Try as we might, most of us don't have the coinage to purchase a $56,000 IS F. But that hasn't stopped Lexus from making our dreams come true. Taking note from the aftermarket tuning scene, Lexus birthed a line of F-Sport products designed to improve power, handling and braking, as well as aesthetics accessories to sharpen up its entry-level sedan. The masterminds behind F-Sport crafted each component with performance in mind; stringent testing of each product on and off the track guarantees their consumers are getting the best bang for their buck. The F-Sport accessory line, specifically geared for the performance-minded customer to fit the IS 250, IS 250 AWD and IS 350 sedans, was developed by Lexus USA and engineered by Toyota Racing Development (TRD) to allow the owner to personalize their car's performance to best match their needs and budget.Marketed as an affordable, tuner-friendly sedan, the Lexus IS 250 has mass appeal to a maturing audience that's looking to graduate from their Civics and Integras into a more luxurious ride. Yet, many of today's youth are weary of purchasing a Lexus, due to its fade-prone brakes, lethargic handling and lack of power. Fortunately, Lexus F-Sport accessories address those shortcomings. And you'll be glad to know that-unlike many aftermarket parts that will void your warranty faster than you can say "Lexus"-F-Sport accessories are fully warranted for 12 months when installed by an authorized Lexus dealer, or for the balance of the new car warranty, whichever is greater.
Putting Lexus and their F-Sport products to the test, we arranged to compare a stock IS 250 with one outfitted with the entire F-Sport package (our March '09 Power Pages test subject) both on streets and through the local canyons, with former Sport Compact Car editor Andy Hope behind the wheel. According to Lexus track data, a fully equipped F-Sport IS 250 ran an average of three seconds faster per lap at Willow Springs' Streets of Willow circuit than a stock version (79.08 seconds for the stock IS 250, versus 76.15 seconds for the F-Sport-equipped machine)-impressive numbers for a car that still retains its factory warranty and the ability to turn heads while cruising the streets. Would ours fare as well? Beginning with a trip to Lexus/TRD headquarters in Torrance, CA, for the authorized install, we would soon find out.
 In collaboration with Bilstein,...  In collaboration with Bilstein, F-Sport developed a mono-tube shock through rigorous testing on the circuit to offer an increase in vehicle stability through the turns without sacrificing ride quality. |  The IS 250 is lowered on F-Sport...  The IS 250 is lowered on F-Sport springs by one inch at all four corners to improve the vehicle's center of gravity, while the increased spring rates deliver added control through the turns. |  The IS 250 is lowered on F-Sport...  The IS 250 is lowered on F-Sport springs by one inch at all four corners to improve the vehicle's center of gravity, while the increased spring rates deliver added control through the turns. |
Driving Impressions
When you're accustomed to riding in a lowered car with a modified exhaust, driving a stock Lexus just feels unnatural. Don't get me wrong-the stock IS250 that we borrowed for this comparison was a really nice car. It was smooth and quiet. It had leather seats, A/C, a quality sound system, and every other imaginable amenity, yet I felt uncomfortable behind the wheel. It was as if I'd borrowed my mom's car and I'd be banned from burrito night at the Hope's house if I scratched it.
Despite my attempts to drive with caution, as soon as I merged onto the freeway, I drove straight up someone's ass in the fast lane. The rings around the speedometer switched from orange to red as the needle swept passed 80 mph. I could have sworn we were only doing 50. The silence of the cabin had thrown my sense of speed all out of whack, and it didn't get any better once we got to the canyons. The uphill sections were fun; the tires would let out a hearty squeal before sliding too much. However, coming down the mountain was sketchy. Trail-braking in the corners would initiate a lot of brake dive and body roll. It was hard to feel when the back end was going to break loose, and I didn't care to find out what it would be like when it did. In stock form, I'd recommend leaving the traction control on and turning to the center console for entertainment.
The F-Sport components really wake up the car. One blip of the throttle and I felt right at home. With the windows down, the growl of the high-compression V-6 was fantastic. There was no more need for a tach; she lets you know when it's time to shift. The increased traction from the larger and stickier tires was also welcome. But it was the suspension that I liked best. The stiffer springs, dampers, and sway bars not only helped keep the tires planted, but also increased feedback through the steering wheel, seat, and even the brake pedal. While going uphill, the oversized rear tires would only step out when provoked by violent footwork. And when coming down, the resistance in the steering kept me apprised of available traction, making it easy to balance cornering and braking forces.
 F-Sport offers a big brake...  F-Sport offers a big brake upgrade featuring six-piston fixed calipers and 355mm, two-piece, drilled cast-iron rotors with aluminum center hats. Braided stainless-steel brake lines and performance brake pads are also included, and the upgrade can be used with stock or F-Sport rear brakes. |  The rear brake upgrade requires...  The rear brake upgrade requires trimming of the factory dust shield to clear the four-piston calipers and 345mm, two-piece, drilled cast-iron rotors. |  Chassis rigidity is improved...  Chassis rigidity is improved using an F-Sport rear chassis member brace. The X-framed brace is engineered with reinforcement gussets to helps stabilize the rear chassis and suspension mounting points to minimize flex during hard driving. |