Styling Edge to Lexus, Driving Edge to BMW
All cars--like the people who design, build and drive them--have common elements. But where the differences between a crew-cab dualie and a sports car are obvious, there are times when, despite all the similarities, visual and technical, two cars can have entirely different characters.
Such is the case with the 2001 Lexus IS 300 and the 2001 BMW 330i. Both are rear-wheel-drive sports sedans with 3.0-liter inline-6 engines with variable-valve timing, performance suspensions, 17-inch wheels and a willingness to be driven with vigor.
It’s in the last regard that their differences become most apparent.
The IS 300 distinguishes itself visually with cues from the world of tuner cars: low-profile 215 Goodyear high-performance tires, clear rear lens covers, styled brake and accelerator pedals and, in the case of our Solar Yellow test car, a color so bright it arrives a few milliseconds before you do.
The instrument cluster is a modern adaptation of a Rolex or TAG Heuer watch. It’s stylish, but too busy, until you learn to ignore the less important voltage and fuel-economy dials. Radio and climate controls are well marked and intuitive.
(On the ergonomic downside, this Lexus, oddly, is the second Toyota Motor Corp. product in a row we’ve tested that has a poorly designed left footrest. Although adequate in size, it wobbled unless the foot was firmly planted.)
The steering wheel and stalk controls are logical and intuitive, with the exception of the E-Shift (for electronic shift), activated by one button on each side of the face and backside of the wheel. Those and the gearshift require some reading of the owner’s manual to decipher.
The IS 300 does not yet offer a manual transmission--the five-speed is due the fall of 2001--but its electronic automatic provides reasonable versatility and performance. Although the “manual” shift option is described in terms of engine braking, hitting the down button and finessing the throttle closely approximate the proper technique with a standard shift. The chrome sphere that tops the shift lever is the nicest touch in the interior.
Seats in both the Lexus and the BMW are multi-adjustable and powered; adjustments can be accomplished by hand if you prefer. The Lexus has no lumbar adjustment, but the seat was well-shaped. On our test BMW, lumbar and power are part of a premium option package that more than doubles the price spread between the two cars. Both cars have adjustable steering wheels, although the 330i’s has a telescoping feature lacking in the Lexus.
Whereas the Lexus interior is flashy, the BMW’s is staid. Straightforward instruments are joined by rectangular buttons, all about the same size. Not terribly ergonomic for the auto maker that practically invented the term. This isn’t a deal breaker, but the Lexus controls are easier to learn.
The BMW features a multi-function steering wheel as part of the sport package. Radio tuning and volume and cell phone controls are handled by five buttons on the left; cruise control is mastered by another quintet of buttons on the right. The latter proved to be one of the easiest cruise controls to operate, far simpler than the stalk controls commonly found in cars.
An automatic dimming day-night mirror is an example of a bell with whistle. (How hard is it to flip the lever of a standard mirror and leave it there at night, after all?) The test BMW included wood trim and extra leather touches in addition to the seats, also part of the pricey option package. Unlike with the IS 300, here all clutch, brake, accelerator and dead pedals are rubber covered, the latter having a large surface and solid mounting--just what the driver needs in the corners.
Both cars share an annoying feature: a gauge that’s supposed to tell you what your fuel mileage is. The needle on both of these would swing wildly and at times indicated unlikely results. For instance, the BMW’s read somewhere between Abrams battle tank and ’64 Corvette when in first gear going 15 mph. The Bimmer redeems itself by offering a static readout of average mpg--far more useful.
On the outside, this third-generation 3-Series sedan continues the marque’s familiar styling cues. Nothing is oversized or overemphasized. Although the Lexus’ styling isn’t over the top, it is a bit more pronounced.
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Cosmetic differences aside, it’s out on the road where these cars part company.
The engines are close on paper: the IS 300’s 215 horsepower and 218 foot-pounds of torque versus the 330i’s 225 horsepower and 214 foot-pounds.
Power comes on early and stays right up to redline, perhaps a little more convincingly in the BMW. The Bimmer accelerates more willingly, and that shows in a better than half-second-quicker trip to 60 mph (6.4 seconds versus 7.1 in the Lexus). Attribute that to the BMW’s excellent manual transmission and clutch.
But the Lexus automatic is a very good one and, for those inclined to put it in D and drive that way for life, it’s great. But it doesn’t allow the full potential of the sport-tuned engine to emerge. Word to Toyota: This car begs for a six-speed manual.
On the day we took the IS 300 across the Angeles Crest Highway, it was raining on the east end, there were snow flurries in the higher elevations, and it was sunny and dry on the west end. The traction control had no trouble dealing with the wet pavement and the generous layer of cinders Caltrans provided. Once we encountered dry road, handling was solid and predictable. But this Lexus showed a slight tendency toward throttle oversteer, just like its smaller cousin, the previously reviewed Toyota MR2 Spyder.
The variable-ratio power steering lacks the annoying lag between turning the wheel and the car responding. The double-wishbone suspension at all four corners keeps the IS 300 on track through sweeping turns and takes rock-dodging mid-turn course changes without a whimper.
Although the car didn’t feel as if it could be tossed into corners--it is a sedan after all--late-entry corners were no sweat. The steering wheel-mounted E-Shift allows for quick adjustments to engine speed. The optional Torsen limited-slip differential helps the car hook up coming out of turns. At $390, it’s a must-have option on the IS.
The 330i saw only dry pavement through the mountains, so its wet-weather capabilities were tested by no more than light rain in the flatlands. But the BMW took every dry-road challenge we threw at the Lexus with unwavering solidity and a better sense of control. The eager and willing drive train provides an edge of quickness that seems to beg the driver to push the car harder. Despite wearing less-aggressive Continental 205 Series all-season tires, the BMW goes where it’s pointed and stays on course. Its slight slow-speed understeer disappears above 30 mph. When pushing late into a turn, the drift is even and stays that way when throttling out of the corner.
Both cars have excellent four-wheel anti-lock disc brakes.
Once off the mountain and back into the urban fray, both cars retain enough road feel to keep things interesting, and enough comfort to keep a long commute from becoming a grueling chore. At freeway speeds, both cars are quiet, the ride solid, as one would expect of machines that start at more than $30,000.
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Though conceptual cousins, the two cars’ cosmetic and driving differences are quite clear.
The Lexus feels quickly familiar, like a chain restaurant, albeit an upscale one. What is good about the IS 300 is very good; what little that isn’t can and should be brought up to par.
The BMW is not as easy to get to know. It takes some getting used to, like a new restaurant with an unfamiliar menu. But once you learn the specialties, you can make your choices with confidence. And the 330i simply connects better with the driver than the Lexus.
The BMW’s base price is nearly $3,600 more than that of the Lexus. Add a lot of features and the 330i quickly gets a lot more expensive. Lexus offers fewer options in an effort to keep the IS 300 competitively priced, though it has some nice standard features, such as an in-dash six-CD changer and high-discharge headlamps.
If driving is more important to you, it’s possible to forgo the 330i’s more lavish options and keep the cost down. If your taste runs to something a little flashier and value-for-money ranks ahead of pure motoring, the IS 300 scores on both points.
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Robert Beamesderfer is Highway 1’s news editor. He can be reached at bob.beamesderfer@latimes.com.
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2001 Lexus IS 300
Cost
* Base, $30,500: includes five-speed electronically controlled automatic transmission, steering-wheel mounted E-Shift, variable-ratio power steering, four-wheel disc brakes, traction control, anti-lock brakes, daytime running lamps, automatic climate control, cruise control, 240-watt AM-FM/cassette stereo with eight speakers and in-dash, single-feed six-CD changer.
* As tested, $34,156: adds leather and synthetic suede trim interior, Homelink system, eight-way power adjustable driver and passenger seats, power tilt-slide moon roof with sunshade, limited-slip differential, trunk mat. Destination charge, $495.
Engine
* 3.0-liter, 215-horsepower, dual-overhead-cam, 24-valve, fuel-injected inline-6 with variable-valve timing, certified as a low-emissions vehicle.
Performance
* 0 to 60 mph, per manufacturer: 7.1 seconds.
* Fuel consumption: 18 miles per gallon city, 23 mpg highway as estimated by the Environmental Protection Agency. As tested, 19.4 mpg.
Curb Weight
* 3,270 pounds.
2001 BMW 330i
Cost
* Base, $33,990: includes five-speed manual transmission; four-wheel, anti-lock disc brakes; dynamic stability control; traction control; power rack-and-pinion steering with variable assist; dual threshold air bag for driver and passenger; dual front side-impact air bags; head protection system for front seats, automatic climate control, cruise control, AM-FM/cassette stereo with 10 speakers, six-way adjustable front seats, four-function on-board computer.
* As tested, $40,285: adds metallic paint, Sport Package with double-spoke wheels, performance tires, sport suspension, multi-function sport steering wheel, 10-way adjustable front seats. Premium Package adds leather upholstery, power glass moon roof, myrtlewood trim, four-way power front lumbar support, power seats with memory, rain-sensing wipers. AM-FM stereo with CD player. Destination charge, $570.
Engine
* 3.0-liter, 225-horsepower, dual-overhead-cam, 24-valve, fuel-injected inline-6 with variable-valve timing, certified as a low-emissions vehicle.
Performance
* 0 to 60 mph, per manufacturer: 6.4 seconds.
* Fuel consumption: 21 miles per gallon city, 30 mpg highway as estimated by the Environmental Protection Agency. As tested, 21.9 mpg.
Curb Weight
* 3,318 pounds.
