A triple scoop of Lexus styling

By DAN NEIL

Dec. 7, 2005 12 AM PT

IF watchers of automotive styling wondered where all the flares, waveforms and undulations went on the latest BMW 3-series, I’ve found them: They’re on Lexus’ new IS sport sedans. Inspired by the company’s new design language, called L-Finesse -- which sounds like the name of a Mexican wrestler -- the luxury division of Toyota has managed, not quite consciously, to build the 3-series that Munich would have built if they hadn’t gotten a straitjacket on design chief Chris Bangle.

Man, this is one frothy bit of styling. Even the taillight lenses have little meringue-like peaks whipped into them. The cat’s-eye headlights are right off Grandma’s nightstand. The dorsal contours plunge down the roof rails, onto the hood and into the bumper in the shape of a divining rod over an east Texas aquifer. The triangular fog-light apertures and bumper opening follow the same V-shaped contours, which ultimately has the effect of giving the car kind of a happy, slightly stoned grin. Heading aft, the rising shoulder lines leave the midsection of the car looking thick and slack below the windows and create something like an optical illusion: The rear wheels look smaller than the fronts.

Football and car styling are games of inches. The GS 430 sedan -- also an L-Finesse styling exemplar -- has an easy fluidity about it, a stately aerodynamic flow. The same styling language on the IS -- almost 9 inches shorter -- looks crowded and turbulent. As El Finesse might say, “Ay caramba!”

This is Lexus’ second edition of an entry-level rear-drive sport-compact sedan. The first try, the IS 300, introduced in 2000, was a stubby little vest gun with chronographic gauges and seats that fit like an Eisenhower jacket. It was competent and likable but bereft of serious sports-sedan mojo. I personally really liked the SportCross variant and hope another sport wagon remains in the product plan. In any event, younger sport-sedan buyers stayed away in droves.

Lexus started burnishing its sport-sedan credentials in 2005 with the GS sedans, the GS 300 and GS 430, which are meant to bracket BMW’s 5-series. The company seems to like this pincer-like strategy, and so the new IS comes in two flavors: the 2.5-liter, 204-horsepower IS 250 and the much horsier 3.5-liter, 306-hp IS 350.

I drove the first example I could get my hands on, which was an IS 250, but now that choice seems inspired. For one thing, the IS 250 can be had with a six-speed manual transmission (a six-speed automatic is the sole gear-swapper on the IS 350). All-wheel drive is also exclusive to the IS 250, although that could easily change in the next model year.

Then there’s the not inconsiderable matter of price. The IS 250 is $5,450 cheaper ($29,990 MSRP) than the IS 350. The extra horsepower of the IS 350 costs about $53 per horse. Another way to look at it is by acceleration. The IS 250 bolts to 60 mph in about 7.9 seconds; the IS 350 gets to that mark in around 5.3 seconds (it’s the fastest car in its class). Each second shaved off costs $2,180. Talk about fun with calculators.

Both models get newly developed direct-injection engine heads that improve efficiency and emissions. Our test car, an IS 250 with the six-speeder manual, is rated at 20 mpg city and 29 highway, which is commendable, though not best-in-class. The automatic-equipped model returns extremely sexy mileage of 24/32 mph city/highway.

Even with the smaller engine, our IS felt friskier than a grotto-full of Hef’s houseguests. Dremmel only wishes it made a drill this smooth. The engine spirals freely to redline -- actually, when you approach max rpm, a ring of gold LEDs lights up around the tach -- and the induction and exhaust sounds are nicely harmonized in the cabin so that it sounds sporty without being obnoxious. As a longtime Saab fan, I am pleased to see Lexus bring back the springy, rubbery gearshift with the pull-ring for reverse gear. I thought these had been banished forever.

The car does miss the extra ponies once in a while, particularly on steep on-ramps, but once it reaches the highway, the performance is exemplary. At interstate speeds -- or even a little better -- the car hums along like it’s powered by the sun. The ride quality, although less pillowy than even the GS cars, is supple and well damped for a car with so short a wheelbase. The interior has the soundtrack of a Vicodin overdose -- a long, remote whoooosh....

In terms of driving dynamics, it turns out the whole BMW thing is a straw man. Though by the numbers the Lexus may corner as hard and stop as short as Munich’s favorite, the driving is a very different experience. Generally, all the Lexus’ driving sensations -- the fine thread of vibrations working their way from the suspension to the seat cushions, the mechanical whisper of tread contact coming through the steering column, the gathering resistance under the ball of your braking foot, the axial rotation as the car pitches around a corner -- all of these have been washed through layers of electronic intermediaries. This is not to fault the car. This is the way Lexus dynamics guys want the car to feel. Heck, they could teach it to deal poker if they wanted to.

As you would expect of any Lexus, the IS is tight, solid and completely of-a-piece. Adding a soupcon of aggression, our test car came with the Sports Suspension package, which includes 18-inch, low-profile summer tires.

All of Lexus’ dynamic safety systems are deployed on the IS, including the optional Vehicle Dynamics Integrated Management, which orchestrates the car’s flight control systems, things such as anti-lock brakes, traction and stability control. The car is also available with adaptive front headlamps, intelligent cruise control and eight air bags, including knee bolster air bags. It’s car-tech heaven in there.

The wheelhouse of the IS is flawlessly constructed. You will look in vain for those little push-in covers that other manufacturers use to hide interior screws. The front driver seat cradles you like you’re starring in your own four-door creche. Other reviewers have complained about rear-seat space, but I found the car quite tolerable in the back, even with the front seats well back in their tracks. The cabin is loaded with comfort and convenience features, including push-button start, leather seats, power moon roof and -- in our test car -- an A/V geek’s Valhalla, a 14-speaker, 300-watt Mark Levinson surround-sound system compatible with DVD audio and video. Which is great, fantastic, wonderful. Now can someone show me how to dim the nav display at night so it doesn’t blind me?

Will the IS cars steal sales from BMW? I rather doubt it. BMW’s customers have a different set of imperatives and the Lexus doesn’t offer enough driver involvement to guile them away. But in the everybody-but-BMW segment, the IS is a force to be reckoned with. I give it an A-, maybe a B+ if I’m grading on the curves.

Automotive critic Dan Neil can be reached at dan.neil@latimes.com.

(BEGIN TEXT OF INFOBOX)

2006 Lexus IS 250

Base price: $29,990

Price, as tested: $38,795

Powertrain: 2.5-liter, 24-valve direct-injection V-6 with variable-valve timing; six-speed manual transmission; rear-wheel drive.

Horsepower: 204 at 6,400 rpm

Torque: 185 pound-feet at 4,800 rpm

Curb weight: 3,455 pounds

0-60 mph: 7.9 seconds

Wheelbase: 107.5 inches

Overall length: 180.1 inches