Preview: 2021 Acura TLX

To say that I've been eagerly awaiting this car is a huge understatement. My current job has me working literally a block away form Honda's R&D facilities in Torrance, CA, so I occasionally catch glimpses of the camouflaged test mules roaming around my area. I once even tried to chase one down in the S2000 after work one day. My family has had two third generation TL Type-S (East Brother had a silver 6MT and I had a white 5AT) and it is still, to this day, one of my absolute favorite cars. When Acura finally announced the second generation TLX last week, complete with Type-S variant, I was ecstatic.

From the outside, the car looks fantastic. It takes a lot of its cues for the Type-S concept introduced last year, which is precisely what many people were hoping for. I think my favorite angle of this car is the rear three quarters. It looks like a grown up version of the current ILX, which isn't a bad thing. I like the current ILX A-Spec's look and think it's a a good look to build upon. With the Type-S quad exhaust, it just looks aggressive in the best way possible. The front of the car also looks great, with Acura designers doing a great job of integrating the new corporate front grille into the design of the car.

Now we get to the big one: power, handling, and content. This is where, for the last near decade, Acura has really done a disservice to the brand. In the early 2000s, around the time of the third generation TL, Acura was seen as an equal alternative to the likes of Lexus, and even in some cases, BMW, Mercedes and Audi. Despite being front wheel drive, the third generation TL performed as well and was as luxurious as its class rivals. The second generation RL, which was the first vehicle in its class to introduce torque vectoring all-wheel drive to the class, also blew its competition out of the water in its early years. But as the fourth generation TL was introduced and the second generation RL continued on largely unchanged, Acura began its long downhill slide. Its horsepower figures were no longer competitive, the luxury factor started to fall due to cost cutting, and the looks...oh lord the looks. Luckily, the MDX and RDX crossovers kept the brand alive, and Acura did see a brief resurgence with the introduction of the TLX and RLX. Unfortunately, the TLX was never considered a worth alternative to the 3-Series or C-Class due to its lack of power, and the RLX is effectively dead after this year (which will be discussed in a future article).

However, my biggest gripe with the Acura brand actually has to do with parent brand, Honda. Acura in the last few years has always been one step behind Honda's cars when it comes to new content. The reason why we ended up with at 2016 Honda Accord Touring instead of a 2016 Acura TLX was because the Accord had newer and better content than the TLX, not to mention nearly identical horsepower ratings and more room. Our last article before we bid goodbye to our 2014 Acura RLX highlighted the discrepancies between our Accord and the Acura flagship, showing that for over $25,000 less, you can get an Accord that out classes Acura's flagship in many respects. This is also the reason why I ended up with a 2020 Civic Si instead of a 2019 ILX A-Spec. Sure, the Civic may be missing a few luxury features, but it is in every other way, the superior car compared to the ILX.

With the introduction of the second generation TLX, this will hopefully change. Yes, the base vehicles will share some version of the 2.0 liter turbocharged four-cylinder Honda currently uses in the Accord (and RDX and Civic Type-R), but what I'm more interested in is the 3.0 liter turbocharged V6 in the Type-S. Finally, Acura will get an exclusive engine not previously designed for a Honda application. We don't know how much power it's going to make, but rumor has it that it should make 35% more power than the current 3.5 liter V6 in the TLX. That puts it in the 390 to 400 horsepower range, which will be fantastic. Double wishbone suspension (which is making a return), the latest version of SH-AWD, and an interior featuring the latest technology Honda has to offer, Acura is finally making a divide between itself and parent Honda's vehicles. As far as I can tell, the only piece of equipment that might be carried over from the Accord is the 10-speed transmission, but even that should be significantly different from the Accord's since it'll need to be able to handle far more horsepower and torque.

It's still going to be a while before the 2021 TLX hits the market, but all things are pointing in the right direction for this car. The automotive press is hailing the TLX as a return to its early 2000 sporty roots, and boy I sure hope they're right. Acura needs a new renaissance, and they need it quick. Sure, the NSX brought some attention back to the brand, but Acura needs something more available to the masses, and they needed it yesterday. Let's see how things go...
     

Long Term Wrap-up: 2016 Honda Accord Touring

With every new year, the saying is always "out with the old, in with the new." Since 2019 is only a few hours away, I figure, why not do just that? Towards the end of the year, East Brother and I made the decision to part ways with our 2016 Honda Accord Touring ahead of schedule. We bought the car for two main reasons, and over the course of nearly two and a half years, both of those reasons became moot with further developments within our personal lives.

Test Drive: 2017 Nissan Maxima SV

We arrived at Dulles early in the evening on a Friday. The Emerald Aisle selection was slim pickings, especially if we wanted a car with reasonable cargo space that was not a crossover of some kind. The thought occurred to me to ask for something particular, but I eventually settled on the one car in the line-up I had not driven yet, the loan Nissan Maxima. With its legacy of being the 4-door sports car (4DSC as the marketing mavens at Nissan called it back in the day), the current Maxima has an awful lot of history to live up to, especially considering that the last one I drove back in the early 2000s seriously failed to live up to expectations.

Test Drive: 2018 Audi S5 Sportback Prestige

I have a real soft spot for Audi's performance sedans, especially the, S4/RS4 and S7/RS7 so imagine my joy when I found out that Audi is bringing the A5 and S5 Sportback, essentially an 80% sized version of the S7, to the US market. Originally slated to be displayed at last year's LA Auto Show, I was disappointed when it was a no show, but as soon as they started to hit the dealer lots, I took the opportunity to go and check one out, especially as we are looking for a suitable 4-door, 5-seat replacement to our long-term Jaguar F-Type.

Long Term Test: 2016 Honda Accord Touring V6 post #2

It has been quite some time since we introduced our 2016 Honda Accord Touring. We have now had the car for about a year, and in that time have learned about some of the car's quirks. In terms of the way the car drives, there is not much to talk about. The car is still comfortable to drive, the V6 continues to accelerate and operate smoothly, and I still continue to get piss poor gas mileage thanks to my horrific daily commute. All of the quirks I have encountered over the year we have had this car have to do with the technology. As with pretty much anything, the more new technology you cram into a car, the more likely it is you are going to run into problems with it.

Long Term Test: 2014 Acura MDX Tech FWD Wrap-up

With our folks now retired, and their need for two vehicles at home completely unnecessary, it seemed prudent to part ways with our big, hulking Acura SUV. Even though it has treated us well for the last two and a half years, trading the MDX in sooner rather than returning it at the end of its lease seemed to make much more financial sense. Acura's MDX is a perennial favorite among middle-class buyers, providing a solid mix of luxury accouterments and daily driver practicality. These were largely the very reasons that the MDX was so popular with our family, this being the fifth that we have owned. During its time with us, the MDX served many purposes, having been a road trip car multiple times, including at least one trip where our pup came along for the ride, a work horse, and just a daily driven grocery-getter.

Long Term Test: 2016 Honda Accord Touring post# 1

For a while now, East Brother and I have been talking about getting a car that we could share. One that I could use as a daily driver to work, and that East Brother could use when he needed to go somewhere outside the range of his Focus Electric. Our original plan saw us aiming towards the end of the year to make the purchase, but ongoing back pain from driving my S2000 daily to my new place of employment in West LA pushed our schedule up by a few months.

We tossed plenty of ideas around, but our decision came down to two choices: the 2016 Honda Accord Touring, and the 2016 Volvo V60 T5 Platinum. Initially, we were pushing for the Volvo as we are both fans of wagons, but there wasn't a single dealer in the area that had the car equipped the way we wanted it. Realizing that it seemed a little pointless to keep pursuing the Volvo, we started shooting emails to our local Honda dealers to get quotes on the Accord. Within a few short days, we took home a Modern Steel Metallic Accord Touring.

Long Term Test: 2015 Jaguar F-Type V6 post #4

Update #4
Mileage: 9,863

I finally got a chance to spend some quality time with the Jag and good lord is it a magnificent grand tourer. A car that is this wide and with visibility this poor can be nerve-wracking to drive. Thankfully, given the amazing weather here in Southern California, I am able to drop the top and alleviate the visibility issue, but even that doesn't make the big Jag feel narrower. Driving along the wide freeways of the Los Angeles area, the F-Type still seems to fill the lane and I am always wary of the other drivers around me. While this car starts to shrink down when pushed hard, at cruising speeds, there is no denying that it is a big car.

Of course, that sense of heft helps to improve the overall ride and comfort. At just over 3,800 lbs, the F-Type convertible is a weighty car. That translates into a surprisingly smooth ride, despite the rather stiff suspension. Combine that with the super adjustable seats and excellent seating position to make for a car that I can easily spend all day in, cruising at highway speed. The precise steering is not so jittery that it contributes to driver fatigue and the wind management with the top open allows for relatively turbulence free cruising. Even after several hour plus stints behind the wheel, I felt refreshed and relaxed.

Most impressive of all is that, despite the performance potential, high curb weight, and aerodynamic disadvantage of being a convertible, the F-Type was returning a shockingly spot on 29 mpg on the highway. That is cruising at just a touch over the speed limit and included a number of hard acceleration runs to get up to speed. Despite all the disadvantages stacked against it, the car more than delivered on its fuel economy potential, meaning a full tank of gas could easily deliver more than 400 miles of freeway cruising when there is no traffic. I know fuel economy is not usually a big selling point for cars in this class, but it is not every day you can have 340-hp and 29 real world mpg in the same two-seat convertible.

Stunning looks, great performance, excellent comfort, great fuel economy, and the aural escapades of one of the best sounding exhaust systems on a stock vehicle. Who could possibly not like this car?

Long Term Test: 2014 Acura MDX FWD Tech post #5

Update #5
Current mileage: 15,564

The MDX has become the road trip car of choice. In 2014, it was used to take the whole family to the Monterey Peninsula where we enjoyed an extended Thanksgiving holiday. Last year, we used it to hit up San Diego with our bikes in tow, taking a break from our busy lives to enjoy a weekend biking around Coronado Island. This year, the MDX was called upon to serve as transportation for my wife and me along with our rescue pup on a weekend excursion to the avocado and wine growing town of Fallbrook, CA. I will cover the details of that trip in a separate post, but for this latest update on the MDX, I want to focus on two key aspects: puppy transport and ease of cleaning.

Short Term Test: 2016 Dodge Challenger SXT

I sometimes wonder if there is a target on the back of my car. In the almost six years I have owned my car, it has been rear ended a total of three times. At this rate, the insurance company might start thinking I am trying to scam them or something. The most recent accident happened while shuffling home during rush hour traffic on the southbound 405 freeway. Unfortunately, the damage was pretty bad, which meant that my car would be sitting in a body shop for a few days while I would be driving around in some sort of rental car. And so, after leaving my S2000 at the insurance approved body shop, I was shuttled off to the local Enterprise branch to find out what my $35 per day rental coverage would get me.

Long Term Test: 2015 Jaguar F-Type V6 Post #3

Update #3
Current mileage: 7,520

Our newly adopted little dog hanging out with the big Jag

Unfortunately, I have not been able to spend much time with the Jag these last few months, mostly the result of a very busy year, more time spent on two wheels, and a new addition to my family (see the photo). Still, despite the minimal time spent, there are a few noteworthy items about our experience with the Jag since our last update.

First, just the other night, I was adjusting the positioning of the Jag within its garage space, which is in the third bay of a three-car garage, meaning it has its own dedicated garage door. I must say, it is kind of insane just how wide the Jag feels from behind the wheel at parking lot speeds. Low speed maneuvers, especially in tight spaces, really highlight the terrible rear visibility when the top is up as well as how tall the front fenders feel from the driver's seat. Mix in the generally low seating position, inching the big Jag forward into its garage space from a rather steep driveway was a tad nerve wracking as I definitely did not want to accidentally bump anything. Jaguar really should consider, especially on the convertibles, including the back-up camera as standard equipment and possibly an option for dropping both driver and passenger side-view mirrors down (versus just the passenger side one) to allow for easier parking and protecting the flanks of such a pretty car.

During the last six months, the Jag has also gotten its first proper service visit, the result of a need to address a few niggling issues, including a door rattle that had been present since almost day one. Jaguar, as a luxury manufacturer, does a good job getting dealers to provide a level of service befitting its customers. A Jag loaner, an XF 2.0t was provided, and the slinky convertible was taken in and they made an effort to be as timely about it as they could. But in thinking about the luxury service experience, it is hard to overlook the fact that some new players, such as Hyundai, have flipped the whole market on its head by starting to offer white-glove level service to certain customers. That includes free pick-up of the customer's car, dropping off of a loaner, and essentially making the service experience much less painful. Given the price premium that Jag's command, I cannot help think how much more enjoyable the ownership experience would be if Jag upped its service game even more.

With warmer weather on the horizon, although a potentially seriously wet rainy season due to El Nino, we should have more fun experiences to share at our next update.

Editorial: Does Acura Need to Fix the 2016 NSX?

Image courtesy of Road & Track

When the Acura NSX made its debut back in 1990, people were skeptical that a manufacturer like Honda could build a super car. "What is a Japanese company that builds people movers for a living doing trying to building a mid-engined super car?" But rather than some tepid, boring, wannabe sports car, the NSX stunned the automotive world. This was a car that performed as well as, or some times better than, super cars from Europe. In fact, the NSX's performance was so stunning, that it actually made manufacturers like Ferrari and Lamborghini worry. "These guys from Japan built a car that rivals the performance of our cars, costs half the price, and starts every time!" If you own a modern European super car, you can thank Honda for the fact that your car will start most of the time.

Long Term Test: 2014 Acura MDX FWD Tech Post #4

Update #4
Current mileage: 12,857

Since our last update, I have not spent as much time with the MDX as some of our other long-term vehicles, but what time I have spent continues to be enjoyable. Despite my aversion for all things SUV, there is no arguing that the MDX is an incredibly capable and comfortable family hauler alternative with as much or as little seating or cargo space as one could possibly need. Of course, one of my favorite features of the MDX has nothing to do with comfort, but everything to do with style and safety.

Our 2014 MDX, along with all of Acura's current line-up, comes with the brilliantly implemented, if awkwardly named, JewelEye LED headlamps. The MDX's five-lamp arrangement is the more prevalent setup in the line-up as opposed to the ten-lamp arrangement that is unique to the RLX. On the MDX, the five individual LED elements are each wrapped in a separate housing with its own focusing lens that is then wrapped up within the larger headlight cluster. During the day, smaller upper elements light up all five elements and serve as a daytime running lamp (DRL). As the sun sets, the low-beams come on and light up the outer three lamp elements. The two inner lamp elements serve as the car's high beams.

Looking at the LEDs, you feel like they are quite small and must not be able to provide all that much light, which was a real concern for me when I first saw the MDX in photos. However, after using the LED headlamps in nighttime driving, I am fully convinced that LEDs are, without a doubt, the right way to go in the future. Similar to xenon high intensity discharge headlamps, LEDs provide a whiter, more natural light. What separates HIDs from LEDs, however, is how that light is dispersed. HIDs are limited by the shape of their reflectors, which is used to disperse the light from the HID bulb and must have a notched pattern cut-off at the top to prevent blinding oncoming traffic. With LEDs, because you have more control of the individual lighting elements, it is possible to tune and overlap the light output of each element to cast just the right amount of light to give you the best balance between distance and side coverage. On the MDX, I feel like the LEDs light up the sides of the road much better than the HIDs of previous generation models and all without sacrificing the visibility down the road. As an added bonus, the LEDs have a much subtler cut-off that feels more natural than the often harsh cut-off necessary with HIDs.

Needless to say, if I am cruising around in the dark of night, I feel like the LED headlamps on our long-term MDX or RLX are at the top of my list of options if given the choice. Plus, it does not hurt that they look pretty cool when they are all lit up.

Long Term Test: 2014 Acura RLX post# 4

Fourth update
Current Miles: 10,294

What is there to say about the Acura RLX? In the nearly two years we have had it, it has been reliable, comfortable, and an overall pleasure to drive. Sure, the RLX has had its share of problems, mostly involving recalls, but as with all new models in their first year, we anticipated these growing pains. The only complaint I have about the car is that it does not get utilized quite enough in our family. Two years, and we have only just broken the 10,000 mile mark. Considering the lease agreement attached to this car, Acura Financial clearly believes that we should be approaching the 20,000 mile mark within the next few months. Clearly, that is not going to happen. I would actually be quite surprised if we even reach 20,000 miles by the time we need to return the car next year.

What I would like to do this time is to focus on the rear seating area of the RLX. As I usually spend my time driving solo (whether it is my own car or in the RLX), I do not get to spend a lot of time in the back. When I do though, I really enjoy it in the back. The RLX is the first car our family has had where I feel like I can truly stretch out my legs, and do not mind sitting in the back. I actually find it to be far more comfortable than sitting in the front passenger seat. The large amount of room available in the rear seating area makes it feel like the RLX should be a car where you would hire a driver to shuttle you around in. Then again, when was the last time you heard of anyone hiring a driver to shuttle you around in an Acura? Image issues aside, this is definitely one of the most comfortable rear seating areas I have experienced in a long time.

As comfortable as it is in the back of the RLX, it is not without its faults. For a car in its price range, I would have expected the rear vents to have their own climate control console. Acura saw fit to include it in the MDX, so why not the far more expensive RLX? Then there is the fact that while cars like the Hyundai Genesis include sun shades in the rear as standard equipment, you are not getting them in the RLX without upgrading to at least the trim level with the Krell sound system. This actually bugs me quite a bit as sun shades used to be standard equipment across all trims on the RL. As comfortable as the seats are, it does make it a little difficult to sleep in the back with the sun beating down on you. 

What we are missing now is a proper road trip with the RLX. We still have a little more than a year left on the lease, so hopefully that will come soon.

Long Term Test: 2015 Jaguar F-Type V6 post #2

Update #2

Current mileage: 3,580

In March, I got to spend some extended time with the Jag and the more I drive it, the more I fall in love with it. Using it for day to day tasks, the big cat is extraordinarily friendly as a daily driver. Set the car in normal mode, leave the shifting to the computer, and just enjoy the ride. The suspension is suitably comfortable while retaining its sporty character, absorbing minor road aberrations with aplomb whilst being firm enough to still toss the extra-wide roadster around with ease. Those exquisite manners carry through into the steering, which remains absolutely delightful compared to most of the electronic power steering units I have tried in recent memory. The Porsche Boxster is still sharper, but for a boulevard cruiser, the Jag pretty much nails it in terms of balancing feel with comfort.

To top it off, that extraordinary sound track is available all the time. A touch of the starter button triggers a symphony of sound from the exhaust system and offers delightful accompaniment to even the most pedestrian of activities. Dip the throttle with a little extra aggression and be rewarded by the menacing howl that emanates from behind. Best of all, while just cruising, the Jag purrs along without making excess noise, allowing for a relaxing ride (are you paying attention, Maserati!) and when the noise is wanted, a quick twitch of the ankle summons the bellowing beast.

One thing that has taken some getting used to is the auto-start/stop functionality. The system should be straight forward enough, cutting the motor when the car comes to a stop and remaining off until the driver lifts his foot off the brake pedal. The system works quite well and the engagement point that triggers the engine to fire again is easy enough to locate that I have been able to watch the cross traffic's signal and lift my foot just enough at the right moment to bring the engine to life just in time for me to roar off without an hesitation. What has been interesting to experiment with, however, have been the various triggers that cause the system to not engage. For instance, if the steering wheel is off center by more than a few degrees or if the transmission is in manual mode, the engine will remain running. While I have some concerns about the impact on the longevity of certain components, the system truly works well and is a necessary evil given how thirsty the Jag can be.

Last thing of note is that I am rather unhappy with Jag's headunit used in the car. It is a touchscreen, thankfully, but can be so slow to respond at times that I simply run out of time at a stop light trying to enter a destination or set up phone call. At least Jab saw fit to separate out a number of key functions with physical buttons and knobs, so it could be worse. This is one of those times where I absolutely wish automakers would just partner with the major smartphone operating systems and integrate my mobile device into the car's infotainment system more directly. It would go a long way towards improving the user experience and probably make most owners much happier with the initial ownership experience. Android Auto cannot come soon enough.

Still, I cannot get enough time behind the wheel. This is easily my favorite car in our long-term fleet.

Comparison: F1 2013 vs. F1 2014

One of the biggest complaints that I have heard regarding the 2014 Formula One season is that the cars seem a lot slower than the cars from the 2013 season. This could be due to a lot of things, ranging from the aero changes to the new 1.6 liter turbocharged V6 engines that were adopted for the season. After hearing all the negative feedback regarding the new cars, I wanted to see just how much slower the 2014 cars were compared to the 2013 cars. Without access to actual Formula One cars and drivers, I had to resort to the next best thing: racing simulators. With access to both F1 2013 and F1 2014 by Codemasters, I can at least get a fairly good idea of how much slower the 2014 cars are compared to the 2013 cars.

*All game play captured on the PC versions of the games with an Xbox 360 controller

Test Drive: 2015 Chevrolet Camaro V6 Convertible

The latest generation of the Chevrolet Camaro has been one of those cars that, to me at least, looks pretty interesting, but I have never felt the urge to drive. While planning a trip to visit some friends and their toddler in Northern California, I stumbled upon a rental car deal using my AAA membership that was too good to pass up. When I left the Enterprise desk at the airport, I ended up driving off with a bright red, 2015 Chevrolet Camaro V6 convertible...for $35 a day. Considering that it was only a mere $3 more per day than whatever crappy sub-compact car I was originally going to get, I definitely call this a worthy upgrade.

Test Drive: 2015 Porsche Macan S

I have a love of wagons, but automakers seem to feel that bringing their wagons to the US is a waste of time and money. Who can blame them? Americans simply do not buy wagons or hatchbacks in the same kinds of numbers as our European counterparts. Instead, my fellow Americans are obsessed with SUVs and crossovers. So what is an enterprising, profit driven automaker to do when its parent company has a crossover that is ripe for the picking? Why, you add another vehicle to your line-up, of course. This is precisely what Porsche has done with the all new Porsche Macan. 

Just as the larger Cayenne is based on the same platform as Audi's Q7, the Macan shares its platform with Audi's Q5. This makes for a relatively compact CUV that still offers decent cargo space. Thankfully, Porsche has injected a bit of flair into the design, making the Macan look similar to its big brother and definitely carrying the family's now signature nose.

Long Term Test: 2014 Acura MDX FWD Tech post #3

Update #3
Current mileage: 8,374

The MDX continues to serve us well as the beast of burden. Our family vacation to the Monterey Peninsula in Northern California had five of us in the MDX for an extended drive of over five and a half hours, but we arrived in total comfort with a weekend's worth of luggage in tow. However, despite the long stretches on open highway, the MDX's fuel economy continues to disappoint, averaging a rather paltry 24 mpg over the course of the 330 mile drive that took place largely on flat, open, non traffic-congested roads. Admittedly, our average speeds were frequently around 70 mph and the added weight of five adult passengers plus their luggage are likely contributors to that low number. Of course, the massive fuel tank meant we did not have to fill up again until well into the return leg of that trip, although we probably could have done the entire trip on a single tank of fuel.

Unlike our several previous MDXs, this latest one is not fitted with AWD, which might have been a reasonable excuse for the reduced fuel economy. We opted for the FWD version specifically because there is little need for the extra weight and fuel economy penalty of an AWD system here in sunny Southern California and because the extra performance benefits would hardly be appreciated given that this car is basically a daily driver. Still, while it feels relatively spry for such a large vehicle, there is a torpidity to the way the car responds to changes in direction that was not present in the SH-AWD equipped predecessors. And without any kind of mechanical wizardry to try to make the big beast turn better, it simply lumbers through corners, squealing its tires in protest if pushed even a little outside its comfort zone. This behavior exhibited itself in droves when we pressed the MDX with any fervor through the famed 17-Mile Drive, a series of windy coastal roads lined by enormous homes with stunning views of the Pacific Ocean.

Of course, a two-ton SUV should not be expected to handle like a sports car. As a daily driver, the MDX is absolutely fantastic, delivering a comfortable ride with safe and familiar car-like handling characteristics. Even the much maligned infotainment setup, which I discussed in detail in our recent RLX long-term update, is simple enough to operate on a daily basis without any real frustration. If you want a vehicle that can seat seven passengers in relative comfort but do not want the stigma of driving a minivan, but do not mind the glances of scorn for being in an SUV, the MDX stands out at the top of the heap of available choices.

Test Drive: 2015 Lexus IS250

MSRP: $36,550
As test price: $42,638

The first two generations of the Lexus IS were, at least to me, not exactly terrific cars. If I had to pick between the first and second generation IS, I would take a first generation Lexus IS300 with the five-speed manual. Why? Because inside its tiny body was the 3.0 liter, naturally aspirated inline-six from a Toyota Supra. Performance notwithstanding, the rest of the car was just merely adequate with an incredibly cramped interior. The second generation Lexus IS never really showed up on my radar as the interior space issue was never really fixed and it was quite boring to drive, aside from the insane IS-F.

Lexus clearly wants to make sure that the third generation of the IS more fun to drive as the first generation, but actually has enough interior space and new technology to compete with the rest of the mid-size luxury class. East Brother has already driven a version of the current IS, but I had yet to, so a proper test of this new 2015 model was in order. What I was really hoping to get out of this test drive was to help shed the image that the Lexus IS is this cramped, tiny vehicle that was only fun to drive because it shared a power plant with the Toyota Supra. Let's see if that happened.