Lexus IS
Lexus IS is a mid-size premium car in the D class. It has been produced since 1998 and during this time it has been updated several times; the third version of IS is currently being produced. In the Lexus model line, the IS occupies a position between the hybrid CT and the larger and. The first version of the Lexus IS on the Japanese market was sold under the name Toyota Altezza.
Main competitors and analogues of Lexus IS:Audi A4, BMW 3-Series, Mercedes-Benz C-Class, Cadillac ATS, Infiniti G /Q50, Jaguar XE, Volvo S60 and other premium class D cars.
The engines of the first generation Lexus IS are the fairly well-known and popular 3S inline fours, 2-liter 1G inline sixes and the well-known 2JZ inline six-cylinder with a displacement of 3 liters, installed on the top-end IS300. Unlike the Supra 2JZ-GTE, the IS used a naturally aspirated version of the 2JZ-GE.
The second generation received a completely different line of power plants: the popular 2.5 liter - 4GR, 3 liter 3GR, the most famous 3.5 liter. 2GR. At the top of the model line was the 5 liter 2UR-GSE, installed on the sporty IS F. In addition to gasoline models, there were also versions with a diesel engine - IS200d and IS220d. For these cars a 2.2 liter 2AD engine was used.
The third generation of IS appeared in 2013 and new in-line fours were added to the usual 2GR and 4GR engines. The first is the 2AR used on the IS300h hybrid and the 8AR used on the IS200t. The latter is a 2-liter turbo engine that has recently become traditional for all manufacturers.
By clicking on the model you are interested in below, you will find out all the necessary technical characteristics of Lexus IS engines, what engine oil to fill, its volume and replacement interval, engine reliability, its estimated service life, diseases and malfunctions, tuning, etc.
Almost all second-generation Lexus ISs have rear-wheel drive and an automatic transmission. A manual transmission can only be found in tandem with a diesel engine, which means “very, very rarely.” And let's be honest: if we are not building "cramps", then an automatic is much more appropriate on a car of this class.
All-wheel drive is extremely rare, but we could not find any particular complaints about the system. For example, they don’t complain about all-wheel drive on the Toyota Mark X either, but it’s exactly the same. By the way, this Lexus is unified with the Mark X120 series not only in terms of all-wheel drive, but in general in many other ways. This is a universal “donor” for gearboxes, automatic transmissions and other components, from suspension to parts of body panels.
It’s unusual, but the rear gearbox is worth checking when purchasing. You can “turn it down” even with the weakest 2.5 engine, not to mention larger ones. And oil leaks, which happen on older cars, definitely finish it off. The main problem is a missed level or simply dirty oil that kills the seals. The noise insulation is good enough that the noise of the gearbox is almost inaudible. Leaks and oiling of the housing are a sufficient reason to urgently attend to an oil change, and when purchasing, listen to the operation of the gearbox on a lift by spinning it with a motor. Contract parts are not too expensive, but when buying a Lexus, they usually expect no problems at all. The driveshaft is quite reliable; during normal operation, it will require repairs after a mileage of 200+.
Automatic transmissions on the IS are mainly Aisin A960E. The six-speed gearbox is completely classic for Aisin. Unfortunately, it was made to compete with European automatic transmissions of premium cars, and it is “tailored” for dynamics and efficiency at any cost. In this case, with rapid wear of the gas turbine engine blocking lining, which happens with mileages of even less than 120 thousand, as well as rapid contamination of the valve body and wear of the Reverse and Direct solenoids.
Unfortunately, there are also mechanical problems. For lovers of active driving, the bushing of the front planetary gear is damaged and a “trolleybus” sound appears due to the looseness of the satellites in the same planetary gear. Overheating and oil starvation kill both the pump bushing and the pump itself.
After 150-200 thousand mileage, even with a timely oil change, the solenoids will have to be changed, first of all 4 linear ones, and in the case of operation on dirty oil or an early version of the box, the remaining 5 will also need to be repaired, and possibly the hydraulic plate itself will need to be repaired. Actually, the valve body here is very similar to the one on the popular Aisin TF61SN.
The relatively large number of problems with Aisin products is easily explained. Firstly, the electronics settings greatly overload the gas turbine engine blocking and place a high load on the mechanics of the box, and a very high operating temperature due to the use of a “fashionable” European solution - a heat exchanger on the body of the automatic transmission itself.
And if nothing can be done about the first problem, except drive calmly, then the second can and should be fought. Changing the oil more often so that the heat exchanger does not become “overgrown” with dirt is a simple method, but not very effective in this situation. It is much better to install an external radiator with a filter through the adapter plate. Even a small standard radiator from a Land Cruiser of old years seriously extends the life of the box.
Well, for those who like to press the gas to the floor and are willing to spend a little money for this, there is an even better solution. For example, install an automatic transmission A760E/A761H, designed to transmit torque up to 420 Nm, which is much more than the 300 Nm of the 960th automatic transmission. Also, the 760 is less prone to overheating and failure, but in other respects it is structurally close, even down to the identical valve body design and almost identical body.
In principle, the A761H was installed on the IS XE2 as standard, but with 3.5 engines. Alas, it practically never occurs with 2.5 engines. But on Lexus LC, LS, GX and LX this box is easy to find, and a contract unit costs from 20 to 40 thousand rubles. You can install an even stronger and cheaper 760E by replacing the electrical wiring connector, but this is not a very expensive task and can be done by a skilled electrician. Better yet, complete a set of works, install a selector from 960, and replace 4 large linear solenoids in the valve body.
If the A960E breaks down, replacing it with a 760/761 is the best solution. You just need to remember that replacing it with a 760 with a simple replacement of the “chip” will most likely lead to a noticeable shock when shifting with good traction from second to third gear. Which is not particularly comfortable and slightly affects the service life of the automatic transmission itself. An external radiator is highly recommended for this automatic transmission; by default, it has such a heat exchanger, simply because of the design features, the temperature of the fluid in it is slightly lower.
And for those who want to drive and “swap” a 3.5 engine, installing an A760E with an external radiator and filter is a must: the 960 simply won’t withstand the increased load.
The few diesel drivers have no complaints about the manual gearbox. After 350+ thousand mileage, a rebuild is usually required with the replacement of synchronizer rings and, perhaps, that’s all.
Motors
The engines of the second-generation Lexus IS are entirely six-cylinder, except for the diesel inline fours and eights under the hood of the sports modification. True, there are almost no legendary JZs here, these are . Count on the stock 4GR-FSE on the IS 250, 3GR-FE on the American IS 300 and 2GR-FSE on the IS 350. Under the hood of the IS-F is a V8 2UR-GSE, but no such cars have been seen in Russia.
The GR series of engines is well known to our compatriots, because the very popular Camry with 3.5 has a 2GR-FE engine and has proven itself well. FSE versions are distinguished by direct injection, which means they have more expensive and capricious fuel equipment and.
In general, the motors are quite reliable, the life of the piston group under normal conditions is more than 350 thousand kilometers, the life of the timing chain is about 200-250 thousand, the design of the attachments is successful, but there are still problems. The most unpleasant thing that can happen to it is a breakdown of the external VVTi oil supply pipe. The composite design, which was used until 2008, sometimes depressurizes, and the engine remains without oil for several minutes. Under load it is . It is highly recommended that the tube be inspected and replaced with part number 15772-31030, all metal.
Pictured: Lexus IS (XE20) "2008–10 The lifespan of the pump is simply ridiculous; already at mileages of up to 50 thousand, it is worth checking it carefully, and it is better to change it at approximately the same interval. Replace only with a new and high-quality one and check it at every maintenance.
Phase shifter coupling
price for original
7,620 rubles
One of the minor annoyances is that VVTi clutches knock, and the noise is often confused with the noise of worn chains. The problem appears at low mileage, does not cause any special problems, you can drive like this, but it is expensive to treat, by replacing the couplings themselves. The replacement price is about 40-47 thousand rubles, but they will last for 50-60 thousand kilometers, so usually the clutches on cars knock, and no one repairs them.
Another possible problem is mainly associated with 4GR-FSE/2GR-FSE engines with longitudinal installation, and it is simply called “PPS”. This is not what you thought, but a “fifth cylinder problem,” but it reflects the essence of the problem quite accurately. In a longitudinally mounted configuration, the fifth cylinder suffers due to EGR operation, insufficient cooling, catalyst shedding and intake leaks. True, it suffers less from the intake on the IS than on the GS, but in general the fifth cylinder in these engines is always the first to suffer. The result is ring sticking, early wear of the piston and cylinder bore. When purchasing, you should check the compression in the fifth cylinder (it’s better to do an endoscopy), and during operation, or put a filter on it.
In the photo: Lexus IS "2010–13 For engines with conventional injection, the problem exists, but it is less pronounced, since their EGR is less active. And of course, at the first sign of catalyst shedding, it needs to be changed, or removed. Otherwise, expect damage to the cylinder-piston group from ceramic dust.
Every 40-50 thousand mileage, it is recommended to clean the intake valves to remove deposits, otherwise power will be greatly reduced. This procedure is not necessary on engines with conventional injection, for example those with 2GR-FE or 3GR-FE, but on regular IS 250 with 4GR-FSE it is highly recommended, otherwise you can catch a piece of coke under the valve or even scratch the cylinder bore .
In the photo: Under the hood of Lexus IS 250 "2008–10 In addition to the problems of the motors themselves, you should definitely check the condition of the radiators. The relatively weak design of the main radiator often serves as a catalyst for problems with the engine and automatic transmission. Watch carefully for leaks, and it is better to replace the radiator with a good non-original one, for example Behr, and not a Japanese one. Fan failures are also not uncommon on IS; monitoring is highly recommended at every maintenance and on the eve of the summer season.
What's the result?
In general, the expectations of buyers of the small Lexus are being fulfilled. The car is comfortable, handles well and is noticeably more reliable than its European competitors. But we must take into account that it is often serviced very sparingly, and the car will have to be checked carefully, and the price is noticeably higher than that of Europeans, and sometimes it is not at all clear why.
Pictured: Lexus IS 250C "2010–14 Be sure to check the compression in the engine and the fifth cylinder. It is better to evaluate the cleanliness of the oil in the automatic transmission. Overall, the car is probably worth the overpayment they want for it. Especially if these are versions of IS 300/IS350 with conventional injection.
The second generation Lexus IS is the very case when the soul asks for drive, and I want to tease the owners of BMW 3 and Mercedes C-Class a little. Yes, yes, I know that premium can only be German. But all three successful components of the European premium, such as comfort, appearance and handling, are in the Lexus IS blood. And if you don’t believe me, then just drop your show-offs and... go to a car dealership for new Nissans.
Of course, there are no completely perfect cars, at least not with mileage. In a global sense, IS has two problems. The first is the high price even for pre-rest examples. The cost of a well-preserved ten-year-old (!) car can reach 700-750 thousand rubles. The second is the virtual absence of “real” cars on the market, and this despite the fact that they have super-unpretentious engines (2.5, rare 3.5 and a very exotic 5.0) and a gearbox with a service life of up to 300 thousand. With decent, With serviced options, the owners themselves are in no hurry to say goodbye, and if they put them up for sale, they don’t wait long for a buyer, even at a high price.
Pictured: Lexus IS (XE20) "2005–13 By the way, about interesting moments when searching. Not for the sake of intimidation, but as a warning, I’ll say that it’s almost impossible to find this car in its original paint. This is caused either by the rather reckless nature of the “lawsuit” and the stereotyped ardor of the typical “Japanese” driver, who is not averse to once again drowning “slippers on the floor”, or simply by the age of the car, and well... “slippers on the floor”.
Another interesting thing is the availability of copies with an American past for sale. It’s quite easy to recognize them - by the maximum configuration with a sunroof and a monitor. If you consider this purchase option, be prepared for the fact that the mileage on the imported cars is mercilessly increased, and it is impossible to find out the real one. Lexus suffers from a problem common to all Toyotas - mileage is recorded only in one block, and if it is adjusted, then for sure. And don’t forget that the mileage on the odometer is shown in miles, which many sellers conveniently keep silent about.
The Lexus IS sedan, which began production in Japan at the end of 1998, became the brand's new “junior” model, designed for those for whom large Lexuses were too expensive. The rear-wheel drive car was a copy of the model for the Japanese domestic market, presented a little earlier than the AI-S. A little later, the SportCross station wagon and all-wheel drive version appeared in the lineup.
The car was equipped with in-line six-cylinder engines. The base Lexus IS 200 was equipped with a two-liter engine (153 hp), and the IS 300 version was equipped with a three-liter engine with 217 hp. Gearboxes - manual or automatic.
In total, until 2005, 176 thousand cars were sold.
2nd generation (XE20), 2005–2013
The second generation of the model debuted in 2005, this time only with a sedan body. The car no longer had a “double” under the Toyota brand, since Lexuses began to be sold on the Japanese market.
In-line six-cylinder engines were replaced by V-shaped ones, with direct injection, with a volume of 2.5 and 3.5 liters (205 and 306 hp, respectively). For European buyers, they offered the Lexus IS 220d sedan with a 2.2-liter turbodiesel engine producing 170 horsepower, and in some Asian markets the Lexus IS 300 was sold, equipped with a three-liter “six” developing 230 horsepower. With. Transmissions are six-speed, manual or automatic.
In 2007, the “charged” Lexus IS F was introduced, under the hood of which was a V8 5.0 engine (417 hp) paired with an eight-speed automatic transmission. In 2008, a coupe-convertible version appeared, and in 2010, an all-wheel drive version of the IS 350 sedan appeared.
Production of these cars ended in 2013; a total of 565 thousand cars were produced.
3rd generation, 2013
The third generation of the Lexus IS sedan has been produced in Japan since 2013; the model was restyled in 2016.
Initially, the car was offered on the Russian market in two versions: the Lexus IS 250 with a V6 2.5 engine (208 hp) and a six-speed automatic transmission, as well as the Lexus IS 300h with a hybrid power plant with a total power of 223 hp. s., consisting of a 2.5 four-cylinder engine and an electromechanical variator.
In 2015, the Lexus IS 200t debuted, equipped with a two-liter turbo engine (245 hp) and an eight-speed automatic transmission, and the previous options disappeared from sale. In 2016, the model left the Russian market. Prices for the car started at 2,886,000 rubles. In Russia, only rear-wheel drive versions of the sedan were sold, but in some markets the car also has options with all-wheel drive.
In 2016, the sedan returned to Russia, already in a restyled form. The car was offered in a single IS 300 version: with a two-liter gasoline turbo engine producing 245 hp. s., eight-speed automatic transmission and rear-wheel drive. Prices for the sedan started at 2,609,000 rubles. Demand for N was very low, and in 2019 Lexus IS left our market again.
Lexus is one of the youngest brands in the automotive market. It all started when Mr. Eiji Toyoda, the head of Toyota, realized in 1983 that mass-produced cars were not enough for a good portfolio, something more prestigious was needed. Then he gathered a circle of specialists who worked for several years on a new project called F1, which later resulted in the luxury sedan LS 400.
This is exactly how Lexus was born, and the LS from the very beginning became the flagship premium brand of the Japanese concern. The luxury sedan had to challenge German competitors and managed to please US customers.
Already in the early 90s, it became quite obvious that LS alone could not conquer all the peaks, much less displace the Germans. Therefore, a little later the ES appeared, which was nothing more than a more advanced form of the Toyota Camry in the SC coupe body. Over time, the range was replenished with GS - a potential rival to the BMW 5, Audi A6 and Mercedes C-class.
After the appearance of the LX SUVs in the mid-90s, Lexus took on the more “popular” segment. The result of this work was the market debut of the IS model, which arrived in showrooms in 1998.
The first generation IS was produced between 1998 and 2005 and was a variation of the Toyota Altezza. The first IS 200 cars were equipped with an inline 6-cylinder 2-liter engine. It was paired with a 6-speed manual or 4-speed automatic.
In 2001, a more powerful version of the IS 300 was introduced with an in-line 3-liter 6-cylinder engine and a 5-speed automatic transmission. In the summer of the same year, restyling was carried out. In 2003, another modernization of the car took place, and a station wagon with the designation SportCross appeared.
Characteristics
The car looks attractive even today. The front part turned out to be “dynamic” thanks to expressive headlights. The picture from behind is even more interesting. This model featured the first use of rear lights with clear glass. Later, this solution became widely used in the world of tuning.
The inside is no less interesting. True, there is not too much space in the cabin, but thanks to the wide range of seat adjustments, finding a comfortable driving position is not difficult. On the second row the situation is a little worse. The disadvantages of the model include the trunk. Its volume is only 400 liters, and part of the usable space is eaten up by the hinges of the lid.
In addition to the sedan body, the list of offers also included a SportCross station wagon. Here the trunk has become even smaller - 365 liters, but the car will appeal to those who highly value originality and individuality. However, such specimens are very rare.
The instrument cluster also attracts attention, the indicators of which resemble a luxury wristwatch, the readability of which does not pose any problems. The interior is made of decent quality materials, and the level of equipment is quite rich. Climate control, leather, power and heated seats, a CD changer and even satellite navigation with voice control are often found on used examples. On the other hand, climate control does not have a display and can only be single-zone. There is no on-board computer here either.
Engines
Under the hood of the model you can find one of two in-line 6-cylinder petrol units. The IS200 was equipped with a 2-liter 1G-FE engine with a VVT-i variable valve timing system producing 155 hp. and a torque of 195 Nm. In conjunction with a manual transmission, the engine allowed it to accelerate to 100 km/h in 9.5 seconds and reach a top speed of 215 km/h. In the version with a mechanical compressor, power increased to 186 hp and maximum torque to 225 Nm.
The more powerful inline 6-cylinder 3-liter 2JZ-GE engine of the IS300 modification had an output of 214 hp. and maximum torque 288 Nm. The sprint to 100 km/h took just over 8 seconds, and the top speed increased to 230 km/h. Unfortunately, higher power and dynamics affected fuel consumption. If the IS200 requires about 9-10 l/100 km, then the IS300 requires approximately 13-15 l/100 km.
A 2-liter engine sometimes makes you worry about the health of the oil pump and requires regular checking of its condition. The pump often leaks. The defect leads to a drop in oil pressure in the system, premature wear of the moving parts of the engine, or even jamming.
Power loss and engine stalling may occur due to failure of the VVT-i solenoid valve or ignition coils.
Both engines have a timing belt drive, which should be changed every 60-90 thousand km. Mechanics advise using only original components. When replacing, you should install a new water pump (lifespan up to 120,000 km), as well as new camshaft and crankshaft seals.
The valve clearances of both units are adjusted mechanically (there are no hydraulic compensators). It is recommended to check and adjust every 150,000 km.
Transmission
The IS 200 came standard with a 6-speed manual transmission. It features clear and precise shifts. As an alternative, a 4-speed automatic A45DE/Aisin AW 03-70 was available. Technically, this is a fairly simple device without the ability to manually select gears.
The IS 300 was equipped exclusively with a 5-speed automatic transmission with manual switching - A650E / Aisin AW 35-50LS. Manual gear selection is implemented using buttons on the steering wheel, but first the selector must be moved to the appropriate position. In mode D, the box does not respond to buttons.
Lexus automatics are considered strong and durable, but require regular maintenance. With high mileage, the band brake wears out, and sometimes the torque converter fails. It is recommended to update the oil in the box every 40-50 thousand km.
In aggressively used vehicles, the manual transmission clutch lasts about 120-140 thousand km, and the service life of the rear differential is significantly reduced.
Chassis
Thanks to rear-wheel drive, a weight of just over 1300 kg, tight suspension and precise steering, the car behaves really well on the road. The version with a 3-liter engine and a Torsen-type self-locking differential (optional) is even more stable. The IS is a worthy competitor to the BMW 3, Audi A4 and Mercedes C-Class.
The suspension is technically more complex than BMW 3 with modified MacPherson struts. But you shouldn’t be afraid that the final bill for chassis repairs will be higher than the residual value of the entire car. The most expensive item in chassis repair is replacing the triangle-shaped upper arm on the rear axle (from 7,000 rubles).
In the front, the steering tips, bushings and stabilizer struts wear out the fastest (after 40-60 thousand km). A little later, the silent block of the front lower control arm comes off. The rest of the chassis components easily last up to 150,000 km.
Typical problems and malfunctions
Lexus is a reliable car that is not a frequent visitor to services. However, a decent age makes you pay attention to corrosion. It can be found on the sills in front of the rear wheels. For some, the corrosion is so severe that it is possible to pierce the threshold from below with a screwdriver. The reason is the accumulation of dirt. To keep the body intact, you should remove the plastic covers from time to time and clean the affected areas.
In addition, the front edge of the hood is subject to corrosion. This is not as serious as rust in front of the wheel arches in the engine bay. Here two sheets of metal are connected, and corrosion sometimes flourishes inside.
Lexus IS owners also complain about malfunctions of the CD changer, which refuses to accept discs. In this case, change the sensor responsible for this operation. Unfortunately, the problem soon returns.
In addition, some examples have minor electrical faults, such as seat adjustment buttons or power windows that do not work. And due to melting of the cartridge, sometimes difficulties arise with replacing bulbs in fog lights.
Conclusion
The Lexus IS series is a very successful car that is quite beautiful and well built. If gas station prices don’t scare you, then it’s better to look for the 3-liter version. In this case, you will have to consider options from the USA, but among them there are many examples with a dark and not always serene past.
