In a Nutshell: Though there is still work to do, GM finally starts to deliver on some of its promises.

This is my first full review of an officially badged 2007 vehicle, partly for my own curiosity but also in response to requests from several of you... and several of my co-workers. GM first publicly displayed their new full-size SUV's at the major auto shows in January, including the D.C Show here, where I spent probably more time with them than with any other vehicles at the show, and for good reason. Not surprisingly, GM has run a massive ad campaign for them, especially in the auto magazines. A GM marketing specialist and camera crew interviewed me at the DC show concerning these vehicles, but I of course did not get a copy of that video and cannot post it. And kudos to GM, at the show, for for keeping the Chevy and GMC versions not only out on the floor but unlocked as well, so the public could get a good look at them and they could be examined thoroughly. Only the Cadillac Escalade was left up on the turntable with the recite-the- B.S.-off-the-cue-card announcers....but they did leave the Escalade's doors unlocked so you could get at least a cursory view of the Escalade's plush new interior...which of course will be needed as arch-rival Lincoln also has beautiful new super-plush white interiors as well.

So why the Tahoe? A number of reasons.

First, of course, some of you guys... and one or two of my co-workers... requested it.

Second, the Tahoe and Suburban rank among the most popular of the U.S.-market full-size SUV's, along with the arch-rival Ford Expedition and Lincoln Navigator. The even larger, relatively short-lived Ford Excursion was an attempt to out-do even the Suburban and Yukon XL in size but soon fell victim to to the vocal armies of political correctness, arm-and-a-leg priced gasoline, and, most of all, its own atrocious road manners and driving characteristics, which can best be described as piloting a battleship in choppy seas. (Trust me... I know... I drove one several years ago.)

Third, the new GM full-size SUV's are NOT cheap, and neither were their predecessors... You need either a pretty good bank account or a generous loan officer if you are going to take one of these dinosaurs home, even on a lease. These vehicles have received a lot of publicity; they are replacing vehicles that were quite popular as well, (and in some cases used by police departments) and of course carry that " gotta-have-it-now " mentality with a lot of prospective new customers. That, of course, often means " gotta pay " as well, so I wouldn't look for a whole lot of discounts or incentives right now, even though GM is famous for them. Of course, an unknown right now is how the high... and rising... price of gas will impact Tahoe and and other large SUV sales. That could force another round of the now-common GM incentives, even on a brand-new vehicle like this. As I write this, regular 87-octane in my DC area ranges from $2.80 to $3.05. Fortunately the standard 5.3 VORTEC V8 doesn't need the even more expensive premium gas, and a gasohol E85 version of this engine is available. A hybrid version is coming later in the year, but I but GM has not yet, to my knowledge, released full details on its power train and whether it will be a only an engine-stop partial hybrid like its brother the Silverado or true gas-electric hybrids like Hondas and Toyotas. I have received at least one request to review the hybrid and will do so when they become available....IF there are any that are not already pre-sold.

Fourth, the Tahoe and its siblings are quite versatile. Not only can they carry a good crew of people, but they can handle ( in 4X4 versions ) foul weather, slug-through-the-boonies conditions off-road, and, in any version, heavy towing as well. In addition, more and more, this has become the vehicle class of choice for parents who don't do heavy towing or off-roading but just want a large vehicle with a solid frame and plenty of sheet metal all around to protect Junior riding in the back seat or third row....it has become a safety issue as well. Fortunately the reverse is true as well...the Tahoe, along with virtually all new large SUV's, have bumper-height and frame improvements to help keep them from demolishing small cars and decapitating their occupants in an impact. And, for those Tahoe owners who DO want the heavy-duty stuff, various GM-approved tow-rating and off-road packages and accessories are available.

2007 Tahoes ae currently available in 5 trim lines.....LS, LT1, LT2, LT3, and LTZ. I chose the LT1 for the review because I felt that not only was the Tahoe in general the easiest and most affordavle way to get into a big GM SUV, but the LT1 version represented, in my judgement, for most people, overall the the best compromise of price, trim quality, equipment, looks, and payload. for now only one engine is available...the 5.3L VORTEC V8, although as I mentioned, an E85 gasohol version is available, and future 4.8L and and either full or partial hybrid versions are on the way.

Now... yes, I know... we hear a lot of promises from Lutz, Wagner, and other top people at GM about how much better their new products are now and how they are going to out-Lexus even Lexus in the quality department ( don't hold your breath ). And never mind the fact that GM's main problem is right now is staying off the auction block. My experience with most of the new or redesigned GM products is that for the most part, they have some minor improvements in fit-and-finish ( primarily the dash and gauges ) but in general, with the possible exceptions of the Corvette, Cadillac STS, Chevy Aveo, and Pontiac GTO ( an Australian Holden product ), they are just the same old GM cheapness in paint, hardware, and sheetmetal in a new wrapper. However, in the lights and finely detailed atmosphere of the DC auto show, the new Tahoe and the other big GM SUV's, unlike most of the rest of the GM line, both looked AND felt impressive.

I was quite pleased with them, based on what I saw under the lights at the show...and I made several CL posts on this. But....the important question is: like the girl you fall in love with on the moonlight dates and marry, but then have to live with her faults day after day ( and, of course, she with yours ) does the new Tahoe STILL charm now that I have had a chance to see it and drive it in the REAL world? Is GM really delivering on its promises this time ?

The answer is Yes... and No. Read on.

Model Reviewed: 2007 Chevrolet Tahoe 4WD LT1.
Exterior: Silvr Birch Metallic
Interior: Ebony / Light Cashmere Leather
Powertrain: 5.3L VORTEC regular-gas V8, 320 HP@5200 RPM, Torque 340 ft.-lbs. @ 4000
RPM, 4-speed overdrive transmission with non-overdrive tow / haul mode, electrically controlled and activated 2WD / AWD /4WD H / 4WD L transfer case with low range. GM Stabilitrak stability control.

Base price: $37,665
Major Options: LT2 Equipment Group, Folding 3rd Row Seat, Bose Premium Speakers.
List Price: $41,980

PLUSSES:

New rack-and-pinion steering gear brings steering response and handling out of the Dark Ages.

SOLID ladder-truck frame like the Rock of Gibraltar.

Smooth, quiet ride...........especially by body-on frame truck standards.

Plush, handsome, well-crafted, Lexus-like dash and gauges....a tremendous improvement over its predecessor.

Clean, handsome body lines.

Smooth, quiet engine and transmission.

Seamless AWD / 4WD system ( I did not go off-road to test the low range...difficult to do in this vast D.C. region )

Reasonable EPA gas mileage figures considering its size and weight.

Easily folded and operated 2nd and 3rd row seats ( which are removable as well ) despite the lack of power activation ( but not quite as versatile as Chrysler's Stow-and-Go system ).

Generally easy-to-use and understand controls.

High-quality hardware on the dash.

Full-size spare mounted underneath the rear where it doesn't take up interior space.

MINUSES:

Same old GM cheapness in paint, sheet metal, and much of the interior apart from the superb dash.

Dull, Ho-Hum paint colors, apart from the beautiful and stunning Bermuda Blue Metallic ( really a bright aqua-turquoise ) which is an extra-cost option.

Somewhat cheap-feeling doors.

Spongy, ineffective brakes only slightly improved from the very poor ones on the previous model.

Handsome dash and door wood trim not available on the base LS version.

VORTEC V8 has marginal power despite 340 ft.-lbs. of torque...this shows in the vehicle's weight and power-robbing equipment.

Questionable electronics and defects.


The first impression you get of this vehicle as you walk up to it, ( besides its obvious large size even though it is shorter than big-brother Suburban ) is that of not only a total redesidn but a rather handsome one as well. The body lines and panels, despite the typical GM shoddiness in sheet metal quality, are smooth, attractive, clean-looking, and tastefully done. Perhaps in the base LS version it is TOO clean, as that model could use a little more body trim to break up the monotony. The reviewed LT1 version had body-colored lower-door moldings that gave it some nice visual accents.

This is also a TALL vehicle. I am 6' 2" and I had to reach up over my head to get to the roof rack, though the side running boards help a little. The Tahoe, though, is so tall that I would question the wisdom of carrying things up there.....not only the relative difficulty of loading things on the high roof-rack but the fact they raise the center-of-gravity on a marginally unstable vehicle even more. ( Consumer Reports, BTW, also shares this opinion...they do not recommend carrying heavy objects on the roof of tall SUV's regardless of manufacturer ratings ) GM's Stabilitrak vehicle-stability system ( standard on 2007 Tahoes ), unlike the dual-function Ford / Volvo XC-90 system, controls only yaw ( understeer or oversteer ) , not yaw and roll combined, so you can still flip it over if you drive and corner hard in unstable conditions.

Once inside ( after a step-up on the running boards ) you are treated to a superb, high-quality, slick-hardware, attractive-looking dash with a handsome, wood-swirl pattern, brushed-metal, and chrome...it looks ( and feels ) like it could have come out of a Lexus. Here, GM clearly has kept one of its promises..although the base LS version's dash is not as impressive-looking as the LT's.

Unfortunately, the fit-and-finish of the rest of the interior and exterior is... well... typical GM, and you know what that means. A sub-standard paint job, cheap-looking and feeling interior parts, low fit-and-finish, and a general Wal-Mart cost-cutting look to it. There is a cavernous amount of interior room, however ( expected in this class of vehicle ) and drivers of almost ANY size will have no problems whatsoever with either head or legroom, thanks to the electrically adjustable foot pedals The leather seats are fairly comfortable and supportive, with many power adjustments....but clearly are not designed for sports-car cornering ( which, of course, would roll this vehicle over anyway ). The 2nd and optional 3rd-row seats ( more and more SUV buyers are demanding that 3rd-row nowadays ) are well-designed and with the easy-to-use manual flip-down levers, are simple to convert to cargo space......but they are not quite as versatile as Chrysler's ingeniously designed Stow-and-Go system, perhaps because of the compromises required under the vehicle for the 4WD hardware. There are dual front climate control systems and auxillary ones for the rear seats... and rear-seat electronic entertainment systems are available as options.

No fancy luxury-style keyless push-button starters here... you put the key in and start the engine the conventional way. The 5.3L VORTEC V8 fires right up with a smooth and quiet idle... and remains smooth and quiet, along with the 4-speed automatic, even under hard acceleration.

Or, at least, what passes for acceleration. The 5.3, while no slouch of a motor, is clearly overburdened by the vehicle's size, weight, box-car aerodynamics, and the weight and drag of 4WD....even the 2WD mode, with the A/C on, will keep you in the slow lane. More power, of course, would address this problem but would also probably worsen the Tahoe's fairly reasonable EPA mileage ratings. I did not sample the E85 / gasahol engine and cannot comment on its performance. The typical-GM smooth, quiet transmission has a steering-column-mounted shift lever with a tow / haul mode that keeps it out of overdrive with a load that would make the marginally-powered engine lug even more.

You are treated to a nice, smooth, quiet ride, especially by ladder-frame truck standards.... noticeably better than its predecessor ( GM...you've kept one more promise here ). There is only a small trace of the typical large-SUV front-to-rear porpoising motion, and bumps and the road surface in general are well-isolated. Fortunately, there is no severe penalty for this in handling, which is responsive and well-controlled ,especially with the new rack-and-pinion steering which sharpens the steering response quite a bit from the old truck recirculating-ball system. ( One more promise kept, GM ). Of course, this is no sports car... it is high and marginally unstable even with the new steering and stability systems, and one must drive it with common sense, as with all high-center-of-gravity SUV's.

One must also brake this vehicle with common sense..... ( back to the drawing board on this one, GM ). Unfortunately, while the brakes are somewhat improved over the awful ones in the last-generation GM full-size SUV's, there is clearly a lot of work left to do. Much of the same old Push-and-Pray wet-sponge effect is still there, although if you really stomp it you do get some response, unlike the old ones. Still, even with the new system, you will soon learn NOT to tailgate people....and to anticipate your braking needs in advance.

One problem may or may not have been related to the brakes...it is hard to tell. The specific vehicle I drove had an electronic problem that surfaced at first with the brake pedal causing the power door locks to click open and shut every time you pressed the pedal. Then it moved on to where you would hear the click-click every time you hit a bump. Then it would happen under BOTH conditions. Then it would happen completely at random...or constantly. It appears to be a teething problem with the vehicle's electronics. Let's just hope that it is an isolated problem and that these vehicles don't wind up with Mercedes-Benz style electronics that are in the shop more than out.

So... the verdict? GM clearly has kept some promises, like the superb Lexus-quality dash in the upper-trim models, driver-friendly steering and handling, low noise levels, easy-to-use family-friendly seats, and styling that is pleasant and attractive to look at. Other promises have not been kept......such as the continuing GM cheapness in body / paint quality, interior fit-and-finish ( apart from the dash ) and sub-standard hardware. And, of course, the inevitable teething problems that seem to affect so many domestically-designed vehicles.

I chose the 2006 Lexus IS250 AWD as my latest review for several reasons: First, by request of some CL members and the level of interest shown in it by this understandably Lexus-oriented general auto-chat forum; Second, I already have an AWD car ( an Outback ) with the same 2.5 L engine displacement, and I wanted to see how the two cars compared. Third, Mike (1SICKLEX ) and Ryan ( flipside909 ) have already done 2 ( excellent as usual ) reviews on the RWD models so I didn't have to take time to do the IS250 or 350 RWD models...I could concentrate on the AWD one, and, Fourth, I probably would have bought one if it were not for its ( for me ) too-low ground clearance and some equipment changes Lexus made when they redesigned the car....primarily tire and wheels.

The 2006 IS250 RWD, IS250 AWD, and IS350 RWD replace the 2001-2005 IS300 RWD and hatchback IS300 SportCross with their 3.0 L 215 HP straight-sixes. A major powertrain change, like on its bigger brother 2006 GS300, is the adoption of V6 layouts on all three of the new IS models...primarily for packaging and the addition of the AWD hardware. Interiors on all three 2006 models are much plusher-looking ( though not necessarily plusher-FEELING ) and more in line with the Lexus nameplate.
The new IS series, like before, generally competes with the new Chris Bangle 3-series, although the IS250 AWD, while loosely competing with the BMW 325i, has no direct comparison in that BMW does not market an AWD 325i here in the U.S. market....only RWD versions. The IS350 RWD loosely competes with the BMW 330i and outpowers all of the 3-series cars but the M-3.

But, since this is, like I said, a review of the IS250 AWD...let's concentrate on that model. Overall, I had mixed feelings about this car...as this review will illustrate. So now let's get to the car itself:

Model reviewed: 2006 Lexus IS250 AWD
Major options: NAV, Luxury Package
Base price: $34,275
MSRP ( with freight ): $39,730
Powertrain: 2.5L V6, 204 HP, 184 ft.-lbs. torque, full-time AWD, 6-speed paddle-shift and console sport-shift automatic.
Exterior color: Blue Onyx Pearl
Interior:/span> Black leather with wood trim

PLUSSES:

Typical Lexus first-rate fit-and-finish and assembly quality.

Excellent paint job.

Keyless entry and ignition.

Well-designed, clear, legible gauges and controls.

Many luxury and convienence features available.

Heated and cooled seats.

Hood struts finally replace the cheap prop-rod on the last model.

Excellent handling with AWD stability and traction.

Relatively good steering feel....not as good, of course, as the 3-series.

Better-than-average brakes.

Smooth, quiet engine.

Some classy color choices....but the bright colors of the last model are gone.

Interior finally looks like a Lexus.

MINUSES:

Automatic, AWD powertrain with the realtively small engine robs some power and gas mileage.

Ride a little stiff for my tastes.

Too much road noise for a Lexus vehicle.

Interior hardware not as solid-feeling as the 2001-2005 model.

Full-sized but dummy spare...this is a step backward from the former model's real spare tire and wheel.

Low-raked roofline and sunroof compromises headroom for tall people.

Rear seat unfit for adults...and even some older children.

Low ground clearance restricts driving in deeper snow, getting a hose underneath for cleaning, and access to oil drain plug....and the low front air dam rules out ramps.


OK... the first impression you get of this car as you walk up to it and approach it is that of a scaled-down GS, although the front and rear lights are a little different. The IS exterior styling closely mimics that of big-brother GS300 / 430 and even bigger-brother LS460 just unveiled.

The paintwork and exterior fit-and-finish, as I mentioned above, is typically Lexus.....first-rate. Gaps are super-thin, the finish is mirror-smooth without a trace of orange peel, and everything is attached solidly with no loose parts or trim. Chrome trim is done with taste and has an expensive look...none of that awful plasticized chrome-plate peel-off-next-week look so common on domestic products, particularly Dodge/Chrysler and Chevys. Low ground clearance, ( too low, IMO ) from the lower-body panels and front air-dam, though, severely limits what you can do under the car for cleaning, oil changes, etc.... without a garage lift and for driving in deeper snow.

Open the driver's door and get in ... there is no key as such, only a small black box with a built-in, hidden, emergency key in the unlikely case the electronics fail. With the box in your possession, just touch the little sensor next to the door handle and pop the door open and squeeze in under the relatively low roofline. Pull the door closed...it shuts with a fairly solid " thunk " but doesn't feel quite as solid or heavy as the door on the old car. The rich leather seats are comfortable and supportative and both heated and cooled with nice console-mounted thumbwheels, although, like on a lot of smaller Toyota-Lexus products, the seat cushions are a little short on support for long legs and thighs. ( Saab seats used to excel in this area ). The large, round gauges are EXCELLENT...clear, legible, informative...some of the best I've seen. One of the reasons I owned a 2001 IS300 was that car's chronograph gauges that I thought were interesting, but I don't miss them one bit after seeing these new ones. The only thing I would change is the 20-MPH increments on the speedmeter ( like many other vehicles today ). I would use 10-MPH increments if I designed them. It makes it easier to tell your speed at a glance.....useful when the man in blue pops up out of nowhere. The wood trim on the console and door panels ( part of the Luxury package ) is attractive, done in good taste, but a little too highly polished for my tastes...I generally prefer the Rosewood matte-wood trim on the Infiniti M35 / 45 and the Acura RL. A Sport package, for those who prefer it, replaces the wood with brushed-metal trim. The interior hardware ( switches, knobs, buttons, etc..... ) are, in the Lexus tradition, better-than-average, but do not have quite the solid feel of those in the old car.

And... good news... GONE is that cheap-looking dash on the old car as well. The new interior overall, especially the dash and console, has a much more plush look to it and is more deserving of the Lexus nameplate than the old one. The silver-trimmed NAV screen, like on some other luxury cars, has a built-in camera for backing up, and generally has easy-to use controls built into it for the radio, climate control, and several other features. I generally don't like NAV screen-based controls and find them awkward, but this one was one of the best and easiest-to use I have ever seen. Well-done, Lexus......now if only BMW would re-design that idiotic I-Drive and make it like this ! Another nice feature missing on the old car is tilt-down outside mirrors when the car is put into reverse....useful for backing up and watching your space markings.

Not all is well inside, however. There are two notable problems. First, the low roofline ( GS-inspired, as previously noted ) doesn't give adequate headroom for tall people, even with the power seat control adjusted all the way down. Especially with a hat on ( I usually wear a cap ) you have to rake the seat back a little...not my favorite driving position. Fortunately the well-designed belts fit without chafing or running uncomfortably up the neck.

Second, the rear seat IMO is completely unfit for adults....and older teens. It is even smaller than the already-undersized one on the old car, with legroom, especially with the front seats pushed back, almost as bad as the back seat in the essentially 2-seat SC430. The low roofline, of course, not only takes its toll on front headroom but even more in the rear. This clearly a car for two adults and two small children ( or midgets ). However, it should be noted that the IS is not usually bought as a family car............that role is usually taken by other, more roomy, Lexus products like the RX330, so I will take off a few Brownie points here but not too many.

In the back, the trunk is fairly well-sized for a car of this exterior dimensions, and comes with a first-aid kit and nice cargo net, but the full-size doughnut spare IMO is a big step backwards from the real spare tire and alloy wheel on the last car. Come on, Lexus.....you can do better than this, especially for a $35,000-$40,000 price.

OK....now for the driving experience. With the black box in your pocket ( or otherwise nearby ) just push the starter button and the 2.5L V6 comes very smoothly and very quietly to life....almost no indication at all that it is running except for the tach and warning lights. Idle a minute, get everything adjusted, foot on the brake, slide the gated shifter out of park ( good but a little less solid-feeling than the chrome ball shifter on the old car ) put it in gear and go.
Warm it up, keeping the revs at 4000 or below ( like most of my reviews, this was a brand-new car with 25 miles ). I notice that the AWD hardware and automatic transmission, together with the relatively small-displacement 2.5 L V6 will get this car out of its own way but not much else. If you want to go down to the track and drag-race 3-series cars on Friday nights, do yourself a favor and get the 306-HP, 277 ft.-lb. IS350.

Don't misunderstand, though. This car, even with the automatic and AWD has OK power for normal driving and will serve most people fine....it's just not a drag racer.
I was not pleased with this car's ride, however ( even after getting the tire pressure right...something they SAY they do on the Initial and PDI inspections when the car comes off the transporter but usually don't ). The ride was generally too stiff for my tastes, with a noticeable amount of road noise.......a hollow-sounding muted roar that did not appreciably lessen on different road surfaces, IMO was clearly out of place in a Lexus vehicle, and was noticeably stiffer and louder than in my old 2001 IS300. Credit that to two things....the standard low-profile 45-series semi-high-performance tires on the new car, and the lack of a quieter, softer-riding, and longer-lasting 55-series all-season tire option on the new car like on the old ( and like my own 2001 IS300 had ). The 45-series tires and the bodywork on the new car also severely limit access underneath....less of a problem with the old 55's. Some of you may diagree wih my reasoning here, but this was a serious matter for me and, yes.......a deal-breaker. That was the primary reason I did not buy a new IS myself after owning the old one.

Those 45-series tires, however, DID help the car's handling....steering feel and response, while not as sharp as the 3-series ( few cars ARE ) was definitely in sport-sedan territory, aided of course by the AWD's traction, weight distribution, and stability. This is not a car that will likely slide its tail out or plow straight ahead under hard cornering.

Brakes, an excellent point on the old car, were likewise well-designed on this one as well, with relatively good modulation, evenness of feel, and short stopping distances. However, on my old car, even with my less-than-totally-aggressive driving habits, there was slight rotor warpage and pedal vibration by the 25,000-mile mark...time will tell how the new ones hold up. The emergency brake, however, unlike the nice console-mounted pull-up handle on the old car and on most sports sedans, was an awkward, Buick-style step-on pedal mounted low under the left side of the dash.....a couple of more Brownie points off for that one.

You sure won't hear much of this car's road noise, however, when you crank up the killer stereo, especially with some bass... the stereo is DEFINITELY Lexus. If only I had had my 80's Heavy Metal CD's with me... Twisted Sister, AC/DC, Judas Priest, Motley Crue, Quiet Riot, etc.... now that would have been a ride.

The automatic transmission was also typically Lexus....well-designed, smooth, and quiet. It comes standard on the AWD model, along with traction and stability control ( if you want a stick you have to buy the IS250 RWD ). It has solid-feeling steering-column paddles for shifting ( some cars, especially GM products, have C-H-E-A-P flimsy paddles )... the left one downshifts and the right one upshifts ( in manual mode, of course ). The shift lever also has Sport and manual modes as well. Like on the old car, the Manual console-shift features a program that automatically downshifts and upshifts up to the gear you set... you take it from there. I like that... it prevents someone from forgetting that the car is in the Manual first mode and overreving the engine on take-off from a stop, forgetting to upshift to second ( I confess I've done that a few times, fortunately not to redline ).

The AWD system, perhaps the main point of this review, like on other Lexus products works seamlessly, and like other AWD systems helps to distribute both weight and power evenly to all four wheels, thereby lessening the tendency to oversteer or understeer, and even with the less-than-perfect-for-slick-surfaces 45-series tires will undoubtedly help winter and rain traction as well....a weak point in the RWD-only old car even with traction control and snow-mode transmission programing. But the AWD's unsprung weight under the suspension ( extra driveshafts, U-joints, differentials, etc...) also helps contribute to the rather stiff ride.

OK... the overall verdict? A generally suitable replacement for the old car, with more engine and drivetrain options, a classier and more luxurious-looking interior finally worthy of the Lexus name, good road manners in the handling department, adequate if not tire-burning power, well-designed brakes, stereo, NAV controls, clear gauges and controls, a reasonable price for the Lexus quality and features offered, and the usual mirror-smooth Lexus paint job. It does lack the hatchback option of the old car ( though few SportCross models were sold anyway ), the 55-series tire option ( a much more important omission, IMO ), some of the interior hardware and door sheet-metal quality of the old car, and could use some more chassis work filtering out road and tire noise. A less-aggressive tire tread and higher profile would help here as well. And one more thing...maybe a real back seat.
How does it compare to its arch-rival 325i ( another car I have reviewed ) ? Neither car has much of a back seat, and both are priced in the same general price range, although the 325, as previously mentioned, does not offer AWD at least inthe U.S. market. So......IMO, with the exception of the BMW's world-class chassis dynamics, ride-handling combination, and steering feel, the IS250 AWD trumps the Bimmer in almost every other way, especially build quality... and you don't have to put up with BMW's ridiculous I-Drive.

posted by clifford @ 2:59 PM 0 comments