A few weeks ago, while window shopping for ski boots and insulated underwear, I got just what anyone living in the northeastern U.S. would want at this time of year: A convertible.

Nice timing. Getting a convertible to test-drive here in November is like getting a new pair of running shoes on Christmas morning… a few minutes after tripping on a Zhu Zhu and breaking an ankle.

My disappointment wasn’t merely a matter of selfishness. Car reviews generally focus on a vehicle’s most distinguishing feature. In a convertible – especially a brand new model such as the Lexus IS series – the story is its retractable top.

And who wants to lower the top when the temperature is 38 degrees?

That was the temperature when the 2010 IS 250C arrived at my office. Being a glass half-full kinda guy, I looked at the bright side: At least the IS C isn’t a soft-top convertible.

I own one of those, a BMW which does a decent job keeping my tush warm in winter with the top up, windows closed and heater running. And BMW ragtops are among the best when it comes to fit, finish, and minimizing wind noise.

But hardtop convertibles have always been to sun worshippers what Thanksgiving Day is to NFL fans. They promise better wind, weather and noise protection than soft-top convertibles, and can’t be pried open as easily as a tin of sardines by a thief or vandal with a pocketknife.

Peugeot is credited with delivering the world’s first hardtop convertible in 1934, but it was nearly a quarter-century before Ford introduced the first true production model. The Ford Skyliner, which debuted as a 1957 model, lasted only three production years due to several factors.

Surprisingly – given its ’50s-era technology that included yards of wiring and a large collection of motors, relays and circuit breakers – lack of reliability wasn’t one of them. Collectors say you can still find Skyliners today whose tops have never failed.

Yet it took 35 more years before the next hardtop convertible for public consumption was produced. And that one, Mitsubishi’s 3000GT Spyder, was available only for the 1995 and 1996 model years.

That’s probably because it cost about $20,000 more than non-convertible 3000GTs.

Modern manufacturing techniques and technology, however, have gotten a handle on the cost and difficulty of producing a hardtop convertible. Consequently, consumers can buy mainstream, affordable models such as the Mazda MX-5 MIata, Pontiac G6 and Volkswagen Eos.

The Lexus IS C falls into another class. Although the two body styles share almost no sheet metal, it is based on the mechanicals of the IS sedan, a compact luxury car.

As such, the IS C’s primary competition is hardtop convertibles from BMW, Mercedes, Infiniti and Volvo.

The IS 250C is not as quick and not as much fun to toss around as those competitors. But its comfort, refinement, attention to detail and quality are unsurpassed.

That was obvious from the moment I first got behind the IS 250C’s wheel and apparent every time thereafter. From inside its cabin with its top up, the IS 250C offers no hint that it is anything other than a luxury coupe.

Its roof melds flawlessly with the front windshield frame, its interior is beautifully lined, and its windows seal tightly.

From the outside, the seam where its roof splits so that it can retract into the trunk is virtually invisible unless you’re looking for it. The same goes for the seams that enable the rear deck lid to open the opposite way conventional trunks do.

On the road, the IS 250C also hides its true character as well as Spider Man. I didn’t have an IS sedan available for direct comparison, but the convertible seemed as quiet as I remember that model being.

And with its top up, there’s no trace of the shake or shudder that can plague other convertibles whether their tops are up or down.

There’s very little “cowl shake” in the IS 250C while driving it with the top down, either. I can state that definitively because, thanks to a few unseasonably warm days, I spent many hours driving it with the top down.

I was impressed with the retractable roof’s ease of operation from the outset. Simply pressing and holding a single button for about 20 seconds will fully raise and engage or lower and conceal the top.

The operation is remarkably quiet given all the mechanical movements required to make the hardtop appear or disappear. As a convertible owner, I also appreciated the easy-to-see indicator nestled between the tachometer and speedometer that signals when the operation is over.

Lexus vehicles have always been characterized by seemingly simple – yet meaningful – attention to details such as that.

Cargo space is another area in which the IS 250C excels compared to some competitors. There’s nearly 11 cubic feet of space for cargo in the trunk when the top isn’t tucked away there.

But even with the top down, the Lexus provides nearly 3 cubic feet of space that is surprisingly useful thanks to it being adjacent to a large and low trunk opening.

That’s not quite enough for a club bag unless you’re headed to a miniature golf course. But it’s ample for a couple of medium-size gym bags or a half-hour of grocery shopping.

The IS 250C’s retractable roof design isn’t flawless, however. The storage compartment lid extends beyond the bumper when the top is being raised or lowered, so don’t park too close to another car or garage wall.

And be sure the retractable curtain that separates the top’s space from the rest of the trunk is securely in place before trying to lower the top, or it won’t go down. It took two roundtrips from the driver’s seat to the trunk before I got it right the first time I tried lowering the top.

Sports car lovers are likely to find the wind whipping through your hair – or, in my case, massaging the scalp – the most exhilarating thing about driving the IS 250C.

Think of it as a luxo-cruiser, and you won’t mind the fact that it takes as long as a decade-old Subaru station wagon to get from zero to 60 mph. Or that passing on the interstate takes time and room.

Sun worshippers seeking quicker transportations can opt for the IS 350C, whose engine delivers 102 more horsepower and 92 more pounds-feet of torque than the IS 250C. Those numbers help it get from zero to 60 mph a scintillating 2.5 seconds sooner than the IS 250C.

Handling, however, is comparable in the two models, according to colleagues who have tested it. That means IS C buyers should expect a ride biased toward comfort rather than crisp handling.

The IS 250C clings well enough to corners, but noticeable body lean and numb steering prevent it from being as much fun to drive fast on winding back roads as a BMW or Infiniti G37.

That doesn’t mean that the IS C isn’t a pleasure to drive and behold. It is a beautiful car, loaded with luxury features and with a retractable top that excels in design and execution. Combine those factors with extremely competitive pricing for its class and you’ve got a very desirable package.

Just not during the late fall or the dead of winter in this part of the country.

 

NUTS AND BOLTS

What is it? 2010 Lexus IS 250C, a two-door, hardtop convertible version of Lexus’ compact sporty sedan.

What's it cost? Lexus new-for-2010 convertible is available in two models: IS 250C and IS 350C, with starting prices of $38,940 and $44,390, respectively. Sticker price on test car was $40,085, including optional wheels and delivery fees.

What I liked best: Super-slick top; overall refinement and comfort; massive doors make entry/egress easier – at times.

What I liked least: Not as quick as it looks; massive doors are more than a handful in tight parking spaces.

Who's it for? Consumers more interested in topless cruising in style than topless cruising at speed. Speed freaks will want the IS 350C… or another make/model convertible.

Important numbers: 2.5-liter, 24-valve, V-6 with variable valve timing produces 204 hp, 185 lbs-ft of torque. 6-speed automatic. 107.5-inch wheelbase. 3,840-lb. curb weight. 18 city/26 highway mpg (EPA). 10.8/2.4 cu. ft. trunk with top up/down. 0-60 in 8.4 seconds (Lexus spec).

About the Author

Scott Wasser is the managing editor for the Times Leader. Reach him at (570) 970-7162 or swasser@timesleader.com.

Scott Wasser is a previous Vice President of News. He currently serves as executive editor of the Portland Press Herald as her continues to write an auto column for The Times Leader.

Wasser has worked at newspapers as diverse as the Stuttgart Daily Leader in Arkansas and the Charlotte Observer in North Carolina. His Times Leader tenure began in 1983, when he was hired as the newspaper’s sports editor. Over the next decade, he turned the newspaper’s sports section into one of the most recognized in the nation as it was annually named one of the best daily and Sunday sports sections in the country.

Wasser left the sports department to become assistant general manager and online editor of The Times Leader’s website during the infancy of the internet. He left The Times Leader in 2000 to become online editor of the Wilmington (Del.) News Journal. Just prior to returning to The Times Leader in 2008, he was editor-in-chief of a national magazine covering home theater and other consumer electronics.

But Wasser says his proudest accomplishment is having driven and reviewed over 1,000 cars, trucks and motorcycles since he started writing a weekly car column for The Times Leader in 1988. The column, which runs in print on Saturday and online here, has appeared in several other newspapers, and Wasser has contributed auto-related content to national publications including “Road & Track” and “Open Road” magazines and “USA Today.”

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