Lexus1999–2021 Critical issues documented

Lexus IS XE20: common faults & what to check

The XE20 is the Lexus IS built 2005–2014. It was sold here with the 2.5 V6 petrol and 3.5 V6 petrol. Of the 41 faults documented for the IS, 15 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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Documented faults

Critical

Most serious

$700–$1,900

Typical repair

Systems covered

You're looking at the XE20

2 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

2005–2014XE20 Selected2005–2014XE202.5 V6 petrolPetrolDocumented issues14 knownSee faults & what to checkPhoto: Dinkun Chen via Wikimedia Commons, CC BY-SA 4.0.

2005–2014XE20 Selected2005–2014XE203.5 V6 petrolPetrolDocumented issues10 knownSee faults & what to checkPhoto: Dinkun Chen via Wikimedia Commons, CC BY-SA 4.0.

Choose a different generation

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Which engine is in it?

2.5 V6 petrol· 2.5 litre petrol 3.5 V6 petrol· 3.5 litre petrol

A 2007 Lexus IS is the XE20 generation (2005 to 2014).

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Lexus IS XE20Engine not picked yet

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Lexus IS · 2007

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What to look out for

The checks worth doing on a Lexus IS before you hand over any money. Every documented fault is listed below, each with its own page.

Costly issue
Grasp each rear suspension arm and attempt to move it laterally; any clunk indicates a failed bush.
See why
XE20 IS250/IS350 Rear Subframe Suspension Bush Deterioration
The XE20 IS250 and IS350 rear multi-link suspension uses rubber-bonded bushes at the rear subframe mounting points and throughout the rear suspension arms. On higher-mileage examples, particularly those operated in New Zealand and Australian climates with UV exposure and occasional rough roads, these bushes crack, harden, and separate from their metal sleeves. Degraded bushes allow the rear subframe to move under lateral load, degrading steering precision and causing rear-end vagueness. Replacement requires subframe removal and press equipment; worn items are rarely detected at a casual inspection.
What you would notice
- Rear-end vagueness and loss of steering precision, particularly when changing direction or navigating sweeping corners at speed
- Clunking from the rear suspension over bumps or during acceleration and braking, combined with uneven rear tyre wear
Typically $900–$2,200 to put right.
Costly issue
With wheels off the ground, grasp each front wheel at 6 and 12 o'clock and attempt to rock it — play indicates worn ball joints or wheel bearings.
See why
Front Lower Control Arm Ball Joint Wear and Failure
The front lower control arm ball joints on XE20 and XE30 IS models wear progressively. The ball joint is not separately replaceable on earlier XE20 variants — the full lower arm must be replaced. XE30 arms allow joint-only replacement on some specifications. Worn joints cause vague steering, clunking, and eventually dangerous handling instability. Common in NZ/AU imports with higher km.
What you would notice
- Clunking or knocking from front suspension over bumps or during cornering
- Vague or wandering steering
- Uneven or accelerated tyre wear on front axle
- Vehicle pulling to one side under braking
Typically $500–$1,100 to put right.
Costly issue
Inspect underside of rack for damp patches or dried fluid residue.
See why
XE20 IS250 Power Steering Rack Internal Seal Failure
The XE20 IS250 in certain markets was fitted with an electro-hydraulic power steering rack. The internal seals within the rack housing deteriorate over time, allowing hydraulic fluid to bypass and reducing power-assisted steering effort. In advanced cases fluid migrates past the rack seals and can drip onto the subframe. The rack is a sealed assembly and internal seal kits are not widely available, making full rack replacement the standard repair. Failure is accelerated by infrequent power steering fluid changes.
What you would notice
- Increasing steering vagueness and inconsistent weighting, particularly at low speed manoeuvring
- Visible hydraulic fluid seepage on the underside of the steering rack housing or subframe below it
Typically $1,400–$2,600 to put right.
Common issue
Squeeze the inner rack boot from outside — it should be dry inside.
See why
Power Steering Rack Seal Leak
The hydraulic rack-and-pinion steering unit on the GSE20 IS250 and IS350 develops seal wear at the rack ends, causing power steering fluid to seep from the boots or drip from the rack housing. Higher-mileage examples and those with degraded fluid are most affected. Leaking fluid can contaminate the subframe and boots. Rack resealing is possible but many workshops recommend rack replacement at this price point.
What you would notice
- Power steering fluid wet on top or beneath the steering rack
- Oily residue inside the rubber rack boots (inner tie rod seal area)
- Fluid level dropping in reservoir with no other identified leak source
- Slight groan or variation in steering feel at full lock
Typically $850–$2,000 to put right.
Common issue
Inspect the rubber for cracking, separation from the metal sleeve, or compressed/collapsed appearance.
See why
Front Subframe Rubber Bush Deterioration
The rubber compliance bushes on the GSE20 IS's front subframe crack, harden, and separate from their metal sleeves over time, particularly on cars that have covered high kilometres on imperfect road surfaces. Worn bushes allow the subframe to shift slightly under braking and cornering loads, causing vague steering response and clunking from the front under load changes. Bush replacement requires subframe removal.
What you would notice
- Clunking or thudding from the front over bumps or when braking
- Vague or wandering steering at motorway speed
- Noticeable looseness when braking in a straight line
- Suspension geometry that cannot be aligned to spec (toe or caster out)
Typically $450–$950 to put right.
Common issue
Press a fingertip firmly on the dash top in direct sunlight or after the cabin has heated up — a degraded dash feels tacky and may hold the print.
See why
Sticky / melting dashboard and door trim in hot climates
Second-generation IS dashboards are known to turn sticky, shiny and tar-like in sunny climates — very relevant to NZ/AU cars and fully documented in Lexus's own Warranty Enhancement Program (ZLD) in North America, which covered dash replacement but has long since expired. Once the surface degrades it attracts dust, reflects badly into the windscreen and cannot be cleaned back to normal. The only real fix is a replacement dash, which is expensive; JDM imports were never covered by any programme.
What you would notice
- Shiny, tacky or gooey dash top surface
- Dash surface glare in the windscreen on sunny days
- Fingerprints or fabric marks that stay embedded in the dash
Typically $1,500–$3,500 to put right.

See all 15 issues for this oneDocumented for the exact year and engine you picked.

Body, brakes, suspension & interior6

01XE20 IS250 Power Steering Rack Internal Seal Failure

Inspect underside of rack for damp patches or dried fluid residue.petrol2005–2013Suspension$1,400–$2,600

OccasionalSuspension $1,400–$2,600 to fix

The XE20 IS250 in certain markets was fitted with an electro-hydraulic power steering rack. The internal seals within the rack housing deteriorate over time, allowing hydraulic fluid to bypass and reducing power-assisted steering effort. In advanced cases fluid migrates past the rack seals and can drip onto the subframe. The rack is a sealed assembly and internal seal kits are not widely available, making full rack replacement the standard repair. Failure is accelerated by infrequent power steering fluid changes.

Symptoms to notice

Increasing steering vagueness and inconsistent weighting, particularly at low speed manoeuvring
Visible hydraulic fluid seepage on the underside of the steering rack housing or subframe below it

What to check

Inspect underside of rack for damp patches or dried fluid residue.
Check power steering fluid reservoir level and condition.
Drive at carpark speeds and feel for inconsistent steering weight or a vague centre.

Where to look: Steering rack behind engine subframe, driver-side inner guard area

Parts involved: Steering rack.

Ask the seller

“Has the power steering fluid ever been changed, and has any fluid loss been noticed?”
“Has the steering been inspected for leaks at the last WOF or service?”

02XE20 IS250/IS350 Rear Subframe Suspension Bush Deterioration

Grasp each rear suspension arm and attempt to move it laterally; any clunk indicates a failed bush.petrol2005–2013Suspension$900–$2,200

CommonSuspension $900–$2,200 to fix

The XE20 IS250 and IS350 rear multi-link suspension uses rubber-bonded bushes at the rear subframe mounting points and throughout the rear suspension arms. On higher-mileage examples, particularly those operated in New Zealand and Australian climates with UV exposure and occasional rough roads, these bushes crack, harden, and separate from their metal sleeves. Degraded bushes allow the rear subframe to move under lateral load, degrading steering precision and causing rear-end vagueness. Replacement requires subframe removal and press equipment; worn items are rarely detected at a casual inspection.

Symptoms to notice

Rear-end vagueness and loss of steering precision, particularly when changing direction or navigating sweeping corners at speed
Clunking from the rear suspension over bumps or during acceleration and braking, combined with uneven rear tyre wear

What to check

Grasp each rear suspension arm and attempt to move it laterally; any clunk indicates a failed bush. Drive over a bumpy road and listen for clunks from the rear. Check for uneven rear tyre wear. If a workshop inspection is possible: Inspect rear subframe mounting bushes on a hoist for cracking, splitting or separation.

Where to look: Rear subframe mounting bushes and rear multi-link suspension arm bushes

Ask the seller

“Has the rear suspension been inspected for bush wear, and at what mileage were bushes last replaced if at all?”
“Does the rear of the car feel vague or does it clunk over rough roads?”

03IS250 Rear Brake Caliper Seizure

The rear calipers on the GSE20 IS250 integrate the parking brake mechanism directly into the caliper piston via a screw actuator.2005–2013Brakes$600–$1,400Read the full fault: symptoms, where to look, what to ask the seller

04Front Lower Control Arm Ball Joint Wear and Failure

With wheels off the ground, grasp each front wheel at 6 and 12 o'clock and attempt to rock it — play indicates worn ball joints or wheel bearings.petrol2005–2020Suspension$500–$1,100

CommonSuspension $500–$1,100 to fix

The front lower control arm ball joints on XE20 and XE30 IS models wear progressively. The ball joint is not separately replaceable on earlier XE20 variants — the full lower arm must be replaced. XE30 arms allow joint-only replacement on some specifications. Worn joints cause vague steering, clunking, and eventually dangerous handling instability. Common in NZ/AU imports with higher km.

Symptoms to notice

Clunking or knocking from front suspension over bumps or during cornering
Vague or wandering steering
Uneven or accelerated tyre wear on front axle
Vehicle pulling to one side under braking

What to check

With wheels off the ground, grasp each front wheel at 6 and 12 o'clock and attempt to rock it — play indicates worn ball joints or wheel bearings. Check ball joint dust boots for cracking or grease loss. Full wheel alignment check for pre-existing toe/camber deviation.

Where to look: Front lower control arm, ball joint at the wheel carrier end

Parts involved: Ball joint.

Ask the seller

“Any clunking from the front suspension?”
“When were front suspension components last inspected or replaced?”
“Has a wheel alignment been done recently?”

05Front Subframe Rubber Bush Deterioration

Inspect the rubber for cracking, separation from the metal sleeve, or compressed/collapsed appearance.petrol2005–2013Suspension$450–$950

CommonSuspension $450–$950 to fix

The rubber compliance bushes on the GSE20 IS's front subframe crack, harden, and separate from their metal sleeves over time, particularly on cars that have covered high kilometres on imperfect road surfaces. Worn bushes allow the subframe to shift slightly under braking and cornering loads, causing vague steering response and clunking from the front under load changes. Bush replacement requires subframe removal.

Symptoms to notice

Clunking or thudding from the front over bumps or when braking
Vague or wandering steering at motorway speed
Noticeable looseness when braking in a straight line
Suspension geometry that cannot be aligned to spec (toe or caster out)

What to check

Inspect the rubber for cracking, separation from the metal sleeve, or compressed/collapsed appearance.
Check wheel alignment records for persistent drift.
If a workshop inspection is possible: With the car on a hoist, grip each front subframe mount and attempt to move the subframe — any visible movement indicates worn bushes.

Where to look: Front subframe mounting points at front and rear of the subframe, four bush locations

Ask the seller

“Has the front suspension or subframe ever been inspected for bush wear?”
“Any clunking from the front over bumps or when braking?”
“Has a wheel alignment recently been done, and was it able to be aligned to spec?”

06Sticky / melting dashboard and door trim in hot climates

Press a fingertip firmly on the dash top in direct sunlight or after the cabin has heated up — a degraded dash feels tacky and may hold the print.2006–2013Interior$1,500–$3,500

CommonInterior $1,500–$3,500 to fix

Second-generation IS dashboards are known to turn sticky, shiny and tar-like in sunny climates — very relevant to NZ/AU cars and fully documented in Lexus's own Warranty Enhancement Program (ZLD) in North America, which covered dash replacement but has long since expired. Once the surface degrades it attracts dust, reflects badly into the windscreen and cannot be cleaned back to normal. The only real fix is a replacement dash, which is expensive; JDM imports were never covered by any programme.

Symptoms to notice

Shiny, tacky or gooey dash top surface
Dash surface glare in the windscreen on sunny days
Fingerprints or fabric marks that stay embedded in the dash

What to check

Press a fingertip firmly on the dash top in direct sunlight or after the cabin has heated up — a degraded dash feels tacky and may hold the print.
Check door trim tops too.
If a dash has been replaced, ask for paperwork.

Where to look: Dashboard top surface and upper door trims

Ask the seller

“Has the dashboard ever been replaced under the Lexus sticky-dash programme?”
“Has the car lived outdoors or been garaged?”

Fluid leaks1

07Power Steering Rack Seal Leak

Squeeze the inner rack boot from outside — it should be dry inside.petrol2005–2013Fluid Leaks$850–$2,000

CommonFluid Leaks $850–$2,000 to fix

The hydraulic rack-and-pinion steering unit on the GSE20 IS250 and IS350 develops seal wear at the rack ends, causing power steering fluid to seep from the boots or drip from the rack housing. Higher-mileage examples and those with degraded fluid are most affected. Leaking fluid can contaminate the subframe and boots. Rack resealing is possible but many workshops recommend rack replacement at this price point.

Symptoms to notice

Power steering fluid wet on top or beneath the steering rack
Oily residue inside the rubber rack boots (inner tie rod seal area)
Fluid level dropping in reservoir with no other identified leak source
Slight groan or variation in steering feel at full lock

What to check

Squeeze the inner rack boot from outside — it should be dry inside.
Look for wet or oil-stained residue on the rack housing and subframe below.
Check the PS reservoir level and fluid colour.
Inspect the high-pressure hose banjo fitting at the rack for weeping.

Where to look: Steering rack mounted to front subframe behind the engine, inner tie rod boots on each end

Parts involved: Steering rack.

Ask the seller

“Has the power steering fluid been checked recently?”
“Any steering noise or change in feel?”
“Has a mechanic identified any fluid leaks underneath?”

Depends on the exact engine — 8 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.

Engine, transmission & cooling8

014GR-FSE Excessive Oil Consumption (IS250)

Check oil dipstick and compare against last service date.petrol2005–2013EngineCan't confirm for this car$3,500–$7,500Read the full fault: symptoms, where to look, what to ask the seller

02A960E 6-Speed Auto Solenoid and Shift Quality Fault

Check transmission fluid colour and smell via dipstick — healthy fluid is red and odourless; dark brown or burnt-smelling fluid indicates heat damage.petrol2005–2013TransmissionCan't confirm for this car$1,200–$5,500

OccasionalTransmission $1,200–$5,500 to fix

Can't confirm for this car

The Aisin A960E 6-speed automatic paired with the 4GR-FSE and 2GR-FSE can develop harsh, delayed, or erratic shifts due to solenoid valve wear or valve body contamination from degraded transmission fluid. Symptoms typically emerge after 100,000 km or when service intervals are missed. The linear shift solenoids (SL1/SL2) are the most common failure point. Fluid breakdown accelerates wear and can cause shift flares under moderate load. In severe cases the transmission enters a protection limp-home mode.

Symptoms to notice

Harsh or clunking gear change at low speed or when pulling away
Delayed engagement when selecting Drive or Reverse from Park
Transmission slipping or hunting between gears under light throttle
Check Engine or Sport mode warning light with transmission fault codes

What to check

Check transmission fluid colour and smell via dipstick — healthy fluid is red and odourless; dark brown or burnt-smelling fluid indicates heat damage.
Test drive with light, medium, and hard throttle transitions to feel for shift flares or slippage.
Scan for stored transmission fault codes (U0101, P0750–P0760 range).
Verify transmission fluid was changed at Lexus-recommended intervals (not simply 'lifetime fluid').

Where to look: Automatic transmission valve body — SL1/SL2 linear shift solenoids

Parts involved: Mechatronic / valve body.

Ask the seller

“When was the automatic transmission fluid last changed, and with what fluid specification?”
“Has the vehicle ever had transmission-related fault codes or limp-home events?”

032AD-FHV Diesel EGR Valve Carbon Fouling and DPF Clogging

Cold-start the engine and observe idle quality — a rough, uneven idle is indicative of EGR or injector issues.diesel2005–2018EngineCan't confirm for this car$600–$2,800Read the full fault: symptoms, where to look, what to ask the seller

04FSE Direct Injection Intake Valve Carbon Buildup

Ask for service history showing intake valve cleaning.petrol2005–2013EngineCan't confirm for this car$800–$2,000Read the full fault: symptoms, where to look, what to ask the seller

05IS250 4GR-FSE intake valve carbon build-up (direct injection, no port injectors)

petrol2005–2015EngineCan't confirm for this car$900–$1,800Read the full fault: symptoms, where to look, what to ask the seller

06IS250 water pump failure and coolant leak (XE20)

With the engine cold, check the coolant reservoir level and look for dried pink coolant residue around the front of the engine and on the undertray.petrol2005–2013CoolingCan't confirm for this car$700–$1,300

CommonCooling $700–$1,300 to fix

Can't confirm for this car

The 4GR-FSE's water pump commonly starts weeping or fails outright between about 100,000 and 160,000 km — a well-documented pattern on owner forums for this generation. A failing pump leaks coolant from its weep hole and can eventually cause overheating, which is expensive on an alloy V6. It is a moderately labour-heavy job on this engine, so it pays to catch it early.

Symptoms to notice

Coolant smell after driving
Pink/red coolant crust or drips at the front of the engine
Coolant level dropping between top-ups
Whining or grinding from the front of the engine

What to check

With the engine cold, check the coolant reservoir level and look for dried pink coolant residue around the front of the engine and on the undertray. After the test drive, sniff for the sweet smell of hot coolant. Ask if the water pump has been replaced and for the invoice.

Where to look: Front of the engine, driven by the drive belt

Parts involved: Water pump.

Ask the seller

“Has the water pump ever been replaced?”
“Does it ever lose coolant between services?”

07IS250 XE20 4GR-FSE VVT-i Actuator Cold Start Rattle

Start the engine from fully cold and listen immediately for a metallic rattling from the front of the engine that lasts 2-10 seconds then disappears.petrol2005–2013EngineCan't confirm for this car$500–$1,400

CommonEngine $500–$1,400 to fix

Can't confirm for this car

The 4GR-FSE engine in the IS250 XE20 uses oil-pressure-driven VVT-i (Variable Valve Timing with intelligence) actuators on the intake camshafts. On cold starts, before oil pressure fully builds and before oil viscosity drops to operating temperature, the VVT-i actuator timing gear can produce a metallic rattling sound from the front of the engine. This results from the actuator vanes not being held firmly in position by oil pressure. Prolonged use of oil that is too heavy in cold conditions, infrequent oil changes allowing oil degradation, and failure to idle briefly before driving all accelerate wear on the actuator internal components.

Symptoms to notice

Metallic rattling from the front of the engine on cold start, lasting several seconds before disappearing as oil pressure builds
ECU P0010 or P0020 codes (camshaft position actuator circuit malfunction) in advanced cases where actuator control is impaired

What to check

Start the engine from fully cold and listen immediately for a metallic rattling from the front of the engine that lasts 2-10 seconds then disappears.
Rattle persisting beyond 15 seconds or reappearing at operating temperature suggests worn actuator internals.
Check oil level and condition.

Where to look: Front of engine, intake camshaft VVT-i actuator sprockets on both cylinder banks

Ask the seller

“Does the engine make a rattling noise for the first few seconds after a cold start?”
“What oil grade and brand has been used, and how frequently has the oil been changed?”

08A960E Torque Converter Cold Shudder (IS250)

Test drive in mixed conditions, starting cold.petrol2005–2013TransmissionCan't confirm for this car$250–$2,800Read the full fault: symptoms, where to look, what to ask the seller

Other Lexus IS engines and years26 documented issues that do not apply to the one you picked.

Engine, transmission & cooling13

01Low-pressure fuel pump can stop and stall the engine, recall (XE30 IS 300 / IS 300h / IS 350 2013-2019)

Ask for proof the fuel pump recall (VGG17 or VGG05, or the Japanese equivalent) has been done, such as a dealer invoice or a recall sticker.2013–2019EngineDoes not apply$0–$1,500

OccasionalEngine $0–$1,500 to fix

Does not apply

XE30 generation Lexus IS models, including the IS 350 with the 3.5 2GR-FSE V6, built from September 2013 to May 2019 are covered by a fuel pump safety recall (Australian campaigns VGG17 and VGG05). The low-pressure fuel pump in the tank can stop working, which brings up warning lights, makes the engine run roughly and can stall the car, sometimes without restarting. The recall repair replaces the pump free at a Lexus dealer. Japanese-import cars may sit under a different recall, so have the VIN checked.

Symptoms to notice

Engine stalls while driving and may not restart
Check engine or other warning lights on the dash
Rough running or hesitation
Long crank before starting

What to check

Ask for proof the fuel pump recall (VGG17 or VGG05, or the Japanese equivalent) has been done, such as a dealer invoice or a recall sticker. On the test drive watch for warning lights, hesitation or a stumble, and restart the engine a few times when it is warm. If a workshop inspection is possible: have a Lexus dealer run the VIN through the recall system and read stored fuel system fault codes.

Where to look: Fuel pump inside the fuel tank, under the rear seat area

Ask the seller

“Has the fuel pump recall been completed, and do you have the paperwork?”
“Has the car ever stalled or refused to start?”
“Is this an NZ-new car or a Japanese import?”

02XE10 IS200 1G-FE Cast Aluminium Oil Sump Cracking

Check oil level carefully before test drive.petrol1999–2005EngineDoes not apply$700–$1,400

OccasionalEngine $700–$1,400 to fix

Does not apply

The IS200 XE10 uses a cast aluminium oil sump that sits relatively low and exposed beneath the engine. The sump is vulnerable to cracking from stone strikes or grounding impacts on kerbs and speed bumps, which are common in New Zealand and Australian driving conditions. The aluminium casting can develop hairline cracks that worsen over time. Low-speed impacts that would cause no visible damage to the underbody panels can fracture the sump casting. Oil loss can be slow and go unnoticed until severe engine damage results from oil starvation.

Symptoms to notice

Oil drips or puddle under the engine after the car has been parked, ranging from minor seep to significant loss
Visible crack, dent, or scrape mark on the underside of the aluminium sump casting

What to check

Check oil level carefully before test drive.
Look for fresh oil residue on driveway.
If a workshop inspection is possible: Place vehicle on a hoist and inspect entire sump casting for hairline cracks, oil seepage, dents, or scuff marks indicating previous grounding.

Where to look: Underside of engine, cast aluminium oil sump at base of 1G-FE block

Ask the seller

“Has the car ever been grounded or had underbody damage? Has the sump been inspected on a hoist?”
“Is there any oil loss between services or any marks on the driveway?”

031G-FE Timing Belt Failure (Interference Engine)

Ask for documented belt replacement history with receipts.petrol1999–2005EngineDoes not apply$700–$1,300

CommonEngine $700–$1,300 to fix

Does not apply

The IS200's 1G-FE 2.0L inline-six is a belt-driven interference engine with a factory-recommended replacement interval of approximately 90,000 km. Many JDM imports arrive in NZ with unknown belt history. Belt failure at speed causes piston-to-valve contact, resulting in bent valves and severe cylinder head damage. This is the single highest-risk mechanical item on any XE10 IS200.

Symptoms to notice

No warning before failure — engine stops suddenly
Rough running or misfires in early belt slippage
Rattling from timing cover (worn tensioner or idler)
Engine won't crank after belt snaps

What to check

Ask for documented belt replacement history with receipts.
Inspect timing cover for oil seepage (contaminated belt accelerates wear).
Check belt condition via cover inspection port if accessible.
Confirm tensioner and water pump were replaced at the same time.

Where to look: Front of engine, behind timing cover on driver-side bank

Parts involved: Timing belt.

Ask the seller

“Has the timing belt been replaced? Can you show me the receipt?”
“What mileage was it last done at?”
“Was the tensioner, idler pulley, and water pump replaced at the same time?”

04Excessive Engine Oil Consumption (2AR-FSE / 8AR-FTS)

petrol2013–2021EngineDoes not apply$300–$7,500Read the full fault: symptoms, where to look, what to ask the seller

052GR-FSE Secondary Timing Chain Tensioner Rattle (IS350 XE20)

Cold-start the engine and listen immediately for a metallic chain rattle from the cam cover area.petrol2008–2013EngineDoes not apply$2,000–$4,500

CommonEngine $2,000–$4,500 to fix

Does not apply

The 3.5L 2GR-FSE V6 in IS350 uses a secondary timing chain on each bank to drive the VVTI sprockets. The secondary chain tensioners are prone to losing oil pressure on cold starts, allowing the chain to rattle for 5–20 seconds until oil pressure builds. Prolonged neglect can lead to chain wear and tensioner failure, requiring full timing chain service.

Symptoms to notice

Metallic rattle from top of engine on cold start, clears within 5–20 seconds
Rattle worsens in cold weather
In severe cases, rattle persists beyond warm-up
Check Engine light with VVTI-related codes (P1349, P1354)

What to check

Cold-start the engine and listen immediately for a metallic chain rattle from the cam cover area. Rattle lasting more than a few seconds is a red flag. Review oil change history — extended intervals accelerate tensioner wear. Inspect for oil sludge via dipstick.

Where to look: Secondary timing chains on both cylinder banks, behind cam covers at top of engine

Parts involved: Timing chain.

Ask the seller

“Does it rattle on cold start?”
“What is the oil change interval and oil grade used?”
“Has any timing chain work been carried out?”

068AR-FTS Timing Chain Tensioner Premature Wear

petrol2016 onwardEngineDoes not apply$1,800–$4,200Read the full fault: symptoms, where to look, what to ask the seller

071G-FE Oil Consumption and Valve Stem Seal Wear (IS200)

Check oil level and look for blue smoke during a prolonged overrun (decelerate from 80 km/h in gear without braking).petrol1999–2005EngineDoes not apply$600–$2,500

OccasionalEngine $600–$2,500 to fix

Does not apply

The 1G-FE 2.0L inline-six in the XE10 IS200 develops oil consumption through worn valve stem seals and piston rings as the engine ages past 150,000 km. The valve stem seals harden and shrink with age, allowing oil to be drawn past the guides under intake vacuum, particularly on the overrun (deceleration). Oil consumption of 0.5–1.0 L per 1,000 km is reported in high-mileage examples. Stem seal replacement is achievable with the head on the engine using a valve spring compressor and compressed air, keeping repair costs moderate if caught before ring wear sets in.

Symptoms to notice

Blue smoke from exhaust on overrun or immediately after pulling away from idle
Oil consumption noticeable between services with no external leak
Spark plugs wet or oil-fouled on inspection
Oily residue around exhaust tip

What to check

Check oil level and look for blue smoke during a prolonged overrun (decelerate from 80 km/h in gear without braking).
Remove spark plugs and inspect for oil fouling — front and rear cylinders are most affected.
Inspect exhaust tip interior for oily black deposits.
Ask seller how much oil is consumed per 5,000 km service interval.

Where to look: Cylinder head — valve stem seals; engine block — piston rings

Ask the seller

“How much oil has been topped up between the last two services?”
“Have the valve stem seals been replaced at any stage?”

08Rear Differential Bearing Noise

At highway speed, note if the noise changes when you apply or lift off the throttle (load-sensitive = diff bearing, not wheel bearing).petrol1999–2005TransmissionDoes not apply$900–$2,000

OccasionalTransmission $900–$2,000 to fix

Does not apply

High-mileage XE10 IS200 and IS300 rear differentials develop worn carrier or pinion bearings, producing a rhythmic whine or howl that changes pitch with vehicle speed but not engine speed. The diff is robust but bearing lubrication degrades over time and the oil is rarely changed on used imports. Noise is first noticeable on light throttle at 80–100 km/h.

Symptoms to notice

Whining or howling from the rear of the car that changes with road speed
Noise changes character when coasting off-throttle versus under light load
Vibration or hum through the floor at highway speed
Diff oil that is black and smells burnt on inspection

What to check

At highway speed, note if the noise changes when you apply or lift off the throttle (load-sensitive = diff bearing, not wheel bearing). Check diff oil level and condition via the fill plug — it should be amber, not black. If a workshop inspection is possible: Grab each rear wheel and check for play with the car on stands.

Where to look: Rear differential housing, centre of rear axle

Parts involved: Differential.

Ask the seller

“Has the rear differential oil ever been changed?”
“Any humming or whining from the rear at highway speed?”
“Has a mechanic ever inspected the rear diff?”

09A650E Automatic Transmission Shift Solenoid Wear

Check transmission fluid condition — dark brown or burnt smell indicates neglect.petrol1999–2005TransmissionDoes not apply$550–$1,400

OccasionalTransmission $550–$1,400 to fix

Does not apply

The A650E 6-speed automatic in the IS300 (and some IS200 variants) develops shift solenoid wear at higher mileages, causing delayed, harsh, or hunting gear changes. The transmission is generally robust but solenoid degradation causes erratic behaviour most noticeable in cold conditions or when downshifting. Fluid contamination from neglected service intervals accelerates solenoid wear.

Symptoms to notice

Delayed or harsh upshifts, especially from 1st–2nd cold
Transmission hunting between gears at cruise speed
Occasional jolt when engaging Drive from Park
Check Engine light with transmission-related fault codes (P0750–P0758 range)

What to check

Check transmission fluid condition — dark brown or burnt smell indicates neglect.
Test drive specifically in cold conditions noting shift quality from rest.
Ask for transmission service history.
If a workshop inspection is possible: A scan tool reading transmission-specific codes is valuable.

Where to look: Internal to transmission, valve body solenoid pack accessible via oil pan removal

Ask the seller

“Has the transmission fluid ever been changed?”
“Any hesitation or jerking when changing gears, especially when cold?”
“Has a scan tool ever shown any transmission fault codes?”

10Overdue timing belt service on 1G-FE / 2JZ-GE six-cylinder engines

Ask for the receipt or service book entry for the last timing belt and water pump change.petrol2000–2005EngineDoes not apply$700–$1,400

CommonEngine $700–$1,400 to fix

Does not apply

Both the IS200's 1G-FE 2.0 six and the IS300/Altezza's 2JZ-GE 3.0 six use a timing belt with a roughly 100,000 km / 8-10 year replacement interval, and buyer's guides for the XE10 flag missed belt changes as the main mechanical risk on these otherwise near-bulletproof engines. Many cheap JDM-import examples have no belt service history at all. A snapped belt at minimum strands the car and can cause valve damage; the water pump should be done at the same time.

Symptoms to notice

No symptoms until failure — this is a service-history check
Squeal or rattle from the front of the engine in worst cases

What to check

Ask for the receipt or service book entry for the last timing belt and water pump change.
Look for a belt-change sticker under the bonnet near the timing cover.
If there is no proof, budget for an immediate belt, tensioner and water pump job and negotiate accordingly.

Where to look: Front of the engine, behind the timing covers

Parts involved: Timing belt.

Ask the seller

“When was the timing belt last replaced, and is there a receipt?”
“Was the water pump done at the same time?”

11Denso low-pressure fuel pump recall — engine stall risk (IS200t/IS300/IS350)

Run the VIN through the Lexus recall lookup and confirm the fuel pump campaign shows as completed.petrol2015–2020EngineDoes not apply$0–$1,200

OccasionalEngine $0–$1,200 to fix

Does not apply

Late XE30 petrol cars are caught in the massive worldwide Denso fuel pump recall: a low-density plastic impeller inside the pump can swell in fuel, seize the pump and stall the engine without warning, sometimes with no restart. The fix is a free replacement pump, but many imports and privately traded cars have never had the recall work done. In Australia and NZ the recalls were handled through Lexus/Toyota campaigns; a VIN check confirms status.

Symptoms to notice

Engine stall while driving, especially at low speed
Long cranking or hard hot starts
Check engine light with fuel pressure codes
Rough running under load

What to check

Run the VIN through the Lexus recall lookup and confirm the fuel pump campaign shows as completed.
Ask the seller for the dealer stamp or invoice showing the recall was done.
If outstanding, book it before or immediately after purchase — it is free at a Lexus dealer.

Where to look: In-tank fuel pump, under the rear seat / fuel tank

Parts involved: Water pump.

Ask the seller

“Has the Denso fuel pump recall been completed on this VIN?”
“Has the engine ever stalled or struggled to start?”

12D-4S Direct Injection Intake Valve Carbon Buildup

Note any rough idle, cold-start hesitation, or misfires.petrol2013 onwardEngineDoes not apply$500–$1,300

Very commonEngine $500–$1,300 to fix

Does not apply

All petrol IS models use Toyota's D-4S or D-4ST dual direct/port injection system, where the direct injection path bypasses the intake valves entirely. Without fuel washing over them, oil vapour from the PCV system accumulates as hard carbon deposits on intake valve stems and combustion-chamber faces. Deposits cause rough idle, reduced power, hesitation on acceleration, and misfires — typically becoming noticeable from 60,000km and worsening progressively with every oil change cycle.

Symptoms to notice

Rough idle, particularly on cold start that may smooth as engine warms
Hesitation or stumble under light throttle acceleration below 2,500rpm
Reduced power output and lower fuel economy at high mileage
Random cylinder misfire codes P0301–P0306 at idle or low load
Hard cold start with brief white or blue smoke before idle stabilises

What to check

Note any rough idle, cold-start hesitation, or misfires.
Ask whether the intake manifold has ever been removed for walnut blasting or chemical cleaning — this is the only effective remediation.
Check for P030x misfire codes in the fault history.
Request a borescope inspection of the intake ports if mileage exceeds 60,000km.

Where to look: Intake valve heads and stems visible with borescope through the intake manifold ports

Parts involved: PCV / oil separator.

Ask the seller

“Has the intake ever been walnut blasted or professionally cleaned?”
“Has there been any rough idle, hesitation, or misfire at low speeds?”
“When was the PCV system last inspected or the catch can serviced?”

131G-FE Throttle Body and Intake Carbon Buildup

Carbon thickness of more than 2–3 mm on the blade edge is significant.petrol1999–2005EngineDoes not apply$150–$380

CommonEngine $150–$380 to fix

Does not apply

The 1G-FE's EGR system routes exhaust gases back through the intake, depositing carbon on the throttle body plate and intake ports. At higher mileages (120,000 km+) the buildup restricts airflow enough to cause rough idle, hesitation on light throttle, and an elevated idle that hunts. Cleaning is straightforward but commonly overlooked on budget-price imports.

Symptoms to notice

Rough or lumpy idle, especially cold
Idle speed hunting between 500–1000 rpm
Hesitation or stumble on light throttle application
Slightly elevated fuel consumption

What to check

Carbon thickness of more than 2–3 mm on the blade edge is significant. Check EGR valve operation and intake manifold for sooting. If a workshop inspection is possible: Remove and inspect the throttle body for heavy carbon deposits on the bore and butterfly edges.

Where to look: Throttle body on upper intake manifold; EGR valve on intake manifold driver side

Parts involved: EGR valve.

Ask the seller

“Has the throttle body been cleaned in the last 50,000 km?”
“Any rough idle or hesitation at light throttle?”

Electrical6

012AR-FXE hybrid MG2 resolver position fault

Confirm vehicle enters Ready mode reliably after multiple cold starts.hybrid2013 onwardElectricalDoes not apply$2,500–$9,000

OccasionalElectrical $2,500–$9,000 to fix

Does not apply

The IS 300h P410 hybrid transaxle contains two motor-generators. MG2 drives the front wheels and uses a resolver (rotary position sensor) to provide rotor position feedback to the inverter for precise motor control. Resolver winding degradation or connector corrosion causes intermittent or permanent loss of MG2 position data. The inverter logs resolver-related DTCs (typically in the P3000 range), the hybrid system posts a warning and enters reduced-power or non-start fail-safe. Repair requires partial or full transaxle disassembly; genuine resolver replacement is specialist work and parts are not cheap.

Symptoms to notice

Hybrid system warning light and master warning light illuminated simultaneously
Vehicle enters limp mode or reduced power mode
Vehicle fails to enter Ready mode despite apparent 12V and HV battery health
P3000-range diagnostic trouble codes stored in hybrid ECU
Intermittent loss of drive followed by temporary recovery

What to check

Confirm vehicle enters Ready mode reliably after multiple cold starts.
Verify 12V auxiliary battery condition which can generate misleading hybrid faults.
Check service history for any inverter or transaxle work.
If a workshop inspection is possible: Perform a full hybrid ECU scan with a Toyota-compatible scan tool (Techstream or equivalent) and check for resolver, inverter, or MG2-related codes.

Where to look: Hybrid transaxle (P410), MG2 motor-generator resolver, high-voltage inverter unit

Parts involved: Body corrosion.

Ask the seller

“Has the vehicle ever shown a hybrid system warning light or entered fail-safe mode?”
“Have any hybrid system components been replaced under warranty or out-of-pocket?”
“Has the vehicle been scanned for hybrid ECU codes within the last 12 months?”

02XE30 IS300h Hybrid Nickel-Metal Hydride Battery Cell Imbalance

Check for triangle warning light or hybrid system alerts on instrument cluster.hybrid2013–2020ElectricalDoes not apply$3,500–$9,000

OccasionalElectrical $3,500–$9,000 to fix

Does not apply

The IS300h XE30 uses a nickel-metal hydride (NiMH) traction battery pack consisting of multiple cell modules. With age and thermal cycling, individual cell modules develop imbalanced state-of-charge relative to neighbouring cells. The battery management system cannot fully compensate for large imbalances and responds by narrowing the usable state-of-charge window, reducing effective pack capacity. In advanced cases the system triggers a hybrid system warning and limits performance. Individual cell module replacement is possible but labour-intensive; full pack replacement is the common dealer repair.

Symptoms to notice

Reduced EV-only driving range and battery state-of-charge gauge oscillating more than normal at steady cruise
Hybrid system warning triangle on the instrument cluster, often paired with reduced power mode engagement

What to check

Check for triangle warning light or hybrid system alerts on instrument cluster.
Ask about battery age and any previous warnings.
If a workshop inspection is possible: Use a Toyota Techstream or equivalent OBD scanner to read hybrid battery cell voltage data and check for spread between highest and lowest cells.

Where to look: NiMH hybrid battery pack under rear seat/parcel shelf area

Ask the seller

“Has the hybrid battery warning light ever appeared, and has the pack been tested for cell balance?”
“What is the current vehicle mileage and has the hybrid system ever been serviced?”

03IS 300h Hybrid Traction Battery (NiMH) Capacity Degradation

Prius app or equivalent) to read individual cell block voltages and state of health percentage.hybrid2013 onwardElectricalDoes not apply$3,500–$9,000Read the full fault: symptoms, where to look, what to ask the seller

04IS300h hybrid battery ageing (nickel-metal-hydride pack)

On the test drive watch the energy monitor screen — the battery level should change gradually, not bounce between extremes.hybrid2013 onwardElectricalDoes not apply$2,500–$4,500

OccasionalElectrical $2,500–$4,500 to fix

Does not apply

Early IS300h cars are now well past 10 years old and their NiMH traction batteries are entering the age window where cell degradation shows up, especially on cars that sat unused or lived in hot regions. The system is very reliable overall, but a failing pack triggers the hybrid system warning and kills fuel economy. NZ has good third-party options (reconditioned and new packs from specialists like Infinitev) at far below dealer prices.

Symptoms to notice

Hybrid system warning light
Battery gauge jumping rapidly between full and empty
Engine running far more than usual / poor fuel economy
Weak EV-only driving at low speed

What to check

On the test drive watch the energy monitor screen — the battery level should change gradually, not bounce between extremes.
Check fuel economy history if the trip computer shows it (a healthy IS300h should average around 5.5-6.5 L/100km).
Ask for a hybrid battery health check report, which Lexus dealers and hybrid specialists can produce cheaply.

Where to look: Hybrid battery pack behind the rear seat / boot bulkhead

Ask the seller

“Has the hybrid battery ever been replaced or reconditioned?”
“Can you provide a recent hybrid health check?”

05IS 300h 12V Auxiliary Battery Failure

hybrid2013 onwardElectricalDoes not apply$200–$500Read the full fault: symptoms, where to look, what to ask the seller

06Remote Touch Interface (RTI) Touchpad Controller Failure

During the test drive, exercise the RTI touchpad through several menus and confirm the cursor tracks smoothly and responds consistently.2013–2020ElectricalDoes not apply$700–$1,900

CommonElectrical $700–$1,900 to fix

Does not apply

The XE30 IS uses Lexus's Remote Touch Interface — a trackpad-style controller on the centre console — to navigate infotainment, navigation and vehicle settings. The touchpad controller module is prone to internal electronic failure after four to seven years, presenting as erratic cursor movement, phantom inputs, or complete non-response to touch. The failure is typically in the capacitive sensing electronics rather than mechanical wear, and the unit generally requires full replacement as it cannot be economically repaired.

Symptoms to notice

Cursor jumps erratically or drifts to unintended screen areas without user input
Touchpad completely unresponsive despite the screen and head unit being powered
Phantom cursor movement when the pad is not being touched
Infotainment system periodically freezes and requires ignition cycle to reset
Clicking function works but directional touch tracking is non-functional

What to check

During the test drive, exercise the RTI touchpad through several menus and confirm the cursor tracks smoothly and responds consistently. Deliberately pause touching the pad and watch for phantom cursor movement on the screen. Confirm all screen zones respond and the click function works. A replacement controller from a dealer is expensive — verify the unit functions fully before purchase.

Where to look: Centre console between the gear selector lever and the armrest, wired to the head unit via CAN bus

Ask the seller

“Does the RTI touchpad work consistently and smoothly through all menu areas?”
“Has the multimedia or navigation system ever been repaired or the touchpad replaced?”
“Have there been any electrical faults, infotainment resets, or warning lights on the vehicle?”

Body, brakes, suspension & interior5

01IS300h brake actuator / ABS pump failure

Turn the ignition on and listen for the actuator pump priming — a short whirr is normal, but repeated or continuous running is not.hybrid2013 onwardBrakesDoes not apply$3,000–$6,000

OccasionalBrakes $3,000–$6,000 to fix

Does not apply

The IS300h uses an electro-hydraulic brake actuator that blends regenerative and friction braking. On higher-mileage cars the actuator can fail, throwing ABS/VSC/brake warning lights and in the worst cases sharply reducing brake assistance. It is a known Lexus hybrid weak point discussed at length on owner forums, and the part alone is very expensive; some owners report the pump running audibly more and more often before failure.

Symptoms to notice

ABS, VSC and brake warning lights together
Buzzing/whirring pump noise from under the bonnet repeating frequently
Hard brake pedal or longer stopping distances
Grinding or knocking noise when pressing the brake

What to check

Turn the ignition on and listen for the actuator pump priming — a short whirr is normal, but repeated or continuous running is not. On the test drive, brake firmly several times and note any warning lights, pedal inconsistency or noises. Have any stored brake system codes read before purchase.

Where to look: Brake actuator unit in the engine bay, driver's side firewall area

Ask the seller

“Has the brake actuator or ABS unit ever been replaced?”
“Have any brake system warning lights ever come on?”

02Inner Sill and Rear Quarter Panel Rust

Probe the inner sill seam below the door aperture with a small screwdriver — solid metal should resist firm pressure.petrol1999–2005Body & RustDoes not apply$900–$3,500

OccasionalBody & Rust $900–$3,500 to fix

Does not apply

NZ-climate XE10 IS200 and IS300 examples — particularly those that spent years in coastal or high-rainfall areas — develop corrosion inside the inner sill cavity and along the lower rear quarter panel seam. Rust typically begins from the inside out, so outer paint bubbling indicates significant structural rust already present. JDM imports with clean body panels can still have compromised inner sill sections.

Symptoms to notice

Paint bubbling or peeling at base of rear door aperture or sill edge
Soft or flexing sill when pressure is applied by hand
Rust-coloured water or dust when sill drain plugs removed
Visible perforation or brown staining on inner sill when inspecting from below

What to check

Probe the inner sill seam below the door aperture with a small screwdriver — solid metal should resist firm pressure.
Remove rubber bung plugs in the sill floor and look up with a torch.
Inspect rear quarter lower seam where it meets the bumper bar mounting area.
Lift carpets in the boot floor corners.

Where to look: Inner sill cavity behind front and rear doors; lower rear quarter panel seam; boot floor corners

Parts involved: Chassis and structural rust, Body corrosion.

Ask the seller

“Has the car spent time in coastal areas?”
“Have the sill areas ever been inspected or treated for rust?”
“Has any body or panel work been done on the lower sections?”

03Windscreen base water leak damaging interior electronics (XE10)

Lift the front carpet and underlay on both sides and feel for damp.petrol2000–2005Body & RustDoes not apply$400–$1,500

OccasionalBody & Rust $400–$1,500 to fix

Does not apply

First-generation IS200/IS300 windscreens can leak around the base of the glass near the heater cable, letting water track down onto the main relay/control board behind the dash. Left unfixed it causes intermittent electrical gremlins and eventually a failed control board. It is a known XE10 quirk documented in UK and AU owner clubs; there was never a recall, so it is entirely on the buyer to check.

Symptoms to notice

Damp carpet or musty smell in front footwells
Fogging windscreen from inside
Random electrical faults (wipers, blower, warning lights)

What to check

Lift the front carpet and underlay on both sides and feel for damp.
Check the lower edge of the windscreen for previous resealing (messy sealant lines).
Smell the cabin with doors closed after the car has sat overnight.
Run all electrics — blower, wipers, windows — and watch for flickers.

Where to look: Base of windscreen and front footwells, behind the dashboard

Ask the seller

“Has the windscreen ever been replaced or resealed?”
“Has the car ever had water in the footwells or unexplained electrical faults?”

04Age-related front suspension wear: control arm bushes, strut mounts, tie rod ends

On the test drive, go slowly over speed bumps and listen for front-end clunks.petrol2000–2005SuspensionDoes not apply$500–$1,500

Very commonSuspension $500–$1,500 to fix

Does not apply

XE10s are now 20+ years old and the front control arm bushings, upper strut mounts and tie rod ends are common wear items called out in buyer's guides for this specific chassis. Worn items cause clunks over bumps, vague steering and uneven tyre wear. Not dangerous immediately, but a full front-end refresh on the double-wishbone front end adds up quickly at NZ labour rates.

Symptoms to notice

Clunk or knock from the front over bumps
Vague or wandering steering
Uneven inner-edge front tyre wear

What to check

On the test drive, go slowly over speed bumps and listen for front-end clunks. With the car parked, rock the steering wheel quickly left-right and listen for knocks. Look at the front tyres for uneven wear. Check any recent WOF sheet for suspension notes.

Where to look: Front suspension — lower control arm bushes, strut tops, tie rod ends

Parts involved: Ball joint, Shock absorber / strut.

Ask the seller

“Have any suspension bushes or ball joints been replaced?”
“When was the last wheel alignment done and why?”

05Lexus IS-F XE20 Front Strut Tower Brace Creak

Open the bonnet and visually inspect strut brace mounting bolts for corrosion or movement marks.petrol2008–2013SuspensionDoes not apply$150–$500

CommonSuspension $150–$500 to fix

Does not apply

The IS-F (XE20 high-performance variant) is fitted from the factory with a front strut tower brace connecting the two front suspension towers. The brace mounting brackets use rubber isolators to prevent NVH transmission, and the bolted connections between the brace ends and the isolator housings can develop micro-movement under cornering loads. This produces a pronounced creaking or squeaking from the engine bay when the chassis is loaded, such as when cornering, exiting driveways, or on uneven surfaces. The creak is structural in origin though not a safety failure; remedied by removing the brace, cleaning contact surfaces, and re-torquing or replacing the isolator bushings.

Symptoms to notice

Creaking or squeaking sound from the engine bay when the chassis is loaded laterally, such as during cornering or traversing uneven surfaces
Creak localised to the front strut towers, audible with the window down, that stops when the suspension is unloaded on smooth straight road

What to check

Open the bonnet and visually inspect strut brace mounting bolts for corrosion or movement marks.
Rock the car side to side while listening for a creak from the engine bay.
Drive over a driveway lip and listen for a single creak from the front.
Check isolator bushings for cracking or compression set.

Where to look: Front strut tower brace mounting points on both strut towers under bonnet

Parts involved: Shock absorber / strut.

Ask the seller

“Does the car creak from the engine bay area when cornering or going over driveway lips?”
“Has the strut brace been removed and re-torqued as part of any service?”

Fluid leaks2

01Fuel tank vent tube can crack and leak fuel, recall (XE30 IS 200t / IS 250 / IS 300h / IS 350 2013-2018)

Ask for proof the fuel tank vent tube recall (XGG71 or the Japanese equivalent) has been done.2013–2018Fluid LeaksDoes not apply$0–$800

OccasionalFluid Leaks $0–$800 to fix

Does not apply

XE30 generation Lexus IS models built 2013 to 2018, including the IS 350 with the 3.5 2GR-FSE V6, are covered by a safety recall (Australian campaign XGG71) because the fuel tank vent tube can develop a stress crack. Over time the crack can grow and let fuel leak, and leaking fuel near an ignition source can start a fire. The recall repair is free at a Lexus dealer. Japanese-import cars may sit under a different recall, so have the VIN checked.

Symptoms to notice

Smell of petrol around the car, especially after refuelling
Damp patch or drips under the rear of the car
Fuel gauge dropping faster than expected

What to check

Ask for proof the fuel tank vent tube recall (XGG71 or the Japanese equivalent) has been done. Walk around the car and sniff for petrol near the rear wheels and fuel filler, and look under the back with a phone torch for wet patches or fuel staining. If a workshop inspection is possible: have a Lexus dealer run the VIN for open recalls and inspect the vent tube with the car on a hoist.

Where to look: Fuel tank vent tube, at the fuel tank under the rear of the car

Ask the seller

“Has the fuel tank vent tube recall been done?”
“Have you ever smelt petrol around the car?”
“Is this an NZ-new car or a Japanese import?”

02XE10 Power Steering Rack and Pump Seal Leaks

With the engine running and wheels on full lock, inspect the steering rack boots for oily wetness or swelling.petrol1999–2005Fluid LeaksDoes not apply$400–$1,500

CommonFluid Leaks $400–$1,500 to fix

Does not apply

The hydraulic power steering rack and pump on the XE10 IS200 and IS300 develop seal leaks as the rubber hardens past 15 years of age. Leaks originate from rack end seals, pump shaft seal, or high-pressure hose crimps. Power steering fluid weeps onto subframe components and can cause rack stiffness or growling. While rarely a safety-critical failure, a neglected leak eventually leads to pump cavitation and accelerated wear. Replacement racks and pumps are becoming harder to source new, pushing costs toward reconditioned units.

Symptoms to notice

Power steering fluid reservoir level drops over weeks without visible puddle under car
Groaning or whining from steering column area when turning at low speed
Oily residue or staining on steering rack boots and subframe
Steering wheel stiffness at full lock that worsens when fluid is low

What to check

With the engine running and wheels on full lock, inspect the steering rack boots for oily wetness or swelling.
Check the power steering reservoir level and fluid colour (brown or milky fluid indicates contamination or overheating).
Inspect the pump body and high-pressure hose connections for seeping fluid.
Listen for groaning at full steering lock on a cold engine.

Where to look: Steering rack centre section and pump — front subframe area

Parts involved: Steering rack.

Ask the seller

“Has the power steering fluid ever required topping up, or been changed?”
“Has any workshop noted a power steering rack or pump leak on inspection?”

Lexus IS faults in detail

Narrowed to the Lexus IS · 2007. Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

2AD-FHV Diesel EGR Valve Carbon Fouling and DPF CloggingMajor · Engine 4GR-FSE Excessive Oil Consumption (IS250)Major · Engine A960E Torque Converter Cold Shudder (IS250)Major · Transmission FSE Direct Injection Intake Valve Carbon BuildupMajor · Engine IS250 4GR-FSE intake valve carbon build-up (direct injection, no port injectors)Major · Engine IS250 Rear Brake Caliper SeizureMajor · Brakes

What these repairs cost on other cars

Some of the Lexus IS’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Lexus models

Lexus NX22 documented faults Lexus RX21 documented faults Lexus GS19 documented faults Lexus UX16 documented faults Lexus ES12 documented faults Lexus LS12 documented faults

Lexus IS buyer questions

Is the Lexus IS reliable?

Like any used car, it depends on the specific example and its service history. Across the 41 documented faults for the Lexus IS, the recurring problem areas are electrical, brakes, and engine. A Lexus IS with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Lexus IS?

We've catalogued 41 known faults for the Lexus IS, covering electrical, brakes, and engine. All 41 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Lexus IS?

Most single repairs on the Lexus IS fall between $700–$1,900 at NZ independent-workshop rates. Some of the 41 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Lexus IS?

Yes. A Lexus IS inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.