2014 Lexus IS

2014 Lexus IS

Episode 3235 , Episode 3249
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In the world of sport sedans, the Lexus IS tends to get overlooked. It’s not like it hasn’t tried with the top IS-F model getting near universal praise. It seems to be more a brand thing; upscale buyers see Lexus as far more for comfort than cornering. But, with dynamic new entries like the Cadillac ATS getting good notices, Lexus had to do something. So the 3rd generation IS had better be something special.

The 2014 Lexus IS is easily recognized as a new-gen Lexus, fully taking on the big mouth, wide stance, and dynamic high-shouldered look of its larger GS and LS kin. The new IS comes in both 250 and 350 models, with both all-wheel-drive and F-Sport versions of both obtainable. We spent most of our test time in a 250 AWD. 

The 250 nomenclature is indicative of the 2.5-liter engine under the hood, which is the smaller of the 2 V6’s available. It carries over unchanged from last year outputting the same 204-horsepower and 185 lb-ft. of torque and sending power through a 6-speed automatic transmission with manual shifting and a rev-matching Sport mode. 

The 350’s 3.5-liter V6 is also carryover, delivering 306-horsepower and 277 lb-ft. of torque; only now it attaches to a new 8-speed automatic. 

So what else is new? Well, the IS has clearly gotten bigger. Wheelbase is up almost 3-inches, while overall length grows more than 3. It’s also wider, a bit taller, and it’s wrapped in some great looking new sheet metal. Shock-and-Awe seems the theme, as the new IS takes an even more aggressive turn, sporting its own unique take on the now familiar Lexus spindle grille.

Fog lights are standard on all but F-sport models which drop them in favor of air intakes for brake cooling ducts. From there, sharp body lines highlight the wheel arches and rise to reaffirm the rear-wheel-drive proportions. There are plenty of aero treatments throughout, helping the IS cut through the air better than Lexus’ LFA supercar. The cabin is set back, further accentuating the long hood. 17-inch wheels are standard, with three takes on 18’s available. 

F-sport models don an even more hostile makeover with an extra aggressive chain-mail grille insert, and of course badging to set them apart. There’s a stiffer structure lying underneath all IS’s, with additional bracing and revised platforms for mounting the all independent front and rear suspensions. The rear got extra attention with a new multi-link design that both improves packaging for more trunk space and increases cornering grip. Which should translate into a more rewarding experience where it matters most, on the track.

We got a chance to sample the full line-up of IS’s at Driveway Austin in Texas. Weight is still up there, around 3,700 pounds depending on model, and a good portion of that still seems to rest over the front wheels, but overall, dynamics have greatly improved. 

BEN DAVIS: All the work they’ve done to add rigidity to the body really pays off on the track. Turn-ins are lightning crisp, excellent feel through the wheel, just the right amount of flex, back-end follows through beautifully. This car is such a blast to drive on the track; and the faster you go, the better it gets.

JOHN DAVIS: And of course interiors don’t get much better than Lexus either, though the IS brings a more cockpit approach to the line-up with the center console rising high to meet the very horizontal dash. Materials are all first-rate of course; there are selectable driving modes, lane departure warnings, and traffic and weather information that are subscription free. Lexus’s Remote touch controller is available for managing the standard dash-top 7-inch display, and there’s also a 4.2-inch TFT screen in the I.P. for additional information. 

F-sport models add their own unique gauge package inspired by the LFA. 

Front seats feature perforated leather and good support, while rear seat passenger’s benefit most from the additional wheelbase as leg room is up by over an inch-and-a-half. Trunk space is up as well, with room for 13.8 cubic-ft of cargo. Government Fuel Economy Ratings haven’t been finalized, but expect them to range from 21-City, 30-Highway, and 24-Combined for the 250; 19-City, 28-Highway, and 22-Comined for the 350. 

Pricing for the new IS has been set, and there isn’t much of an increase over the current models. The 2014 Lexus IS 250 starts at $36,845 and the IS 350 at $40,360, both including delivery charge.

The battle in the compact sport sedan arena has heated up recently, as new entries are really taking aim at traditional class standouts like the BMW 3-series. So, how does the 2014 Lexus IS fit in and is it indeed special? Well if you’re looking for the ultimate track-weapon, quiet simply the IS falls short; though it has been greatly improved in this area. If, on the other hand, you’re looking for a highly capable hauler that will also coddle you in Lexus luxury and technology, then you’ll find the new IS to be very special indeed.

Specifications

  • Engine: 2.5-liter
  • Horsepower: 204
  • Torque: 185 lb-ft.
  • EPA: 21 mpg city/ 30 mpg highway
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW