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Tested: Lexus IS250C

Its folding hard top makes this Lexus a car for all seasons, especially summer. We get comfy (and pointed at...).

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A Cape Town summer is something to be savoured. Everything slows down by a gear or two. The winter layers are shrugged off, pedicures become fashionable and languid lunches are the done thing. Days are longer, too – the perfect accompaniment for a cruiser such as Lexus’ IS250C.

The proliferation of four-seater coupes that happen to have roofs that fold away has been something to behold. Initially the preserve of “those quirky French”, the concept of being able to switch from a folding hardtop to an open-top cruiser without having to leave your car must be something if even the most sensible of Japanese carmakers is willing to give it a whirl.

Lexus is not a newcomer to the world of open-top motoring, although this IS derivative is the first to employ a three-part metal folding roof configuration. The system is claimed to be the fastest operator in this segment – from coupe to convertible in 21 seconds. It is a fully automatic system, though, using a system of 13 motors and 33 sensors for snag-free operation.

Three-part roof in operation is a special treat for bystanders

Thankfully, with the roof in play, the bootspace is huge, while, with the roof neatly stowed in the boot, the area is nothing to scoff at. Here a recess for smaller parcels and handbags is created, and should you need it, the roof can be lifted by degrees to stow or remove articles from beneath it.

However, the folding roof is not the only outstanding feature on this car. The sumptuous IS250C has a number of features unique to the cabriolet version that should make getting about in a droptop that much more pleasant.

Following coupe form, the doors are huge. However, a three-step hinge prevents you unwittingly bumping the door up against all manner of people and objects.

As an additional feature, since the rear screen is rather tiny, the rear headrests fall forward at the flick of a switch to allow the driver a better view to the rear. But since the little button only works to release the headrests, you are allowed to make passengers in the rear work for their passage by having them right the headrests.

Lexus already makes light work of the entry and exit process by employing one-touch electric folding and sliding front seats. There remains no elegant way of getting in and out of a convertible’s rear seat, but it is made more bearable in this Lexus.

Light-coloured leather means you're less likely to scald your bum after the IS has been left to soak up the sun outside your local beach bar

Of course, I find that driving with the top down is best reserved for early mornings (that’s why you have heated seats and, on the IS250C, heated “shoulder pads”) and dusk, but for those who prefer the chargrilled look, this Lexus is perfect. It has an air conditioning system that cleverly adjusts the temperature and fan speed when the roof is down, which means you’ll be able to catch a decent tan without having to feel the burn.

If you’re even just a little of an attention whore, the IS250C will give you a tremendous kick. The nature of my job dictates that I may not always be able to travel completely incognito, but this convertible refuses to allow the slighest measure of discretion – even with the top up.

While I’m still trying to figure out if the spellbinding purple paintwork was the main attraction (and no, Cattleya is not a “Barney purple” but more like a brinjal-inspired black and magenta hue) or if it was just the car’s wildly attractive appearance, the IS250C attracted gawks and points wherever it went.

At least you have the reassurance of a V6 under-belly if ever there is a need to perform any paparazzi-dodging manoeuvres. Granted, the IS convertible is a cruiser first and a speedster later (maybe), but it has enough vooma to ensure the car never feels burdened by the metal roof (and its associated paraphernalia).

It is powered by the 24-valve 153-kW V6 common to the local IS range, which is also mated to the proven six-speed automatic gearbox, so there are no real surprises there. There’s good reason for this, I’m sure. It’s not the most engaging nor hell-raising powerplant, but it’s a smooth and steady performer.

Rear view rather trim considering it is meant to house the roof-structure, too

The assurance offered be the powerplant is backed up by a range of driver aids should you (probably not by design) get it a little crooked. You see, the Lexus IS250C tends to prefer breezing through those longer sweeps rather than thundering through them.

ABS and EBD, vehicle stability control and traction control, and VDIM vehicle dynamics integrated management are on hand to keep things on the long and winding, even if you don’t.

IS250C’s fully independent suspension uses a multilink arrangement at the front and a five-arm system at the rear to provide a ride that is supple and cosseting. Rolling on bespoke wheels shod with 17-inch rubber, this car certainly won’t respond kindly to the stand-on-the-brakes-and-chuck-it driving philosophy...

Good thing too; the IS250C is pure class, from the way it handles itself to how it makes its occupants feel. Full leather upholstery, eight-way electric adjustment for seats, seven-inch touch screen LCD display and voice command, park distance monitors with a reversing camera, Bluetooth functionality and a Lexus Premium audio system are all standard.

Incidentally, the facia is identical to that seen in the rest of the IS range, although it is definitely starting to look dated with compared with its competitors. Large buttons and chunky dials are always appreciated, though, and the familiar Lexus (and in part, Toyota) switchgear is comforting.

Familiar IS architecture is ergonomically sound, but starting to look and feel a little weary

Design:

The resemblance to its IS sedan sibling is astounding, yes, but since most components are not shared, that’s virtually where it ends. What the IS250C’s design does reveal, though, is just how evergreen and classic the sedan’s original styling is. Lop the roof off it and it gains an immediate style boost. Classic.

Interior:

The IS’s dash has essentially been copied and pasted onto this convertible. It’s easy to navigate, the buttons and knobs are large and reassuring. However, overall, the interior look is starting to go a little staid now. As is common with cars in this configuration, the rear bench is merely there to create the illusion of the IS250C being a four-seater. However, to make confinement more pleasant, a centre console with two cupholders separates the two seats.

Driving:

Class personified. This car’s ride is graceful and elegant, seemingly perfect for swanning and more leisurely activities. It comes with a full arsenal of driving aids, and we’re sure they are top notch, although whether these aids will actually be called in to use is something else.

Verdict:
Lexus’ latest convertible is strictly for those who appreciate the finer things in life.

Although it is a little attention-grabbing, it remains supremely comfortable and serene at all times – top up or down.

However, one of this car’s biggest detractions is its price. Yes it comes with practically everything as standard issue (as is the Lexus way…) but the other side of half-a-million remains a lot of money for a car in this segment.

The IS250C has quite a few competitors in the premium segment and, even compared with them, it’s pricey. Consider this – the slightly bigger, but more powerful Audi A5 convertible 2.0 TFSI multitronic costs R493 000, while the 2.5-litre Volvo C70 T5 costs R529 600. Extras are added at your peril, though.

Would I buy one? Not necessarily. The Lexus, although comfortable, does not feel as "fresh" as its newer rivals, and its higher mass is espeically apparent under acceleration. The Audi, albeit larger-boned and canvas-topped, would likely get my vote.

Be that as it may, in this segment prospective buyers are unlikely to be thrown by an additional 30 for extras. Here, what a car can do for you is paramount. In that respect, the Lexus is no different from its peers, really. It will make you feel like a queen.

General News
Driver fixes potholes himself

Despite threats of arrest, a frustrated Vanderbijlpark businessman has started fixing potholes on a road to his smallholding himself.

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Vanderbijlpark - Despite threats of arrest, a member of the National Taxpayers Union (NTU) has started fixing potholes on a road to his smallholding himself, saying they pose a danger to the lives of him and his family.

Pierre Bouwer, 54, a businessman from Vanderbijlpark and a committee member of the Vanderbijlpark NTU, started fixing potholes on the Stokkiesdraai Road, just outside the town, along with some of his workers on Wednesday.

"I'm fixing the potholes myself, because my family and I drive to and from our smallholding on this road at least seven times a day, and each time our lives are in danger."

Threatened with arrest

Mari Myburgh, chairperson of the local NTU, said she was threatened with arrest if they fix the potholes by themselves.

"Supposedly we don't have the expertise to do it alone, but Pierre has done his homework. He learned from the supplier of the material that one of the most important steps is to compact the base filler and tar," said Myburgh.

Bouwer said: "I'm not just filling the hole with soil to hide the problem.

"Rain water won't be flushing out these potholes so easily any more. I'll be giving lessons on Sunday afternoons," he joked.

He has challenged others to do the same.

New Models
We drive VW's 'new Citi'

We had hoped for the Gol, but got the Polo Vivo instead. What's the point then? We drive the Polo "Lite" to find out.

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Déjà vu. It’s a French term. Vivo. Now that one's Portuguese meaning, more or less, "vitality". Blend the semantics and you have the experience of VW’s new entry level model range.

I am of Madeirian descent so I would like to declare bias - I like the Vivo’s name.

Beyond the cool name, well yes, you are indeed having an authentic déjà vu experience, for VWSA’s new Vivo is very much the previous (fourth generation) Polo. So, what’s the point?

Well, VW has spent an exorbitant amount of money (R3bn) on its Uitenhage plant, improving local content supply and shoring up competitiveness amongst VW's global network of assembly facilities.

Now, after all the money has been spent, VW has to produce a fair volume of cars - which could be a problem considering the company’s local entry level offering (Citi Golf) has been retired.

Vivo presents a massive capital investment by VW. Will it be in production for as long as Citi Golf though?

An own goal?

Many hoped VW would fill gap left by Citi Golf’s retirement with the Gol – Brazil’s bestselling car, which runs on a fourth generation Polo platform. It was not to be though, and the decision not to bring the Brazilian Gol here is seen (by some) as an own goal (excuse the pun) by VW.

The irony of Vivo having a Portuguese name was not lost on me during the product presentation by VW’s executives.

What local buyers now have is the option to gain entry to the VW range for just a little more than R100 000, piloting something rather familiar – the previous generation Polo.

Although fourth generation Polo owners will no doubt be spewing expletives at what the launch of Vivo has done to their cars residuals, it’s worth remembering that the automotive world is a dynamic one and model cycles are a fact of life.

If you want a depreciation-proof car buy a Porsche 911, never drive it, keep the wheels and tyres original and sell it in 30 years time...

VW’s principle aim with the Vivo was not to undercut the new Polo range. Instead the Vivo’s market position is there to ensure customers searching for an entry point to the VW range are afforded one traditionally offered by the erstwhile Citi Golf.

Airbags on all models. ABS on the Trendline and 1.6l models. Safety suite properly sorted from the start, unlike the car it replaces...

Cheaper for a reason

With Vivo’s entry level pricing at R101 500 for the hatchback (R115 800 for the sedan) it’s a fair stretch over the now defunct Citi Golf’s pricing matrix, yet undercuts the previous generation Polo appreciably too – for a good reason.

Despite the new light clusters (front and rear) and some remoulding of the Vivo’s front styling features to ensure contemporary VW group identity, this new range is very much a Polo "Lite". As a cost exercise, the similarly-powered Vivo models are cheaper than the previous generation Polos were because some features have been deleted.

Perhaps the most notable omission concerning new Vivo range is a lack of air-conditioning across the range – something which is unforgivable given South Africa’s climatic conditions.

From the entry level Vivo 1.4 two-door right through to the 1.6l Trendline sedan, if you want air-conditioning you’ll have to add R9 280 to the list price. Window operation is manual on all models bar the 1.6l Trendlines – which feature front-occupant electric power operation for the side-glass.

Infotainment is optional on all but the 1.6l Trendline models (that boast a USB/MP3 enabled radio unit).

What you do get as standard in the new Vivo range is height and rake adjustable power-steering, driver and passenger airbags, three cup-holders and – well, that’s about it.

New steering wheel. Cabin has better stowage space utilisation (especially under the glovebox) than new Polo.

Familiar specification?

Do you know someone with a fourth generation Polo? Well, you should really. VWSA sold thousands of them.

If you wish to know what Vivo’s like to drive, go to somebody with a previous generation Polo, ask for the keys, drive it around the block and you’ll experience essentially what I did on the Vivo’s Eastern Cape launch.

The Vivo adds a new three-spoke steering wheel to the helm, but for the rest it's standard fourth generation Polo fare. The engines range from oversquare 1.4l fuel-injected four-cylinder units (there are two derivatives) to the venerable 1.6l long-stoke four.

Outputs will be familiar to specification fetishists and it’s hardly class leading stuff. The two 1.4l derivatives produce either 55- or 63kW, whilst the 1.6l engine tallies 77kW. Peak rotational force numbers aren’t too bad, the 1.4s equalling 132Nm and the 1.6l engine 155Nm.

Vivo’s lack of contemporary construction and sound deadening materials mean most of the range weighs only between 1- and 1.1t, which ensures performance is not wholly asthmatic.

VW claims the 1.4l Vivos are good for a sub-13 second 0-100km/h sprint time, whilst the 1.6 models should duck under 11 seconds for the acceleration benchmark. Top speeds are 171-, 177- and 187km/h for the two 1.4s and 1.6l respectively.

The fourth generation Polo was a neat car to drive. If you're interested in a Vivo, just don't take the new Polo for a test drive beforehand...

What is it like to drive?

On the road Vivo was, predictably, like driving my mate’s 2004 Polo Classic. Despite the generous steering wheel adjustment (something close rival, Renault’s Sandero lacks) the driver’s seat is not height adjustable, so if you are taller than 1.8m forget about finding a proper driving position.

The pedal placement is decidedly old-school too and so is the five-speed transmission’s slightly indifferent shift action. Vivo’s electro-hydraulically geared power steering set-up lacks the fluidity of the new Polo’s, yet manages to be better weighted at times.

From a comfort perspective, road and mechanical noise levels are well muted, yet the Vivo’s damping can never match expectations if you’ve driven the latest Polo. By comparison the Vivo’s ride is easily unsettled by surface imperfections, which make their presence well known to occupants.

Road holding abilities very much depend on what model you choose. Unsurprisingly the Trendline models, boasting 14-inch alloy wheels and 185/60 profile tyres, grip best with reasonably accurate chassis responses to inputs from the helm.

With a lack of ESP across the range, and ABS only standard on Trendline and 1.6l models, you’re best advised to brake in as straight a line as possible before executing an emergency avoidance manoeuvres…

Perhaps the best part of the Vivo is its performance through the gears. The clutch action is not great, and the shift quality hardly better, yet I drove a both the 63kW 1.4 and 1.6l derivatives and both were fair performers.

Obviously you have to shift to fourth for most overtaking manoeuvres, yet with both higher output engines in the Vivo range producing peak power around 5 000r/min - you fall easliy into the engine's most powerful speed range. The 1.6l engine in particularly feels practically unburstable.

Even with the (optional) air-conditioning running at full tilt and two rather strapping colleagues in the car with me I never found the Vivo significantly lacking performance.

Only the Trendline models gets 14-inch alloys - all other Vivos ride on steel wheels. Entire range features a full-size sparewheel.

Old car of new deal?

So, has VW pulled off a staggeringly brazen hatchet job with the new Polo or given South Africans something they desperately want? Vivo is an infinitely better ( and safer) car than the Citi Golf ever was. As an ownership prospect it will also prove a third cheaper to insure.

If you can’t stretch the budge into new Polo territory there’s always the Tata Indica Vista (which rides remarkably well), Renault’s Sandero (with its fixed steering position) or the excellent Hyundai i20. Ford's forthcoming Figo should be another 'familiar' alternative when it's released locally soon...

Then again, if you don’t need the additional pace, the appeal of a new entry-level 1.4l Polo is vastly superior to the similarly priced Vivo 1.6l Trendline.

When it comes to Vivo, the sedan configuration makes most sense. VW will sell as many as they can build.

Vivo Hatchback

1.4 55 kW two-door - R101 500
1.4 55 kW - R109 900
1.4 63 kW Trendline - R119 900
1.6 77 kW - R136 900
1.6 77 kW Trendline - R144 900

Vivo Sedan

1.4 55 kW - R115 800
1.4 63 kW Trendline - R125 800
1.6 77 kW - R142 800
1.6 77 kW Trendline - R150 800

General News
N1 South closed again

The N1 South highway in Pretoria was closed to motorists again on Thursday morning for safety reasons, the city of Tshwane said.

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The N1 South highway in Pretoria was closed to motorists again on Thursday morning for safety reasons, the city of Tshwane said.

"The N1 direction South has been closed again due to the dismantling of the crane on N1 at Atterbury Road," said spokesman Console Tleane.

"It was found not to be safe to have the route opened while dismantling is taking place."

Traffic from the N4 West will be diverted to the city centre and will not be allowed onto the N1 South.

The Atterbury bridge was also closed to traffic.

Bridge unsafe

"The bridge is no longer safe. Motorists are advised to use alternative routes."

Motorists should add between 45 minutes and an hour to their travelling time.

This was after a truck transporting iron rods plunged into a cement-mixing truck and three other vehicles before smashing into a crane at around 5pm on Wednesday.

The body of one man was found trapped underneath one of the trucks and three other people were injured in the accident.

"Engineers worked throughout the night to stabilise the crane in the danger of [it] falling down," said Tleane.

"It was found that it moved by about a metre. A decision was taken that the best option is to dismantle it and rebuild it again so that no danger is posed to motorists."

In addition, part of the bridge that burnt will be "scraped" and rebuilt, said Tleane.

"We cannot predict how long this exercise is going to take."