughing about how ludicrously bad it is—but I was laughing, and not many cars make you laugh. A really special car, I totally fell for it. I’ll be looking at used ones in the coming years. And if the Lexus reputation holds true, nothing will ever go wrong with it.”

JOHN PHILLIPS, Editor at Large

I’d pay extra for shocks I could toggle into 55-year-old-guy mode. I need the suspension to calm down.

DAVE VANDERWERP, Technical Director

It’s an entertaining car, my favorite Lexus by far. That’s a promising sign from a company that has lost interest in building fun-to-drive cars in the recent past.

STEVE SPENCE, Managing Editor

Like driving a little fighter plane (I imagine). The power, the fluid force, the dashing sound—I love this car.

RUSS FERGUSON, Automotive Technology Instructor, Washtenaw Community College

I drive a Jeep Wrangler, so I don’t mind the choppy ride. This car is a hoot! Touch 4000 rpm, and the intake tuning sounds like music.

DAN WINTER, Associate Art Director

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Reluctantly signed out the IS F to drive to Wisconsin. On the freeway, the car seemed to settle down and the ride was better than expected. Needs a way to tone down the exhaust sound.

TONY SWAN, Old Boy Racer

An officer in Piketon, Ohio, told me I was probably going faster than what he’d clocked because the car “just looks like it’s fast.”

What does the F stand for? It’s a question we were asked a lot during our year with the , which has F badges scattered liberally over the exterior and throughout the interior. Their quantity is perhaps not surprising, as F is what designates this as a special model, one that is quite different – and a lot more expensive – than the IS250/350 sedan on which it’s based. You wouldn’t want people confusing the two.

Other brands have used letters – such as R, S, M, V, and AMG – to identify their high-performance variants, but Lexus chose the letter F. The official rationale is somewhat convoluted: “Internally within our corporation, the F designation has signified specially designed vehicles, high-output powertrains, and development processes outside the norm,” says Toyota PR man Craig Taguchi, adding that the Lexus project was internally known as Circle F and the original LS400 was called F1, for Flagship One.

In the case of the IS-F, it could also stand for Finally. After all, it took nearly two decades from the launch of Toyota’s luxury division before Lexus saw fit to introduce a high-performance model. But never mind its official origins. After we settled in for a yearlong stint with the IS-F, we usually gave the obvious answer: F is for Fast.

Is it ever. And we couldn’t help drinking from its deep reservoirs of speed. “I ran the IS-F up to triple digits on a deserted stretch of I-196,” wrote one staffer during the car’s first few weeks in the office. “It got there very quickly and the car was rock solid – and it felt like it still had more to give.” Well, it did. In our performance tests, we reached an electronically governed top speed of 170 mph. We also recorded a 0-to-60-mph time of 4.7 seconds, just fractionally slower than our Four Seasons Audi RS4 (4.6 seconds) and the most recent -Vs we tested (4.4/4.5 seconds, automatic/manual). It’s also right in the mix with the (factory figures of 4.5/4.7 seconds, automatic/manual) and the claimed time for the Mercedes-Benz C63 AMG (4.3 seconds).

As in all those cars, a big V-8 has been stuffed into a small sedan’s engine bay. Seen elsewhere in the LS600hL, the 5.0-liter is modified for IS-F duty, pushing output from 389 hp to 416 hp at 6600 rpm, although torque drops by 14 lb-ft, to 371 lb-ft. Among the changes are new cylinder heads – courtesy of Yamaha – with titanium intake valves, hollow camshafts, and an oil-scavenge pump that expeditiously returns oil to the pan, ensuring adequate supplies during high-g cornering. A two-stage air intake opens a second passage at 3600 rpm, triggering a change in the engine note from mild to wild. Some editors thought the V-8’s Jekyll-and-Hyde sound track was odd and contrived, but New York bureau chief Jamie Kitman said he “loved the sound of the V-8 when all hell breaks loose.”

The engine is paired with an eight-speed automatic transmission, also from the LS sedan. Here it includes a manual mode, a sport mode, and shift paddles – the latter usable with the gear lever in either M or D. In manual mode, the shifts are ultraquick, the engine matches revs on downshifts, and the torque converter stays locked in gears two through eight. In drive, you have the operation – and shift smoothness – of a conventional automatic. The best of both worlds? Sadly, no.

The conventional automatic aspect works exceptionally well. As senior Web editor Phil Floraday put it, “The and the Mercedes-Benz C63 AMG have nothing on this car when driven for smoothness.” Added executive editor Joe DeMatio, “I found it almost mesmerizing to count the very quick, very smooth upshifts as I pulled away from stop signs.” On the flip side, the manual mode’s shifts are plenty quick. But some drivers wished for a performance-oriented middle ground between the plush, but slower, automatic shifts and the quick but harsh manual action. “This car has two very distinct personalities,” noted Floraday. “There’s a very demure Lexus when the transmission is in auto and you drive normally. Then there’s an insane track car when you switch to manual mode. I just don’t see much middle ground to keep an enthusiast happy on a daily basis.” Actually, there is a sport button, which is supposed to change the shift mapping, but no one felt that it made a noticeable difference. We contrasted its operation with that of the seven-speed automatic in the C63 AMG, which is a mind reader during fast driving.

Lexus Isf Track Time 2008 Pcv Valve

The transmission modes were a pretty subtle issue; more often, drivers wondered whether eight speeds were simply too many, especially since the gearing mimics that in other Lexus models, with so many of the top ratios bunched together. Cruising in eighth means slapping down through four or five gears to make a quick pass. Of course, the upside to all those tall ratios is impressive fuel economy for such a fast machine – both in the real world (we got about 21 mpg) and in EPA tests, where the IS-F, unlike its German competitors, evades a gas-guzzler tax. “If you don’t like the eight-speed automatic during fast driving,” suggested one commenter, “just leave it in manual mode and don’t use the top two gears.”

Unfortunately, there’s no similar workaround for the suspension, which is in ultra-hard-core mode all the time. It’s perfect for the track, where West Coast editor Jason Cammisa had a blast flogging an IS-F at the car’s launch – so much so that he ended up being the lone apologist for the car’s ride quality: “The suspension does beat you up a bit,” he admitted, “but in around-town driving, it’s fine, and it’s exactly what buyers of this car will want.” Others weren’t so sanguine. “I was surprised by the harshness and searched in vain for the button to the nonexistent comfort setting,” said DeMatio. On the crumbling highways of our fair Midwest, we found that the IS-F (which has a one-inch-lower ride height than the standard IS250/350) could crash against its bump stops repeatedly. More surprising was the way it managed to deliver a bouncy ride even on roads that appeared smooth, as the hyperstiff springs easily overwhelmed the dampers.

Despite the busy suspension, the wide Bridgestone Potenzas (225/40YR-19 front, 255/35YR-19 rear) kept us well connected to the road. Their ample footprint combined with indefatigable Brembo brakes to haul the IS-F down from 70 mph in only 159 feet. The nicely weighted steering also earned kudos, praised for being “confident and quick to turn in.” Interestingly, not a single driver commented on the sport button’s change in steering effort. When dancing on the ragged edge, we also appreciated the ability to switch off the stability control completely, but a few drivers were cranky about the fact that the IS-F doesn’t come with a limited-slip differential. In less extreme, but no less intense, maneuvers – say, negotiating the weekend mob scene at Costco – the Lexus won points with its tight turning circle and rearview camera.

The rearview camera is part of a $3990 package that includes navigation, Bluetooth, and an excellent Mark Levinson sound system. Your perch for enjoying the fourteen-speaker concert is a highly bolstered sport seat, which most found comfortable and a key component of the generally faultless ergonomics. The back seats, though, are tight, and a rather pointless plastic tray divides the cushions, making the IS-F strictly a four-seater. At first blush, there isn’t much in the cabin to denote this as a superpremium machine (one with a base sticker price of $56,765), but the longer we lived with it, the more F emblems and special blue trim bits revealed themselves, and the interior’s overall quality is high. So, too, was the overall quality of the car, as reflected in its problem-free service over 25,322 miles, a commendable result for such a high-strung machine.

As to the exterior, many questioned the aesthetic merits of the changes visited upon the IS-F – the wider front fenders with their massive gills, the longer front overhang and swollen hood (necessary to accommodate the big V-8), the nineteen-inch wheels with their smoke gray finish – but the total package had undeniable impact. “People seem to know they’re looking at money and speed,” said Kitman after piloting the IS-F in and around New York City for a couple of weeks. Particularly in our test car’s livery of ultrasonic blue mica, the IS-F is far from the typical, shy, retiring Lexus. It’s an intense and, in places, highly successful attempt to vault into the demanding realm of the extreme sport sedan. As technical editor Don Sherman wrote: “The IS-F is exceptional in two key F categories: fast and fun. Zigging through traffic, thrashing a winding road into submission, or shredding speed limits, this ride is tough to top.” As you’d expect from a company as serious as Toyota, it hits all the hard points; but, as you also might expect from a first effort, it falls short in some of the subtleties. Nonetheless, we can get behind Sherman’s closing statement, “The IS-F’s burning essence should be infused in every other Lexus with a sporting intent.”

RUNNING COSTS

Mileage
25,322 miles

Warranty
4-yr/50,000-mile bumper-to-bumper
6-yr/70,000-mile powertrain
6-yr/unlimited-mile corrosion

Scheduled maintenance
6138 mi: $0
11,921 mi: $168.07
17,337 mi: $108.34
23,095 mi: $250.81

Warranty repairs
None

Out-of-pocket
14,521 mi: Purchase, mount, and balance four Bridgestone Blizzak LM-25 winter tires, $1169.61
24,457 mi: Mount and balance stock tires, $108.55

Recalls
None

Fuel consumption
EPA city/hwy/combined
16/23/18 mpg
Observed
21 mpg

Cost per mile
(Fuel, service, winter tires) $0.23
($0.99 including depreciation)

Prices & Equipment

Base price
$56,765

Lexus Isf Engine

Price as tested
$62,051

Trade-in value*
$42,700

Standard equipment
ABS; traction and stability control; BBS forged aluminum wheels; air-conditioning; dual-zone climate control; keyless entry; power windows, mirrors, moonroof, and door locks; tilting/telescoping steering wheel with audio controls; front, side, and side curtain air bagsOur options
Headlamp washers, $100; navigation/Mark Levinson package, $3990; intuitive parking assist, $500; preferred accessory package (trunk mat, cargo net, and wheel locks), $210; XM satellite radio, $486

*Estimate based on info from kbb.com and edmunds.com

Genealogy

Sportbike Track Time

A compact footprint, a straight-six engine, and rear-wheel drive made the 2001 a direct competitor to the BMW 3-series. The current, follow-up version arrived five years later, in the fall of 2005 as an ’06 model. It switched to V-6 power and – like the 3-series – offered two models, the IS250 (204 hp) and the IS350 (306 hp). But Lexus had nothing to match up against BMW’s M3 until the arrival of the IS-F, which debuted at the 2007 Detroit auto show and went on sale in February 2008. In an effort to raise the profile of its F sub-brand, Lexus created an F line of performance accessories for the IS250/350 and recently added items for the GS350 and the new IS convertible as well.

2008 Lexus IS-F

2008 Lexus Isf Reviews

• rating

  • 3.5 out of 5 stars
• Overview
• body style 4-door sedan
• accommodation 4 passengers
• construction Steel unibody
• Powertrain
• Engine 32-valve DOHC V-8
• Displacement 5.0 liters (303 cu in)
• Horsepower 416 hp @ 6600 rpm
• Torque 371 lb-ft @ 5200 rpm
• Transmission type 8-speed automatic
• Drive Rear-wheel
• Chassis
• Steering Power rack-and-pinion
• lock-to-lock 2.9 turns
• turning circle 33.5 ft
• Suspension, front Control arms, coil springs
• Suspension, rear Multilink, coil springs
• Brakes Vented discs, ABS
• Tires Bridgestone Potenza RE050A
• Tire size f, r 225/40YR-19, 255/35YR-19
• Measurements
• headroom f/r 37.2/36.7 in
• legroom f/r 43.9/30.6 in
• shoulder room f/r 54.4/52.7 in
• hip room f/r 54.1/53.7 in
• L x W x H 183.5 x 71.5 x 55.7 in
• Wheelbase 107.5 in
• Track f/r 61.4/59.6 in
• Weight 3700 lb
• weight dist. f/r 52.4/47.1%
• cargo capacity 13.3 cu ft
• fuel capacity 16.9 gal
• est. fuel range 350 miles
• fuel grade 91 octane
• Our Test Results
• 0-60 mph 4.7 sec
• 0-100 mph 10.6 sec
• 1/4-mile 13.1 sec @ 113 mph
• 30-70 mph passing 6.1 sec
• peak acceleration 0.68 g
• speed in gears 1) 38; 2) 64; 3) 93; 4) 119;
• • 5) 142; 6) 170; 7) 150;
• • 8) 150 mph
• cornering l/r 0.94/0.92 g
• 70-0 mph braking 159 ft
• peak braking 1.08 g