From the October 2000 issue of Car and Driver.

Never bring a blade to a gunfight. That line from the film The Untouchables makes one wonder whether the Lexus team overlooked it. Their new IS300 could have entered the ring against the BMW 328i armed with a manual gearbox.

Instead the IS300 arrives carrying only a five-speed automatic. The reason lies in the American market preference for power: this version uses the 3.0-liter inline-six from the GS300. That engine produces too much torque for the six-speed manual fitted to the smaller 2.0-liter IS200 sold elsewhere, so the stick shift is unavailable here.

Buyers therefore receive the GS300 five-speed automatic and its steering-wheel button override. Lexus promises a manual later, yet the absence may not hurt sales among drivers who want a 3-series-sized sedan with an automatic and the expected Lexus traits of build quality, longevity, and reasonable running costs.

Although similar in size and purpose to the German rival, the IS300 shows its own styling and character. The cabin receives a fresh treatment that avoids typical sport-sedan clichés.

Lexus chose a distinctive dashboard layout inspired by a modern wristwatch dial. Where a leather shift knob might be expected, a chrome sphere appears instead. Titanium accents frame the gauges, wrap the console, and cover the audio unit.

Repeated design elements include ribbed recesses above the dash that reappear on the doors and shifter surround, plus oval shapes on the gear selector and vents. Our test car featured optional perforated leather and suede trim on the seats and door panels, a worthwhile choice.

Opinions on the interior will vary, yet it clearly departs from the usual German austerity. The quirky details remain balanced enough that the cabin never feels like a period exhibit.

Under the hood sits a refined twin-cam inline-six. Its strength is abundant torque delivered smoothly and almost deceptively. Traffic gaps close quicker than anticipated.

A firm throttle press from a standstill reveals both the torque reserve and the tight torque-converter mapping. It is easy to jerk the car forward, so gentle throttle inputs become the norm for smooth departures.

For acceleration tests the traction control can be disabled and the power mode engaged. With the car held on the brake at full throttle our example reached 60 mph in 7.6 seconds, half a second behind the factory claim. The quarter-mile took 15.9 seconds, again slower than expected, yet top speed matched the advertised 144 mph.

These figures did not change the overall driving impression. The car felt strong enough to tackle mountain roads and maintain high speeds without strain.

Although the redline sits at 6250 rpm, the close-ratio automatic keeps the engine near that mark during hard runs, and the powerplant seems content to stay there. A car with more miles might deliver the expected acceleration numbers.

Steering proved sharp and free of wander right up to the limit where the front end begins to push wide. In everyday use the car tracks straight without constant correction.

Despite light effort from generous power assist, the accurate steering and quick transmission response give the car agile manners in traffic.

The suspension displays a split personality. On smooth pavement the ride is quiet with subdued wind and engine noise. Rough surfaces transmit noise and impact harshly into the cabin. At higher speeds in crosswinds the door seals can be heard.

Handling follows the same pattern. The car turns sharply until pushed harder, then understeer appears and requires backing off. Body motions stay controlled most of the time, yet a noticeable rear-end wallow can develop when grip limits and roll stiffness interact.

The manumatic function behaves similarly. It holds gears when the throttle stays down but may downshift automatically if speed drops and the pedal is pressed again. Unrequested upshifts occur at part throttle, yet the behavior is often helpful.

Braking performance remains consistently strong. Large ventilated front discs and solid rear rotors provide reassuring stopping power. The 70-to-0-mph distance of 171 feet is respectable for a 3380-pound sedan on 215-section tires.

Overall the IS300 is an appealing package. Pricing starts at $30,995 and tops out just over $35,000 when loaded. While comparisons with the BMW 3-series are inevitable, the differences may prove more attractive to buyers than the similarities.

Vive la difference, as they say.

Counterpoints

I often remark that if forced to leave this magazine I would buy a BMW 3-series. It strikes the ideal balance of refinement, poise, and spirit. After Lexus impressed with the GS400 I was eager to try the IS300. It felt strong and enjoyable when driven hard, and the styling stands out. Yet the ride seemed less supple than the 3-series, and crossing a railroad track at moderate speed produced a harsh suspension thump. It comes close, but the 3-series still wins for me. -Brad Nevin

With the house finally empty my mother is looking for a new car, something in the 3-series size range that is fun yet automatic. The IS300 and its attractive price caught her eye. I would still steer her toward a BMW 323i or Audi A4. Those cars ride more smoothly, handle with greater finesse, offer plusher and roomier cabins, and provide fold-down rear seats for extra utility. The IS interior, while stylish, feels somewhat basic by comparison. Lexus is still learning the sport-compact formula, and this first effort needs refinement. -Frank Markus

The IS300 drew plenty of attention with its distinctive taillights, polished exhaust tip, and low-profile 17-inch tires. It also delivers athletic responses through sharp steering, a firm ride, strong grip, and paddle-style shift buttons. Against the benchmark BMW 328 the Lexus rides less smoothly and its cabin is less luxurious. Even so, the lower price combined with Lexus reputation for quality makes it a credible contender in the segment. -Csaba Csere