2014 Lexus IS
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
2024 GMC Hummer EV SUV
It May Not Make A Whole Lot Of Sense, But It’s Still An Awesome Vehicle
The reborn GMC Hummer all-electric pickup delivered all the off-road chops we expect from a Hummer, plus the supercar-like acceleration of a high-performance EV that we didn’t expect. Well, now things have come full circle, as the Hummer is once again an SUV. So, let’s burn up some rubber, and some electrons, and learn what’s next for Hummer.
What a roller coaster the Hummer has been on. In seemingly no time at all it went from aspirational military-inspired ruggedness, to the poster boy for excess and environmental irresponsibility; and then just as quickly, it disappeared altogether as a casualty of GM’s 2009 bankruptcy.
Well, then under the GMC banner, the 2022 Hummer EV Pickup flipped the script by becoming the ultimate pollution-free EV at a time when EVs were just becoming mainstream. Since this 2024 GMC Hummer EV SUV more closely resembles the original, it looks like we’ve come full circle.
Most of the same stuff that made the pickup version so unique and so awesome are here: interactive LED lighting, Crab Walk, Super Cruise, Extract Mode, Watts to Freedom… just slightly less of it as the SUV version has four fewer modules in its double-stacked battery assemblies that make up this Ultium platform.
This 3X uses the same three-motor arrangement as the pickup, one up front and two in the rear, but “only” 830 horsepower here, due to the smaller battery; though 11,500 lbs. of torque is plenty enough for any land-based automotive task we can imagine. As to range, if you opt for the Extreme Off-Road package, which comes with mud-terrain tires, you’ll be limited to just 298 miles; but the standard setup here is rated for 314.
We saw as much as 305 available in the gauge display, so we planned a 302-mile road trip and still had an indicated 46 miles remaining at the end of it, putting us on pace for a range of 348 miles.
It can be a handful when you give it a foot-full, as Watts to Freedom launches are no joke.
With a 9-inch-shorter wheelbase, the SUV’s tidier package makes for better off-roading agility; that is, if you’re comfortable hammering through trails in your six-figure EV showpiece. And the SUV has also brought a few new things to the Hummer portfolio such as satellite-based trail mapping as part of the myGMC app and a Power Station onboard generator that gives you 19.2-kW of power for charging things out on the trail, including other EVs.
Much like the Hummer EV Pickup, it can be a handful when you give it a foot-full, as Watts to Freedom launches are no joke. Then only 3.6 seconds to 60 for a borderline cinematic experience with unique displays and sounds along for the ride.
Nothing is held back here. Full power is unleashed whether there’s enough grip for it or not, so you tend to get pulled in different directions as you take off and, for the most part, the whole way down the track. We cleared the quarter in 12.3 seconds at 112 mph as power never really lets up.
It’s easy to say that an 8,500-lbs. vehicle probably shouldn’t be moving that fast, but a few trips through our handling course reveals it has more than enough stuff to handle that weight. If you’re not afraid of some body roll, you can push it quite hard, and it will turn in without issues; the four-wheel steering clearly helps. And it dealt with that weight just fine in panic braking runs too, stopping us from 60 in a respectable 130 feet with no drama.
With everything forward of the rear seats the same as the Hummer Pickup, the interior is very familiar. There’s plenty of comfort and space for three in the rear seats, plus lots of flexibility. Cargo area is accessed through a side-opening, power-operated door that reveals 35.9 cubic-feet of space, which expands to 81.8 cubic-feet with the seatbacks folded; and of course, there’s also 11.3 cubic-feet in the front under hood cargo area.
But even with the shift to battery power, this Hummer remains very thirsty, using 63 kWh of energy per 100 miles. Pricing for this 3X starts at $106,945, the two-motor 2X at $98,845. Both the same as the Pickup.
While it can seem more ridiculous than practical, it’s hard not to love the reborn Hummer. Not only is it a purely unique automotive experience, but it’s a rolling example of what’s possible with battery power, while at the same time being incredibly fun and surprisingly easy to drive. The 2024 GMC Hummer EV SUV delivers much the same macho bravado of the original Hummer H1, but does it for a new era.
Specifications
As Tested
- Motor Setup: Tri Motor
- Battery Size: 212 kWh
- Horsepower: 830
- EPA Range: 298 miles
- 0-60 mph: 3.6 seconds
- 1/4 Mile: 12.3 seconds at 112 mph
- Braking, 60-0: 130 feet (avg)
- MW Test Loop: ~ 349 miles