All 2006 Lexus GS REVIEWS here (updated 3/23/05)
03-31-05, 11:25 PM
#16
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Posts: n/a
Supplied by super-mod, Genearch
(Sick.. please feel free to copy this to the reviews thread)
http://www.theautochannel.com/F/news...17/015056.html
DRIVING DOWN THE ROAD
WITH CAREY RUSS
When it debuted in the second-generation Lexus GS lineup in model year 1998, the V8-powered GS400 added serious performance to Lexus's expected refinement and luxury. Its styling was an evolution of that introduced on the original inline six-cylinder GS 300 back in 1993, but bolder and with more attitude. Few parts underneath that skin interchanged with the earlier GS. And performance was steadily increased. The factory even started a successful racing effort in 1999. For the 2001 model year, a new and larger engine bumped the performance factor further as the GS 400 became the GS 430.
We're barely into 2005, but the 2006 GS is now here. And, while the styling is a further refinement of the now-familiar GS coupe-like theme, there are again some very significant changes under the skin. The third-generation GS is a technological tour de force that points to future directions for all Lexus cars, not only in looks but in materials and sophisticated electronic control systems as well.
Lexus has a motto that goes as follows: ``Anticipate a customer's needs and desires and meet or exceed them.'' This refers not only to the expected (and unexpected) comfort and convenience elements, which are designed to do just that, but additionally in the GS 430, elements of ride, handling, and vehicle control. ``Adaptive Vehicle Suspension'' (AVS) automatically selects the appropriate suspension damping level. The ``Vehicle Dynamics Integrated Management'' system (VDIM) integrates sensors and controls from the ``Electronically Controlled Brake'' (ECB), ``Variable Gear Ratio Steering'' (VGRS), Electronic Power Steering'' (EPS), ``Vehicle Stability Control'' (VSC), antilock braking, brake assist, electronic brake force distribution (EBD), electronic throttle, and engine management systems to monitor conditions, anticipate the onset of a skid or slide, and enhance control with a combination of braking, throttle, and steering control. For instance, VSC could gently use one specific brake to help get the car in line, while VGRS dials up quicker steering response and ECB provides faster overall braking response. If it sounds like an alphabet soup of acronyms appropriate to jet fighter technology, well, it is. And, as there are redundant control systems in aircraft, so the ECB system is backed up by conventional hydraulic controls.
Between the first time I saw and drove the new GS, at the regional press introduction a few weeks ago, and the past week, which I spent with a new GS 430 at home, I had the opportunity to drive one for a few laps around the Laguna Seca racetrack. It was completely happy in that environment, and felt as solid, stable, and maneuverable as any of its competitors. Back at home, I've had few cars that have gotten as many compliments from as wide a variety of people. Lexus is no longer the newcomer in the sports-luxury field, it is a serious competitor, and the new GS 430 is a fine example of a contemporary sports-luxury car.
APPEARANCE: Slick trick - although the new GS is actually slightly larger overall than its predecessor, by an inch or less in most dimensions, its smoother new styling makes it look smaller. The restyling is more evolutionary than revolutionary - visualize a generation two GS, then smooth out the front, and, with a more gentle slope, extend the rear of the greenhouse rearwards, almost to the lip of the trunk lid. The trademark four headlights remain in front, as does the waterfall grille, but both the lights and grille have been made smaller and sleeker. At the sides, a prominent shoulder line visually splits the upper and lower body parts, and moderately-blistered front fenders hint at performance. The rear is the most changed part, with the old front-mimicking quad separate taillights replaced by lights integrated two on a side under inclusive covers. My test GS 430 came equipped with ultra-low profile performance tires on metallic gray-finished alloy wheels that did an admirable job of camouflaging brake dust.
COMFORT: Put the ``Smart Access'' keyless entry fob in your pocket, and walk up to a new GS. The car will chirp as it automatically unlocks. Open the door and get in. With your foot on the brake pedal, press the ``start'' button. No, Lexus is not the first manufacturer to use such a system, but the Lexus implementation is one of the most functional. It'll be had to go back to an old-fashioned key. Once inside, welcome to the new look of Lexus. While the expected sumptuous comfort is there, with excellent standard heated perforated leather seats, wood trim, and all of the usual power accessories, the styling is fresh and more angular. Control and instrument layout enhances the driving experience, and requires no complex learning curve on the part of the driver. The main instruments have machined aluminum facings, and use a unique lighting system that makes them easily visible at all times. Less-used controls are hidden behind a panel to the left of the steering wheel. The interface for the optional navigation system is a major improvement over the last generation. Instead of having the audio, climate, and other systems controlled from sub (and sub-sub-sub...) menus on the touch screen, the major systems are controlled by well-marked buttons surrounding the screen. Touch menus are used as sparingly as possible. Intuitive, no learning curve, no confusion! The extra two inches added to the wheelbase seems to have gone into rear-seat legroom, which should make tall passengers happy.
SAFETY: And you thought we were done with the acronyms.... Besides having all of the expected passive safety devices including front, side, knee, and side curtain airbags, and active safety enhanced by VDIM, the new Lexus GS's ``Omni Directional Compatibility Body Structure'' (ODBCS) surrounds occupants with controlled-crushable front, rear, and side zones. The optional ``Pre-Collision Syst***' (PCS) uses a radar sensor to detect obstacles in front of the car and computerized systems to quicken the car's reflexes if a collision is deemed imminent.
RIDE AND HANDLING: Performance driving requires firm spring and shock settings to minimize weight transfer from acceleration, deceleration, and cornering. A luxury ride requires softer settings for comfort. In the GS 430, both requirements are met. The new suspension incorporates both anti-lift and anti-squat geometry to handle fore-and-aft weight transfer. The driver can select ``normal'' or ``sport'' modes for the AVS variable-damping shocks. ``Sport'' is a touch firmer, and still quite comfortable. As mentioned, the GS 430 acquitted itself very well on the track, at a speed level higher than I'd drive on the street. It was also as smooth, quiet, and comfortable as expected on the highway and around town. The VGRS allows good steering feedback and road feel, with effort appropriate to road speed, and never feels numb.
PERFORMANCE: The 2006 GS 430's namesake engine is mostly unchanged. No complaints there - 300 horsepower (at 5600 rpm) and 325 lb-ft of torque (at 3400 rpm) from a 4.3-liter V8 are not anemic, and average fuel economy in the neighborhood of 20 mpg is good for a high-performance sedan. The major driveline change this year is the transmission. The old five-speed automatic has given way to a new manually-shiftable six-speed. More ratios and smaller steps between them mean improved performance and economy. VVT-i variable valve timing helps give a broad torque curve, so that shifting is rarely necessary.
CONCLUSIONS: Warning to all competitors: With the new 2006 GS 430, Lexus has its sights on becoming the benchmark in the sports-luxury class as it is in the regular luxury class.
(Sick.. please feel free to copy this to the reviews thread)
http://www.theautochannel.com/F/news...17/015056.html
DRIVING DOWN THE ROAD
WITH CAREY RUSS
When it debuted in the second-generation Lexus GS lineup in model year 1998, the V8-powered GS400 added serious performance to Lexus's expected refinement and luxury. Its styling was an evolution of that introduced on the original inline six-cylinder GS 300 back in 1993, but bolder and with more attitude. Few parts underneath that skin interchanged with the earlier GS. And performance was steadily increased. The factory even started a successful racing effort in 1999. For the 2001 model year, a new and larger engine bumped the performance factor further as the GS 400 became the GS 430.
We're barely into 2005, but the 2006 GS is now here. And, while the styling is a further refinement of the now-familiar GS coupe-like theme, there are again some very significant changes under the skin. The third-generation GS is a technological tour de force that points to future directions for all Lexus cars, not only in looks but in materials and sophisticated electronic control systems as well.
Lexus has a motto that goes as follows: ``Anticipate a customer's needs and desires and meet or exceed them.'' This refers not only to the expected (and unexpected) comfort and convenience elements, which are designed to do just that, but additionally in the GS 430, elements of ride, handling, and vehicle control. ``Adaptive Vehicle Suspension'' (AVS) automatically selects the appropriate suspension damping level. The ``Vehicle Dynamics Integrated Management'' system (VDIM) integrates sensors and controls from the ``Electronically Controlled Brake'' (ECB), ``Variable Gear Ratio Steering'' (VGRS), Electronic Power Steering'' (EPS), ``Vehicle Stability Control'' (VSC), antilock braking, brake assist, electronic brake force distribution (EBD), electronic throttle, and engine management systems to monitor conditions, anticipate the onset of a skid or slide, and enhance control with a combination of braking, throttle, and steering control. For instance, VSC could gently use one specific brake to help get the car in line, while VGRS dials up quicker steering response and ECB provides faster overall braking response. If it sounds like an alphabet soup of acronyms appropriate to jet fighter technology, well, it is. And, as there are redundant control systems in aircraft, so the ECB system is backed up by conventional hydraulic controls.
Between the first time I saw and drove the new GS, at the regional press introduction a few weeks ago, and the past week, which I spent with a new GS 430 at home, I had the opportunity to drive one for a few laps around the Laguna Seca racetrack. It was completely happy in that environment, and felt as solid, stable, and maneuverable as any of its competitors. Back at home, I've had few cars that have gotten as many compliments from as wide a variety of people. Lexus is no longer the newcomer in the sports-luxury field, it is a serious competitor, and the new GS 430 is a fine example of a contemporary sports-luxury car.
APPEARANCE: Slick trick - although the new GS is actually slightly larger overall than its predecessor, by an inch or less in most dimensions, its smoother new styling makes it look smaller. The restyling is more evolutionary than revolutionary - visualize a generation two GS, then smooth out the front, and, with a more gentle slope, extend the rear of the greenhouse rearwards, almost to the lip of the trunk lid. The trademark four headlights remain in front, as does the waterfall grille, but both the lights and grille have been made smaller and sleeker. At the sides, a prominent shoulder line visually splits the upper and lower body parts, and moderately-blistered front fenders hint at performance. The rear is the most changed part, with the old front-mimicking quad separate taillights replaced by lights integrated two on a side under inclusive covers. My test GS 430 came equipped with ultra-low profile performance tires on metallic gray-finished alloy wheels that did an admirable job of camouflaging brake dust.
COMFORT: Put the ``Smart Access'' keyless entry fob in your pocket, and walk up to a new GS. The car will chirp as it automatically unlocks. Open the door and get in. With your foot on the brake pedal, press the ``start'' button. No, Lexus is not the first manufacturer to use such a system, but the Lexus implementation is one of the most functional. It'll be had to go back to an old-fashioned key. Once inside, welcome to the new look of Lexus. While the expected sumptuous comfort is there, with excellent standard heated perforated leather seats, wood trim, and all of the usual power accessories, the styling is fresh and more angular. Control and instrument layout enhances the driving experience, and requires no complex learning curve on the part of the driver. The main instruments have machined aluminum facings, and use a unique lighting system that makes them easily visible at all times. Less-used controls are hidden behind a panel to the left of the steering wheel. The interface for the optional navigation system is a major improvement over the last generation. Instead of having the audio, climate, and other systems controlled from sub (and sub-sub-sub...) menus on the touch screen, the major systems are controlled by well-marked buttons surrounding the screen. Touch menus are used as sparingly as possible. Intuitive, no learning curve, no confusion! The extra two inches added to the wheelbase seems to have gone into rear-seat legroom, which should make tall passengers happy.
SAFETY: And you thought we were done with the acronyms.... Besides having all of the expected passive safety devices including front, side, knee, and side curtain airbags, and active safety enhanced by VDIM, the new Lexus GS's ``Omni Directional Compatibility Body Structure'' (ODBCS) surrounds occupants with controlled-crushable front, rear, and side zones. The optional ``Pre-Collision Syst***' (PCS) uses a radar sensor to detect obstacles in front of the car and computerized systems to quicken the car's reflexes if a collision is deemed imminent.
RIDE AND HANDLING: Performance driving requires firm spring and shock settings to minimize weight transfer from acceleration, deceleration, and cornering. A luxury ride requires softer settings for comfort. In the GS 430, both requirements are met. The new suspension incorporates both anti-lift and anti-squat geometry to handle fore-and-aft weight transfer. The driver can select ``normal'' or ``sport'' modes for the AVS variable-damping shocks. ``Sport'' is a touch firmer, and still quite comfortable. As mentioned, the GS 430 acquitted itself very well on the track, at a speed level higher than I'd drive on the street. It was also as smooth, quiet, and comfortable as expected on the highway and around town. The VGRS allows good steering feedback and road feel, with effort appropriate to road speed, and never feels numb.
PERFORMANCE: The 2006 GS 430's namesake engine is mostly unchanged. No complaints there - 300 horsepower (at 5600 rpm) and 325 lb-ft of torque (at 3400 rpm) from a 4.3-liter V8 are not anemic, and average fuel economy in the neighborhood of 20 mpg is good for a high-performance sedan. The major driveline change this year is the transmission. The old five-speed automatic has given way to a new manually-shiftable six-speed. More ratios and smaller steps between them mean improved performance and economy. VVT-i variable valve timing helps give a broad torque curve, so that shifting is rarely necessary.
CONCLUSIONS: Warning to all competitors: With the new 2006 GS 430, Lexus has its sights on becoming the benchmark in the sports-luxury class as it is in the regular luxury class.
04-02-05, 10:14 PM
#17
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Posts: n/a
http://research.cars.com/go/crp/revi...&revlogtype=20
Dan Neil
LATimes.com
March 30, 2005
Considering the precarious state of world oil supplies and the increasing misery at the pump, it might seem any company hawking a pair of new luxury sport sedans is as out of touch as a Russian street vendor selling Romanov trading cards in 1918.
We may find our way out of this wilderness but it won't be at the wheel of rubber-boiling nouveau-riche rockets like the 2006 Lexus GS sedans. And yet ...
Last week, at the New York International Auto Show, Lexus unveiled a hybrid gas-electric version of its GS sedan. Due in spring 2006, the GS450h is the world's first hybrid luxury sedan and, like the Lexus RX400h written about here a few weeks ago, uses a rear-mounted permanent-magnet motor to help drive the rear wheels (previous hybrids have been front-drive only). Under the hybrid's hood is a new, direct-injection 3.5-liter V-6 that conspires with the electric motor to: A, spit the car to 60 mph in less than six seconds and, B, return fuel mileage comparable to the thriftiest of hair-shirt econo-boxes.
But with a sticker price expected to be well into the $60,000 range, there will be nothing inconspicuous about the GS450h's consumption. It is certainly arguable whether Lexus' plans to hybridize all its offerings - from the leviathan LX-series SUVs to its IS sedans - will save appreciable amounts of gasoline.
However, buried deep in the fact sheets of the GS-series is evidence of another fuel-saving strategy that could be at least as important. With the GS, Lexus has incentivized the smaller engine.
Typically, when companies offer engine options, the models with the smaller displacements are deprived of some of the most desirable features even as cost-extra options - things such as navigation and park-assist systems, high-line audio, high-performance headlamps and other luxuries that have nothing to do with performance. The domestics are notorious for this, and the motive is obvious: to encourage buyers to step up to the more expensive car, even if they don't need the bigger engine.
But what if - and there's no "if" about it - the more covetable car is less fuel-efficient?
The GS is available with two engines: The GS300 comes with the new V-6 (the previous six-banger was an inline model) good for 245 hp; the GS430 motivator is the more familiar 4.3-liter V-8 (300 hp). The smaller engine returns EPA fuel economy of 22 miles per gallon city and 30 mpg highway and propels the car to 60 mph in 6.8 seconds - a rate of acceleration that only a few years ago would have had Camaro owners bursting buttons. The GS430 gets 18/25 city/highway mileage and shaves a second off its sibling's 0-60 mph pace (5.7 seconds, says Lexus).
Lexus barely differentiates between the GS300 ($42,900) and the GS430 ($51,125) models. Both are equipped with a slew of gorgeous standard features, including six-speed automatic transmission; leather and wood; 10-way power driver and passenger seats; keyless-entry and push-button start; rain-sensing wipers; tire-pressure monitoring; a full complement of airbags, including knee bolster airbags for front occupants. Optional for both cars: moonroof, navigation system, adaptive headlamps, rear backup camera and the stupendous Mark Levinson surround-sound system with its 14 speakers and kajillion watts of power.
Exclusive to the GS430 are two major features: the adaptive/variable suspension and the new Vehicle Dynamics Integrated Management (VDIM) system. VDIM brings all the car's handling systems - anti-lock brakes, traction and stability control, brake-force distribution and assist - as well as the car's electronic throttle, e-brake and e-steering under a holistic regime of seamless integration, smoothly coordinated with one another in a computer-mediated colloquy.
However, only the GS300 is available as an all-wheel-drive model ($44,850). And if I have the choice between all-wheel drive and some gizmonic handling package that includes variable-gear e-steering (which I find e-nnoying) I'll take AWD every time, and consider better fuel economy as a net-plus.
The GS300 AWD model loses only a tenth in the 60-mph sprint (6.9 seconds) and returns still creditable fuel mileage of 21/27 mpg city/highway.
With acceleration like that, no one is going to step out of the GS300 thinking it's a punk. The engine deploys the latest in internal-combustion niftiness to wring power out of every drop of gas. It uses direct injection, as contrasted to port injection, for a more finely metered fuel-air charge. It also uses a "swirl-control valve" in the intake manifold that increases turbulence in the fuel-air charge for more thorough combustion. Combined with variable-valve timing and lift, low-friction and low-mass bits and pieces in the cylinder heads, and other motor massaging, the V-6 offers serious thump (245 hp at 6,200 rpm and 230 pound-feet of torque at 3,600 rpm) while attaining Ultra Low Emissions Vehicle (ULEV) ratings. Stitched to the close-ratio six-speed tranny, the engine feels effortlessly ready and rich with torque at all speeds and throttle positions.
In terms of dynamics, both GS300 and GS430 models have that liquid-steel feeling that Lexus has patented - stout, stable, at ease, but not truly toss-able and lively. These are big, heavy cars (the GS430 weighs in at 3,745 pounds), and the VDIM e-handling regime gives the performance-minded GS430 a remote, astringent quality, a highly synthesized version of road feel. I suppose one day I'll get used to e-steering and e-brakes, and I acknowledge the advantages, but I still long for gears and hydraulics at my hands and feet.
One page of my notes has "GRABBY BRAKES!" in oversized letters. The 13-inch discs in the GS430 are really aggressive, and it's a surprise, in a car with so much tactile syrup poured over the controls, that the brakes come on like a race car's.
The GS exterior design is restrained and well considered, almost to a fault. The greenhouse, the glassy part of the car around the cabin, and the rear roof pillar have been pulled back into a mock fastback shape reminiscent of the Nissan Maxima/Altima. This is a nice-looking car but not quite irresistible. Somebody should give these guys Pininfarina's phone number.
The GS cars' interiors have some fun features, including electro-chromatic glass over the instruments that automatically adjusts depending on outside lighting levels. The car's nighttime ambience is interlaced with more key lights and pin spots than a Vanity Fair photo shoot; LED-sourced pools of light well up and evaporate as the doors open and close.
The parking impaired will love the GS cars. A rear-view camera is an option with the navigation system; also available is the new Lexus Intuitive Parking Assist system that proffers advice on steering when the system detects an obstacle at close range. Wouldn't you know it: Even with all these parking aids, my wife managed to scrape the GS430 on a high curb. Oops. Sorry, Lexus.
Seal-sleek and masterfully constructed, the Lexus GS sedans are handsome, high-tech cars, but that in itself is no surprise. What is unexpected is a price structure that makes the more fuel efficient, less powerful car every bit as tempting as the one with the big honking V-8.
It would be nice to think that it's the beginning of a trend, that soon carmakers will de-couple luxury from extravagance.
Automotive critic Dan Neil
can be reached at dan.neil@latimes.com.
*
(BEGIN TEXT OF INFOBOX)
2006 Lexus GS300/GS300 AWD/GS430
Prices: $42,900 (GS300);$44,850 (GS300 AWD); $51,125 (GS430), plus $650 delivery
Powertrain: GS300 - 3.5-liter direct-injection 24-valve V-6, variable-valve timing and lift, electronic throttle, six-speed automatic transmission, rear-wheel drive or all-wheel drive; GS430 - 4.3-liter, sequential- multi-port fuel injected, 48-valve V-8, variable-valve timing and lift, electronic throttle, six-speed automatic transmission, rear-wheel drive
Horsepower: 245 at 6,200 rpm (GS300); 300 at 5,600 rpm (GS430)
Torque: 230 pound-feet at 3,600 rpm (GS300); 325 pound-feet at 3,400 rpm (GS430)
Curb weight: 3,536 pounds (GS300); 3,760 pounds (GS300 AWD); 3,745 pounds (GS430)
0-60 mph: 6.8 seconds (GS300); 6.9 seconds (GS300 AWD); 5.7 seconds (GS430)
Wheelbase: 112.2 inches
Overall length: 190.1 inches
EPA mileage: 22 miles per gallon city, 30 mpg highway (GS300); 21/27 (GS300 AWD); 18/25 (GS430)
Final thoughts: Small is beautiful
Dan Neil
LATimes.com
March 30, 2005
Considering the precarious state of world oil supplies and the increasing misery at the pump, it might seem any company hawking a pair of new luxury sport sedans is as out of touch as a Russian street vendor selling Romanov trading cards in 1918.
We may find our way out of this wilderness but it won't be at the wheel of rubber-boiling nouveau-riche rockets like the 2006 Lexus GS sedans. And yet ...
Last week, at the New York International Auto Show, Lexus unveiled a hybrid gas-electric version of its GS sedan. Due in spring 2006, the GS450h is the world's first hybrid luxury sedan and, like the Lexus RX400h written about here a few weeks ago, uses a rear-mounted permanent-magnet motor to help drive the rear wheels (previous hybrids have been front-drive only). Under the hybrid's hood is a new, direct-injection 3.5-liter V-6 that conspires with the electric motor to: A, spit the car to 60 mph in less than six seconds and, B, return fuel mileage comparable to the thriftiest of hair-shirt econo-boxes.
But with a sticker price expected to be well into the $60,000 range, there will be nothing inconspicuous about the GS450h's consumption. It is certainly arguable whether Lexus' plans to hybridize all its offerings - from the leviathan LX-series SUVs to its IS sedans - will save appreciable amounts of gasoline.
However, buried deep in the fact sheets of the GS-series is evidence of another fuel-saving strategy that could be at least as important. With the GS, Lexus has incentivized the smaller engine.
Typically, when companies offer engine options, the models with the smaller displacements are deprived of some of the most desirable features even as cost-extra options - things such as navigation and park-assist systems, high-line audio, high-performance headlamps and other luxuries that have nothing to do with performance. The domestics are notorious for this, and the motive is obvious: to encourage buyers to step up to the more expensive car, even if they don't need the bigger engine.
But what if - and there's no "if" about it - the more covetable car is less fuel-efficient?
The GS is available with two engines: The GS300 comes with the new V-6 (the previous six-banger was an inline model) good for 245 hp; the GS430 motivator is the more familiar 4.3-liter V-8 (300 hp). The smaller engine returns EPA fuel economy of 22 miles per gallon city and 30 mpg highway and propels the car to 60 mph in 6.8 seconds - a rate of acceleration that only a few years ago would have had Camaro owners bursting buttons. The GS430 gets 18/25 city/highway mileage and shaves a second off its sibling's 0-60 mph pace (5.7 seconds, says Lexus).
Lexus barely differentiates between the GS300 ($42,900) and the GS430 ($51,125) models. Both are equipped with a slew of gorgeous standard features, including six-speed automatic transmission; leather and wood; 10-way power driver and passenger seats; keyless-entry and push-button start; rain-sensing wipers; tire-pressure monitoring; a full complement of airbags, including knee bolster airbags for front occupants. Optional for both cars: moonroof, navigation system, adaptive headlamps, rear backup camera and the stupendous Mark Levinson surround-sound system with its 14 speakers and kajillion watts of power.
Exclusive to the GS430 are two major features: the adaptive/variable suspension and the new Vehicle Dynamics Integrated Management (VDIM) system. VDIM brings all the car's handling systems - anti-lock brakes, traction and stability control, brake-force distribution and assist - as well as the car's electronic throttle, e-brake and e-steering under a holistic regime of seamless integration, smoothly coordinated with one another in a computer-mediated colloquy.
However, only the GS300 is available as an all-wheel-drive model ($44,850). And if I have the choice between all-wheel drive and some gizmonic handling package that includes variable-gear e-steering (which I find e-nnoying) I'll take AWD every time, and consider better fuel economy as a net-plus.
The GS300 AWD model loses only a tenth in the 60-mph sprint (6.9 seconds) and returns still creditable fuel mileage of 21/27 mpg city/highway.
With acceleration like that, no one is going to step out of the GS300 thinking it's a punk. The engine deploys the latest in internal-combustion niftiness to wring power out of every drop of gas. It uses direct injection, as contrasted to port injection, for a more finely metered fuel-air charge. It also uses a "swirl-control valve" in the intake manifold that increases turbulence in the fuel-air charge for more thorough combustion. Combined with variable-valve timing and lift, low-friction and low-mass bits and pieces in the cylinder heads, and other motor massaging, the V-6 offers serious thump (245 hp at 6,200 rpm and 230 pound-feet of torque at 3,600 rpm) while attaining Ultra Low Emissions Vehicle (ULEV) ratings. Stitched to the close-ratio six-speed tranny, the engine feels effortlessly ready and rich with torque at all speeds and throttle positions.
In terms of dynamics, both GS300 and GS430 models have that liquid-steel feeling that Lexus has patented - stout, stable, at ease, but not truly toss-able and lively. These are big, heavy cars (the GS430 weighs in at 3,745 pounds), and the VDIM e-handling regime gives the performance-minded GS430 a remote, astringent quality, a highly synthesized version of road feel. I suppose one day I'll get used to e-steering and e-brakes, and I acknowledge the advantages, but I still long for gears and hydraulics at my hands and feet.
One page of my notes has "GRABBY BRAKES!" in oversized letters. The 13-inch discs in the GS430 are really aggressive, and it's a surprise, in a car with so much tactile syrup poured over the controls, that the brakes come on like a race car's.
The GS exterior design is restrained and well considered, almost to a fault. The greenhouse, the glassy part of the car around the cabin, and the rear roof pillar have been pulled back into a mock fastback shape reminiscent of the Nissan Maxima/Altima. This is a nice-looking car but not quite irresistible. Somebody should give these guys Pininfarina's phone number.
The GS cars' interiors have some fun features, including electro-chromatic glass over the instruments that automatically adjusts depending on outside lighting levels. The car's nighttime ambience is interlaced with more key lights and pin spots than a Vanity Fair photo shoot; LED-sourced pools of light well up and evaporate as the doors open and close.
The parking impaired will love the GS cars. A rear-view camera is an option with the navigation system; also available is the new Lexus Intuitive Parking Assist system that proffers advice on steering when the system detects an obstacle at close range. Wouldn't you know it: Even with all these parking aids, my wife managed to scrape the GS430 on a high curb. Oops. Sorry, Lexus.
Seal-sleek and masterfully constructed, the Lexus GS sedans are handsome, high-tech cars, but that in itself is no surprise. What is unexpected is a price structure that makes the more fuel efficient, less powerful car every bit as tempting as the one with the big honking V-8.
It would be nice to think that it's the beginning of a trend, that soon carmakers will de-couple luxury from extravagance.
Automotive critic Dan Neil
can be reached at dan.neil@latimes.com.
*
(BEGIN TEXT OF INFOBOX)
2006 Lexus GS300/GS300 AWD/GS430
Prices: $42,900 (GS300);$44,850 (GS300 AWD); $51,125 (GS430), plus $650 delivery
Powertrain: GS300 - 3.5-liter direct-injection 24-valve V-6, variable-valve timing and lift, electronic throttle, six-speed automatic transmission, rear-wheel drive or all-wheel drive; GS430 - 4.3-liter, sequential- multi-port fuel injected, 48-valve V-8, variable-valve timing and lift, electronic throttle, six-speed automatic transmission, rear-wheel drive
Horsepower: 245 at 6,200 rpm (GS300); 300 at 5,600 rpm (GS430)
Torque: 230 pound-feet at 3,600 rpm (GS300); 325 pound-feet at 3,400 rpm (GS430)
Curb weight: 3,536 pounds (GS300); 3,760 pounds (GS300 AWD); 3,745 pounds (GS430)
0-60 mph: 6.8 seconds (GS300); 6.9 seconds (GS300 AWD); 5.7 seconds (GS430)
Wheelbase: 112.2 inches
Overall length: 190.1 inches
EPA mileage: 22 miles per gallon city, 30 mpg highway (GS300); 21/27 (GS300 AWD); 18/25 (GS430)
Final thoughts: Small is beautiful
04-03-05, 11:18 AM
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04-07-05, 01:05 AM
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http://www.channel4.com/4car/road-te...05-/gs05-.html
Assets
High-tech safety kit, refinement, hybrid option, Lexus reliability and quality, handsome looks
Drawbacks
No diesel option, hard ride, poor steering feel, lack of character; VDIM and pre-crash safety systems only in GS430 model
Verdict
It's not quite the all-out sports saloon Lexus claims it to be, but it's a comfortable, sophisticated, high-quality choice with some unique touches
First launched in 1991, the GS-series is Lexus's contender in the BMW 5-Series/Mercedes E-Class/Audi A6/Jaguar S-Type sector. Its first two iterations have been very US-focussed, with an emphasis on comfort and luxury rather than driving pleasure, but this high-tech third-generation model has been developed with far more sporting aspirations. Rear-wheel drive, it comes with an all-new 3.0 V6 (245bhp) or a revised version of the 4.3 V8 (279bhp) petrol engine, and a hybrid petrol-electric model, to be called GS450h, will follow next year. There won't be a diesel version, however - with the bulk of Lexus sales in the USA, developing such a model wasn't deemed worthwhile.
Built on an all-new platform, the GS boasts a hugely impressive level of safety equipment. Besides up to 12 airbags (and a chart-topping five-star score in the Euro NCAP crash tests), the top GS430 models have a pre-crash safety system which uses sensors to detect if a collision is imminent, and thus prepares the seatbelts for optimum restraint and primes the emergency braking back-up. A new electronic programme called VDIM (Vehicle Dynamics Integrated Management) co-ordinates the ABS anti-lock brakes, traction control, stability control, brakeforce distribution plus the variable steering ratios, adaptive variable suspension and adaptive cruise control, to fine-tune driver assistance and help ever more to keep the car on track in an emergency situation.
Very well-equipped, with kit including adaptive front headlights and dual-zone climate control as standard, the GS Mk3 has a longer wheelbase, more cabin space and an improved ride over its predecessor, itself a very comfortable car. It's altogether more modern-looking, with a much-updated interior and more aggressive exterior looks, and although it still has a bit of a made-for-the-US feel to it, it's much more Euro-friendly than before both in terms of its styling and its driving dynamics.
Lexus consistently tops reliability, quality and customer satisfaction surveys in the US and Europe, always lauded for great customer service and highly-rated in terms of the entire ownership experience. You can't really argue with that. Even the hybrid promises to be trust-worthy, with the technology well-proven in the Prius. We're just holding off on the full five stars, however, as the VDIM and other electronic systems are immensely complex and new to production, though Lexus has, of course, carried out an extensive testing programme. And the (early-build) cars on the press launch had some very minor glitches: problems with the keyless entry and ignition saw one car fail to start and others refuse to release their bootlids. This should be fixed for customer cars, however.
Image rating
In the USA, Lexus is regarded as a fully-fledged premium brand alongside the upper-echelon German marques, but it still doesn't have quite the same blue-chip appeal here, where many cynical Brits still see its models as jumped-up Toyotas. The GS is a good-looking car, however, much less overdone and fussy-looking than before. The slung-back cabin and long bonnet give it a muscle-car air, but it's aggressive without being too boy-racer. Whilst there's a resemblance to the outgoing Mk 2, it's not that easily identifiable as a Lexus, but this should change as upcoming other new models adopt the same front end and design approach.
Assets
High-tech safety kit, refinement, hybrid option, Lexus reliability and quality, handsome looks
Drawbacks
No diesel option, hard ride, poor steering feel, lack of character; VDIM and pre-crash safety systems only in GS430 model
Verdict
It's not quite the all-out sports saloon Lexus claims it to be, but it's a comfortable, sophisticated, high-quality choice with some unique touches
First launched in 1991, the GS-series is Lexus's contender in the BMW 5-Series/Mercedes E-Class/Audi A6/Jaguar S-Type sector. Its first two iterations have been very US-focussed, with an emphasis on comfort and luxury rather than driving pleasure, but this high-tech third-generation model has been developed with far more sporting aspirations. Rear-wheel drive, it comes with an all-new 3.0 V6 (245bhp) or a revised version of the 4.3 V8 (279bhp) petrol engine, and a hybrid petrol-electric model, to be called GS450h, will follow next year. There won't be a diesel version, however - with the bulk of Lexus sales in the USA, developing such a model wasn't deemed worthwhile.
Built on an all-new platform, the GS boasts a hugely impressive level of safety equipment. Besides up to 12 airbags (and a chart-topping five-star score in the Euro NCAP crash tests), the top GS430 models have a pre-crash safety system which uses sensors to detect if a collision is imminent, and thus prepares the seatbelts for optimum restraint and primes the emergency braking back-up. A new electronic programme called VDIM (Vehicle Dynamics Integrated Management) co-ordinates the ABS anti-lock brakes, traction control, stability control, brakeforce distribution plus the variable steering ratios, adaptive variable suspension and adaptive cruise control, to fine-tune driver assistance and help ever more to keep the car on track in an emergency situation.
Very well-equipped, with kit including adaptive front headlights and dual-zone climate control as standard, the GS Mk3 has a longer wheelbase, more cabin space and an improved ride over its predecessor, itself a very comfortable car. It's altogether more modern-looking, with a much-updated interior and more aggressive exterior looks, and although it still has a bit of a made-for-the-US feel to it, it's much more Euro-friendly than before both in terms of its styling and its driving dynamics.
Lexus consistently tops reliability, quality and customer satisfaction surveys in the US and Europe, always lauded for great customer service and highly-rated in terms of the entire ownership experience. You can't really argue with that. Even the hybrid promises to be trust-worthy, with the technology well-proven in the Prius. We're just holding off on the full five stars, however, as the VDIM and other electronic systems are immensely complex and new to production, though Lexus has, of course, carried out an extensive testing programme. And the (early-build) cars on the press launch had some very minor glitches: problems with the keyless entry and ignition saw one car fail to start and others refuse to release their bootlids. This should be fixed for customer cars, however.
Image rating
In the USA, Lexus is regarded as a fully-fledged premium brand alongside the upper-echelon German marques, but it still doesn't have quite the same blue-chip appeal here, where many cynical Brits still see its models as jumped-up Toyotas. The GS is a good-looking car, however, much less overdone and fussy-looking than before. The slung-back cabin and long bonnet give it a muscle-car air, but it's aggressive without being too boy-racer. Whilst there's a resemblance to the outgoing Mk 2, it's not that easily identifiable as a Lexus, but this should change as upcoming other new models adopt the same front end and design approach.
04-07-05, 05:52 AM
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http://www.drive.com.au/editorial/ar...f=2&bg=19&pp=0
Lexus GS300 Sports Luxury
The Age
Tuesday April 5 2005
The Lexus GS300 is a player in its market - if you're in the front seat, reports CAMERON McGAVIN.
For: Sensational value, lavishly equipped, strong performance, capable and entertaining handling, pampering ride, classy and comfortable cabin, top-notch quality
Against: Ridiculously tight rear headroom, steering lacks feel, bland to drive
Score: 4 stars (see ratings key below)
If one is good, surely two are better? Well, it's not always the case. Take Lexus. For years now, it has fielded two entrants in the mid-size prestige market, the rear-wheel-drive GS and the front-drive ES, yet combined sales have never really threatened the established European class leaders.
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But Lexus is keen to turn the tide, and has a new GS to help do it. It's an entirely new design, and the first recipient of the brand's "L-Finesse" styling philosophy, but it sticks resolutely to the principles of the existing model. Main changes include a switch from in-line six-cylinder to V6 power, and the inclusion of a range-topping V8 model, but otherwise it's recognisably GS - down to the swoopy fat-bottomed style.
In typical Lexus fashion, the GS mounts an enticing value argument, particularly the mid-range GS300 Sports Luxury tested here. At $112,100 it's not the cheapest around, but no rival comes close for toys. It has everything you could possibly wish for, from satellite navigation, active cruise control, smart keyless entry and parking sensors to heated and air-conditioned front seats, rear-view camera, a power rear sunblind and Lexus' new pre-crash safety system, which senses when a collision is likely and prepares for impact.
The sense of luxury isn't diminished after stepping inside. The design is sober and classy but high-tech, and the quality of the materials and fit and finish are beyond reproach, if not quite as obsessive as some Audis. The power front seats are wonderfully comfortable and supportive, and with a power steering column it's a cinch to find a natural driving position.
Dig deeper, though, and there are some snags. The prominent centre stack looks impressive but the mass of similar-looking buttons isn't the last word in user-friendliness, meaning you need to keep pressing the buttons to the side of the touch screen to dial up the appropriate menu. It can get frustrating when all you want to do is change the ventilation of the air-conditioning. The tacky cherry-coloured wood trim, too, stands out like a sore thumb among the dark tones.
But they're just small irritations. The real flaw is the back seat, which sets up victory with a lavishly trimmed, very comfortable bench but falls over before the line with an absurd lack of headroom. Shorter folk will have no problem, thanks to ample leg room, but six-footers won't be entertained by the headlining's close proximity, nor the awkward neck twist required just to see out of the thing. It's the stuff of coupes, not a luxury sedan.
This is a pity, because on the move the GS's cabin is a very pleasant place to be. Bumps and poor road surfaces are acknowledged but don't disturb the calm, and mechanical, wind and tyre noise are reduced to a quiet background hum. Throw in the superb Mark Levinson sound system and it's easy to put away some serious mileage.
No complaints, either, with the silky-smooth drivetrain. The 183 kW 3.0-litre direct-injection V6 is a persuasively sweet, if slightly bland unit, as happy loping around the 'burbs as it is spinning away in the upper reaches of its rev range. Performance is spirited with a few revs on board, and economy is darn impressive for a big powerful sedan, with our car returning easy 10 L/100 km averages in combined city/highway driving.
The six-speed auto shifts almost imperceptibly in normal driving, and wins more points for not upshifting at the rev limit in manual mode.
But it's not the last word in smarts, mainly owing to its tendency to hunt on long climbs or drops.
Pushed into a tight set of corners, the GS points faithfully, rolls moderately and settles into an adjustable stance that's impervious to all but the worst mid-corner uglies. It's not as deliberately sporty or involving as some, but it is composed and very capable. Only the steering, which is precise but too light and totally lacking in feel, really spoils the fun.
So is the new GS worthy of genuine interest in the mid-size prestige segment? You bet. It's a good thing far and beyond its brilliant value, but the tight back seat, light steering and, for luxury traditionalists, the lack of a strong character will ensure that some question marks remain.
Nuts 'n' bolts - Lexus GS300 Sports Luxury
How much? $112,100 (auto only), plus on-road costs.
Insurance: Premium $1072 (RACV wholly owned, driver 40-plus, rating one, medium-risk suburb, $450 excess).
Warranty: 4 years/100,000 km.
Engine: 3.0-litre, double overhead camshaft, 24-valve V6. 183kW at 6200pm and 310Nm at 3500rpm.
Transmission: Six-speed automatic, rear-wheel-drive.
Steering: Rack and pinion, 3.1 turns lock to lock. Turning circle 10.4m.
Brakes: Ventilated discs (front and rear), ABS.
Suspension: Independent by double wishbones, coil springs and stabiliser bar (f); Independent by multi-links, coil springs and stabiliser bar (r).
Wheels/Tyres: Alloy, 17 x 7.5-inch. Tyres 225/50.
How big? Length 4825 mm, width 1430 mm, height 1820 mm, wheelbase 2850 mm.
How heavy? 1620 kg.
How thirsty? 9.8 L/100 km, premium unleaded. Fuel tank 71 litres.
Equipment: Airbags - yes, ten; traction/stability control - yes; air-conditioning - yes, climate control; power-adjustable seats - yes; leather trim - yes; sat nav - yes; sound system - radio, CD player, cassette and six-CD stacker; sunroof- yes; cupholders - yes, four; security - alarm and immobiliser.
Competitors
Audi A6 3.0 quattro: 3.5 stars
BMW 530i: 3.5 stars
Mercedes-Benz E350: 4 stars
Ratings
5 stars: Dream wheels
4 stars: Recommended
3 stars: On the ball
2 stars: Just transport
1 star: Very ordinary
Lexus GS300 Sports Luxury
The Age
Tuesday April 5 2005
The Lexus GS300 is a player in its market - if you're in the front seat, reports CAMERON McGAVIN.
For: Sensational value, lavishly equipped, strong performance, capable and entertaining handling, pampering ride, classy and comfortable cabin, top-notch quality
Against: Ridiculously tight rear headroom, steering lacks feel, bland to drive
Score: 4 stars (see ratings key below)
If one is good, surely two are better? Well, it's not always the case. Take Lexus. For years now, it has fielded two entrants in the mid-size prestige market, the rear-wheel-drive GS and the front-drive ES, yet combined sales have never really threatened the established European class leaders.
advertisement
advertisement
But Lexus is keen to turn the tide, and has a new GS to help do it. It's an entirely new design, and the first recipient of the brand's "L-Finesse" styling philosophy, but it sticks resolutely to the principles of the existing model. Main changes include a switch from in-line six-cylinder to V6 power, and the inclusion of a range-topping V8 model, but otherwise it's recognisably GS - down to the swoopy fat-bottomed style.
In typical Lexus fashion, the GS mounts an enticing value argument, particularly the mid-range GS300 Sports Luxury tested here. At $112,100 it's not the cheapest around, but no rival comes close for toys. It has everything you could possibly wish for, from satellite navigation, active cruise control, smart keyless entry and parking sensors to heated and air-conditioned front seats, rear-view camera, a power rear sunblind and Lexus' new pre-crash safety system, which senses when a collision is likely and prepares for impact.
The sense of luxury isn't diminished after stepping inside. The design is sober and classy but high-tech, and the quality of the materials and fit and finish are beyond reproach, if not quite as obsessive as some Audis. The power front seats are wonderfully comfortable and supportive, and with a power steering column it's a cinch to find a natural driving position.
Dig deeper, though, and there are some snags. The prominent centre stack looks impressive but the mass of similar-looking buttons isn't the last word in user-friendliness, meaning you need to keep pressing the buttons to the side of the touch screen to dial up the appropriate menu. It can get frustrating when all you want to do is change the ventilation of the air-conditioning. The tacky cherry-coloured wood trim, too, stands out like a sore thumb among the dark tones.
But they're just small irritations. The real flaw is the back seat, which sets up victory with a lavishly trimmed, very comfortable bench but falls over before the line with an absurd lack of headroom. Shorter folk will have no problem, thanks to ample leg room, but six-footers won't be entertained by the headlining's close proximity, nor the awkward neck twist required just to see out of the thing. It's the stuff of coupes, not a luxury sedan.
This is a pity, because on the move the GS's cabin is a very pleasant place to be. Bumps and poor road surfaces are acknowledged but don't disturb the calm, and mechanical, wind and tyre noise are reduced to a quiet background hum. Throw in the superb Mark Levinson sound system and it's easy to put away some serious mileage.
No complaints, either, with the silky-smooth drivetrain. The 183 kW 3.0-litre direct-injection V6 is a persuasively sweet, if slightly bland unit, as happy loping around the 'burbs as it is spinning away in the upper reaches of its rev range. Performance is spirited with a few revs on board, and economy is darn impressive for a big powerful sedan, with our car returning easy 10 L/100 km averages in combined city/highway driving.
The six-speed auto shifts almost imperceptibly in normal driving, and wins more points for not upshifting at the rev limit in manual mode.
But it's not the last word in smarts, mainly owing to its tendency to hunt on long climbs or drops.
Pushed into a tight set of corners, the GS points faithfully, rolls moderately and settles into an adjustable stance that's impervious to all but the worst mid-corner uglies. It's not as deliberately sporty or involving as some, but it is composed and very capable. Only the steering, which is precise but too light and totally lacking in feel, really spoils the fun.
So is the new GS worthy of genuine interest in the mid-size prestige segment? You bet. It's a good thing far and beyond its brilliant value, but the tight back seat, light steering and, for luxury traditionalists, the lack of a strong character will ensure that some question marks remain.
Nuts 'n' bolts - Lexus GS300 Sports Luxury
How much? $112,100 (auto only), plus on-road costs.
Insurance: Premium $1072 (RACV wholly owned, driver 40-plus, rating one, medium-risk suburb, $450 excess).
Warranty: 4 years/100,000 km.
Engine: 3.0-litre, double overhead camshaft, 24-valve V6. 183kW at 6200pm and 310Nm at 3500rpm.
Transmission: Six-speed automatic, rear-wheel-drive.
Steering: Rack and pinion, 3.1 turns lock to lock. Turning circle 10.4m.
Brakes: Ventilated discs (front and rear), ABS.
Suspension: Independent by double wishbones, coil springs and stabiliser bar (f); Independent by multi-links, coil springs and stabiliser bar (r).
Wheels/Tyres: Alloy, 17 x 7.5-inch. Tyres 225/50.
How big? Length 4825 mm, width 1430 mm, height 1820 mm, wheelbase 2850 mm.
How heavy? 1620 kg.
How thirsty? 9.8 L/100 km, premium unleaded. Fuel tank 71 litres.
Equipment: Airbags - yes, ten; traction/stability control - yes; air-conditioning - yes, climate control; power-adjustable seats - yes; leather trim - yes; sat nav - yes; sound system - radio, CD player, cassette and six-CD stacker; sunroof- yes; cupholders - yes, four; security - alarm and immobiliser.
Competitors
Audi A6 3.0 quattro: 3.5 stars
BMW 530i: 3.5 stars
Mercedes-Benz E350: 4 stars
Ratings
5 stars: Dream wheels
4 stars: Recommended
3 stars: On the ball
2 stars: Just transport
1 star: Very ordinary
04-07-05, 05:53 AM
#22
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http://carsguide.news.com.au/news/st...E27286,00.html
Lexus shapes up to luxury rivals
Paul Gover
25mar05
IT'S GAME on at Lexus. The born-from-nothing Japanese luxury brand is finally getting serious about style, performance and personality.
It hasn't found the mother lode yet and there are people who believe that Lexus will never produce a serious threat to the stonking BMW M5, but there are signs of change in planning and design at the company.
Typically, the Lexus people have had to wrap their ideas in a philosophy – one they are calling L-Finesse – but the bottom line is simple.
They know they must produce cars which look good, drive well, and go well beyond badge-engineered Toyotas if they are to finally translate the promise of the original Lexus LS400 in 1989 into a successful, aspirational brand in the 21st century.
Lexus showed the new direction at the Tokyo Motor Show two years ago with a pair of great-looking concept cars, then set up stand-alone engineering operations and has now delivered the first showroom contender.
The all-new Lexus GS is much better looking than the bland model which first drove into action against rivals led by the luxury Mercedes E-Class and the BMW 5-Series.
The mechanical package also promises a lot more excitement and involvement for the driver.
It is a four-passenger sporty sedan with a choice of six-cylinder and V8 engines, with the sort of all-round refinement you expect from Lexus.
The six-cylinder is new, a direct-injection 3.0-litre V6 which replaces the previous in-line six.
It is good for 183kW of power and 310Nm of torque.
This is the engine that powers the GS300, which hits showrooms with a ticket price of $95,000.
It comes with plenty of standard gear plus luxuries such as heated leather seats, a rear-mounted camera, adaptive headlights and Blue Tooth phone capability.
A Sports Luxury version of the GS300 adds a beefier sound system, adaptive cruise control, touch-screen satellite navigation and a sunroof for $112,100.
Both these cars come with 10 airbags, stability control and traction control as standard, but miss out on the more advanced stability control system called Vehicle Dynamics Integration Management (VDIM), which can alter the steering in an emergency. That's standard with the GS430.
It is powered by a smooth 4.3-litre V8 that pumps out 208kW and 417Nm.
The GS430 has all the gear of the GS300 Sports Luxury, but adds 18-inch wheels, adjustable suspension, variable-assistance power steering and VDIM.
ON THE ROAD
THE GS430 is almost exactly opposite to the MG ZT we drove last week. The British car was all thump and grumble, promising far more than it delivered and costing far more than it deserved, while the Lexus is so smooth you can easily overlook its real powers.
It can get up and really go, but you have to ask the questions – and then listen really hard for the answer.
Even the grunty V8 engine in the GS430 test car was so quiet that the tachometer had to be twisting beyond 5000 revs before you heard the signature roar from the tailpipes.
Yes, it is really getting along, but nobody knows – not even the passengers – that the GS is a car which can stand up and sprint from the traffic lights.
It's the same with the chassis. It had good grip and a huge safety margin going around most corners, but the driver always feels remote from the action.
You turn the wheel and it does the job, mostly, but the steering is luxury vague and there is no real feedback on the road surface or what the tyres are doing at either end. Lexus says that is good, because the car does all the worrying and it has electronics to avoid any nasty stuff.
But few people will be won over to a GS if they are already driving one of the sportier BMWs or Benzes.
Even the cabin quality, which used to be an easy win for Lexus against any rivals, now comes up short against the latest Audis.
It has all the right gear and is beautifully finished, but it just doesn't have enough personality to communicate anything beyond super-Toyota luxury.
The four seats in the GS are nicely supportive and there is plenty of space inside, with a good boot and nice stuff including bright headlights and sensible wipers.
But we wonder about the rear-view camera on the test car. Some people say they are essential on four-wheel drives, to stop people backing over their children in the driveway. But a gimmick is still a gimmick. And will people actually rely on the camera for reversing and bump-free parking once they have shown it off to their friends?
At the end of our time with the Lexus we still weren't believers.
The GS is quick, sporty and nicely built and priced, but it is not the breakthrough car for a brand which wants to put some taste and colour into its vanilla cars.
Perhaps the compact Lexus IS, coming later in the year, will do the job.
THE BOTTOM LINE
THE latest Lexus looks good and the numbers are great, but it still doesn't add up to a serious sports sedan. Despite all the promises and commitment to the new L-Finesse plan at Lexus headquarters in Japan, the company still has not produced a car which is going to rock the world.
Lexus shapes up to luxury rivals
Paul Gover
25mar05
IT'S GAME on at Lexus. The born-from-nothing Japanese luxury brand is finally getting serious about style, performance and personality.
It hasn't found the mother lode yet and there are people who believe that Lexus will never produce a serious threat to the stonking BMW M5, but there are signs of change in planning and design at the company.
Typically, the Lexus people have had to wrap their ideas in a philosophy – one they are calling L-Finesse – but the bottom line is simple.
They know they must produce cars which look good, drive well, and go well beyond badge-engineered Toyotas if they are to finally translate the promise of the original Lexus LS400 in 1989 into a successful, aspirational brand in the 21st century.
Lexus showed the new direction at the Tokyo Motor Show two years ago with a pair of great-looking concept cars, then set up stand-alone engineering operations and has now delivered the first showroom contender.
The all-new Lexus GS is much better looking than the bland model which first drove into action against rivals led by the luxury Mercedes E-Class and the BMW 5-Series.
The mechanical package also promises a lot more excitement and involvement for the driver.
It is a four-passenger sporty sedan with a choice of six-cylinder and V8 engines, with the sort of all-round refinement you expect from Lexus.
The six-cylinder is new, a direct-injection 3.0-litre V6 which replaces the previous in-line six.
It is good for 183kW of power and 310Nm of torque.
This is the engine that powers the GS300, which hits showrooms with a ticket price of $95,000.
It comes with plenty of standard gear plus luxuries such as heated leather seats, a rear-mounted camera, adaptive headlights and Blue Tooth phone capability.
A Sports Luxury version of the GS300 adds a beefier sound system, adaptive cruise control, touch-screen satellite navigation and a sunroof for $112,100.
Both these cars come with 10 airbags, stability control and traction control as standard, but miss out on the more advanced stability control system called Vehicle Dynamics Integration Management (VDIM), which can alter the steering in an emergency. That's standard with the GS430.
It is powered by a smooth 4.3-litre V8 that pumps out 208kW and 417Nm.
The GS430 has all the gear of the GS300 Sports Luxury, but adds 18-inch wheels, adjustable suspension, variable-assistance power steering and VDIM.
ON THE ROAD
THE GS430 is almost exactly opposite to the MG ZT we drove last week. The British car was all thump and grumble, promising far more than it delivered and costing far more than it deserved, while the Lexus is so smooth you can easily overlook its real powers.
It can get up and really go, but you have to ask the questions – and then listen really hard for the answer.
Even the grunty V8 engine in the GS430 test car was so quiet that the tachometer had to be twisting beyond 5000 revs before you heard the signature roar from the tailpipes.
Yes, it is really getting along, but nobody knows – not even the passengers – that the GS is a car which can stand up and sprint from the traffic lights.
It's the same with the chassis. It had good grip and a huge safety margin going around most corners, but the driver always feels remote from the action.
You turn the wheel and it does the job, mostly, but the steering is luxury vague and there is no real feedback on the road surface or what the tyres are doing at either end. Lexus says that is good, because the car does all the worrying and it has electronics to avoid any nasty stuff.
But few people will be won over to a GS if they are already driving one of the sportier BMWs or Benzes.
Even the cabin quality, which used to be an easy win for Lexus against any rivals, now comes up short against the latest Audis.
It has all the right gear and is beautifully finished, but it just doesn't have enough personality to communicate anything beyond super-Toyota luxury.
The four seats in the GS are nicely supportive and there is plenty of space inside, with a good boot and nice stuff including bright headlights and sensible wipers.
But we wonder about the rear-view camera on the test car. Some people say they are essential on four-wheel drives, to stop people backing over their children in the driveway. But a gimmick is still a gimmick. And will people actually rely on the camera for reversing and bump-free parking once they have shown it off to their friends?
At the end of our time with the Lexus we still weren't believers.
The GS is quick, sporty and nicely built and priced, but it is not the breakthrough car for a brand which wants to put some taste and colour into its vanilla cars.
Perhaps the compact Lexus IS, coming later in the year, will do the job.
THE BOTTOM LINE
THE latest Lexus looks good and the numbers are great, but it still doesn't add up to a serious sports sedan. Despite all the promises and commitment to the new L-Finesse plan at Lexus headquarters in Japan, the company still has not produced a car which is going to rock the world.
04-07-05, 06:01 PM
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Top Gear Reviews The GS
http://www.topgear.com/jsp/individua...Number=07.html
dang thats a long link
I've noticed that they usually dont like the LEX brand but i guess this is kinda nice review with the same "not enough power" problem.
THE REVIEW:
Narcoleptics beware; the new Lexus GS300 is about as relaxing thing to drive as it's possible to get without actually slipping gently from the grasp of consciousness. The three-litre six-cylinder is so well isolated that you can hear your own ear wax accruing mid-canal, and the only reason you know the damn thing isn't mounted in a vacuum, is that you sense a sewing-machine hum from somewhere in the bows.
Clever Toyota engineers are the reason; the all-new 245bhp V6 now comes with variable valve timing on inlet and exhaust valves, and even at higher revs, only just wrings out a pleasant tingle. Even that most gentle thrum sounds like it's engineered-in, rather than simply a random escape of gas.
Similarly, power is a silent waft through a new six-speed gearbox that glides through the gears as if the synchromesh is made of wool. The manual override adds more than a touch of fleet to the GS's foot, though when you push it there's no disguising the car's bulk, as well as the fact that the 300 has the least powerful engine in the range - something the 280bhp GS430 V8 will address. But it matters not, because hustling along is something that the GS doesn't inherently encourage. The car feels much more comfortable cruising than being hurled about like a Teddy Boy's girlfriend.
Levels of communication through the steering are also a nice surprise; the GS feels more connected through its slim-rimmed wheel than any other big Lexus product, although if you start to push, the tactility turns out to be a comforting fake. It makes a good impression, though, and there are very few cars that can be dribbled through town and country alike with such glacial calm. That initial feel to the steering helps you to judge radii perfectly, the gearbox always appears to be capable of choosing the correct gear and even the brakes, though blatantly a bit heavy on the servo, allow you to soft-stop without mussing your wig.
It helps that the interior is a place where you actually look forward to spending time, rather than a commuter tomb. The trick is the attention to detail. Someone with Rain Man levels of focus has been overcompensating all over the interior of the GS, making sure that the building blocks of the experience add up to a drive that's slicker than a greased-up panther. Initially, the cabin architecture feels a little busy, even with several occasional functions hidden away in a drop-down keypad to the right of the steering wheel, but you'll soon appreciate the efficacy of buttons on display instead of interminable menus. The high-waisted and traditional central display dominates the dash, and it's there that you'll find pretty much everything you'll need.
Buttons either side of that big central screen decide on the main functions (like audio/satnav/information), and the touch-screen menus chase down detail. Dead easy to understand and use, and everything works the way you think it should. The buttons do things they say they will. This reasonable theme carries through the whole interior; seat heaters and coolers do so with the thermic efficiency of an SAS raid on your buttocks. The windscreen wipers clip across the screen leaving it smear-free and hospital-clean, the excellent radio beats exactly how you want it to.
It's not boringly practical or without style either, the dials directly in front of the driver get shiny stainless steel inserts, which look bananas at night lit with white backlighting. It's an interior for people without computing degrees and yet enough of an IQ to want to make use of the positive cornucopia of toys that the GS range provides as standard. I even enjoyed the colour reversing camera, though I'm still unsure of whether or not I could park without checking the mirrors. If you do bump, a monster 12 airbags on models like this GS300 SE - including a new dual-stage knee-bag - will make sure you survive.
But the gravy does have some lumps. The boot is big but long, and if you try to reach into it to retrieve a heavy object you twinge with the stretch. Similarly, the rear accommodation is cramped for tall people, a result of that beetle-shaped rear. Ah, yes. The looks. Now there, we have a talking point. The fact is that the last-generation GS looked like a smaller hatch that had drowned some three weeks ago and swollen. Which didn't stop it having a kind of anti-hero cool. Blacked-out, gold-badged and possessed of big rims, the last GS was the chariot du jour of the Walthamstow gangsta underclass.
Which is unlikely to happen with the new car. From the front there are, it has to be said, shades of the BMW 6-Series in the way that it holds itself across the front arch. The front we can get used to. The front we can handle. But as you progress along the profile, the GS loses coherence. Too-small 17-inch wheels on this GS300 didn't help with the car's stance, making it look a bit tippy-toed and mincing, and being far too close in style to the rims mounted on current Corollas. But the rear is by far the biggest sticking point. The front feels brave, the rear feels like an Avensis or Primera - just not special enough and carrying too much weight. Saying that, we've seen the bigger-engined versions that look a bit more tied down and sporty - it certainly doesn't do them any harm visually.
The GS shocks. Genuinely shocks as to how comfortable and comforting it is over distance, how well thought-out, handsome and intuitive the interior is. Quality is excellent. It ain't gonna break. But the GS, at least in GS300 form is a bit too stealthy. It needs a touch more aggression in the stance, as well as a dollop more power to make use of its chassis. It's a great car that needs fluffing up and then living with. This is not an instant-love machine. But it makes all kinds of sense, in all kinds of ways.
Tom Ford
14/20
We say: Fantastically comfy, brilliantly executed cruiser. But needs more pertness in the **** and bigger wheels
Price: £35,895
On your drive for: £885pcm
Performance: 0-62mph in 7.2secs, max speed 148mph, 28.8mpg
Tech: 2995cc V6, RWD, 245bhp 228lb ft, 1620kg, 232g/km CO2
dang thats a long link
I've noticed that they usually dont like the LEX brand but i guess this is kinda nice review with the same "not enough power" problem.
THE REVIEW:
Narcoleptics beware; the new Lexus GS300 is about as relaxing thing to drive as it's possible to get without actually slipping gently from the grasp of consciousness. The three-litre six-cylinder is so well isolated that you can hear your own ear wax accruing mid-canal, and the only reason you know the damn thing isn't mounted in a vacuum, is that you sense a sewing-machine hum from somewhere in the bows.
Clever Toyota engineers are the reason; the all-new 245bhp V6 now comes with variable valve timing on inlet and exhaust valves, and even at higher revs, only just wrings out a pleasant tingle. Even that most gentle thrum sounds like it's engineered-in, rather than simply a random escape of gas.
Similarly, power is a silent waft through a new six-speed gearbox that glides through the gears as if the synchromesh is made of wool. The manual override adds more than a touch of fleet to the GS's foot, though when you push it there's no disguising the car's bulk, as well as the fact that the 300 has the least powerful engine in the range - something the 280bhp GS430 V8 will address. But it matters not, because hustling along is something that the GS doesn't inherently encourage. The car feels much more comfortable cruising than being hurled about like a Teddy Boy's girlfriend.
Levels of communication through the steering are also a nice surprise; the GS feels more connected through its slim-rimmed wheel than any other big Lexus product, although if you start to push, the tactility turns out to be a comforting fake. It makes a good impression, though, and there are very few cars that can be dribbled through town and country alike with such glacial calm. That initial feel to the steering helps you to judge radii perfectly, the gearbox always appears to be capable of choosing the correct gear and even the brakes, though blatantly a bit heavy on the servo, allow you to soft-stop without mussing your wig.
It helps that the interior is a place where you actually look forward to spending time, rather than a commuter tomb. The trick is the attention to detail. Someone with Rain Man levels of focus has been overcompensating all over the interior of the GS, making sure that the building blocks of the experience add up to a drive that's slicker than a greased-up panther. Initially, the cabin architecture feels a little busy, even with several occasional functions hidden away in a drop-down keypad to the right of the steering wheel, but you'll soon appreciate the efficacy of buttons on display instead of interminable menus. The high-waisted and traditional central display dominates the dash, and it's there that you'll find pretty much everything you'll need.
Buttons either side of that big central screen decide on the main functions (like audio/satnav/information), and the touch-screen menus chase down detail. Dead easy to understand and use, and everything works the way you think it should. The buttons do things they say they will. This reasonable theme carries through the whole interior; seat heaters and coolers do so with the thermic efficiency of an SAS raid on your buttocks. The windscreen wipers clip across the screen leaving it smear-free and hospital-clean, the excellent radio beats exactly how you want it to.
It's not boringly practical or without style either, the dials directly in front of the driver get shiny stainless steel inserts, which look bananas at night lit with white backlighting. It's an interior for people without computing degrees and yet enough of an IQ to want to make use of the positive cornucopia of toys that the GS range provides as standard. I even enjoyed the colour reversing camera, though I'm still unsure of whether or not I could park without checking the mirrors. If you do bump, a monster 12 airbags on models like this GS300 SE - including a new dual-stage knee-bag - will make sure you survive.
But the gravy does have some lumps. The boot is big but long, and if you try to reach into it to retrieve a heavy object you twinge with the stretch. Similarly, the rear accommodation is cramped for tall people, a result of that beetle-shaped rear. Ah, yes. The looks. Now there, we have a talking point. The fact is that the last-generation GS looked like a smaller hatch that had drowned some three weeks ago and swollen. Which didn't stop it having a kind of anti-hero cool. Blacked-out, gold-badged and possessed of big rims, the last GS was the chariot du jour of the Walthamstow gangsta underclass.
Which is unlikely to happen with the new car. From the front there are, it has to be said, shades of the BMW 6-Series in the way that it holds itself across the front arch. The front we can get used to. The front we can handle. But as you progress along the profile, the GS loses coherence. Too-small 17-inch wheels on this GS300 didn't help with the car's stance, making it look a bit tippy-toed and mincing, and being far too close in style to the rims mounted on current Corollas. But the rear is by far the biggest sticking point. The front feels brave, the rear feels like an Avensis or Primera - just not special enough and carrying too much weight. Saying that, we've seen the bigger-engined versions that look a bit more tied down and sporty - it certainly doesn't do them any harm visually.
The GS shocks. Genuinely shocks as to how comfortable and comforting it is over distance, how well thought-out, handsome and intuitive the interior is. Quality is excellent. It ain't gonna break. But the GS, at least in GS300 form is a bit too stealthy. It needs a touch more aggression in the stance, as well as a dollop more power to make use of its chassis. It's a great car that needs fluffing up and then living with. This is not an instant-love machine. But it makes all kinds of sense, in all kinds of ways.
Tom Ford
14/20
We say: Fantastically comfy, brilliantly executed cruiser. But needs more pertness in the **** and bigger wheels
Price: £35,895
On your drive for: £885pcm
Performance: 0-62mph in 7.2secs, max speed 148mph, 28.8mpg
Tech: 2995cc V6, RWD, 245bhp 228lb ft, 1620kg, 232g/km CO2
04-08-05, 04:29 PM
#24
Guest
Posts: n/a
Thanks everyone! Keep em coming!
GS Best Sedan in $40,000 - $45,000
http://www.msnbc.msn.com/id/7407441/
GS Best Sedan in $40,000 - $45,000
http://www.msnbc.msn.com/id/7407441/
04-08-05, 09:39 PM
#25
Lexus Fanatic
iTrader: (20)
Car & Driver 55K comparo...
Originally Posted by 1SICKLEX
Thanks Jrock. Adobe will be needed to view.
I found this to be a very interesting and thorough comparison.
The cap was $55K which they said was in deference to the relatively cheap Acura RL. The prices they actually quote go almost to $56K though with the GS430 being the most expensive. BMW and Mercedes models are so stinking expensive they couldn't have their V8 cars in the ring, so you got the 530i (I6) and the new E350 (V6). The only other 6 banger is the RL.
The BMW 530i has the lowest BASE PRICE but came with over *8000* in options on it. It also had the wimpiest engine although the mag is hoping the soon coming new engine will be better (I doubt it will make much difference). It landed 6th out of 8 in the comparison, which is LAME.
They hated the engine. They hated the interior. They hated the exterior. And it was expensive for what you get. Well done Bangle Boys.
They really liked the GS but found it ultimately a bit too isolated ("too much sensory deprivation for some") with a bit too much electronic intrusion. But I thought it was all fair commentary with LOTS of positives in it for the GS. They loved the interior for example.
The M45 though, won hands down because it's so quick although the GS430 was right behind and because they felt the M45 *5* speed tranny was so well matched and programmed to the engine. 5.5 0-60 (vs. GS430 at second quickest at 5.7) and 14.2 on quarter mile (vs. 14.4). Those are some great numbers for both cars.
The article clearly places the GS430 and M45 close, with the RL getting in between in 2nd because they liked the overall driving experience and probably the much lower price.
04-10-05, 02:06 AM
#26
G yes, it's a great car
The Straits Times, Singapore
Lexus' new GS300 is all that it's cracked up to be ... and more
Christopher Tan - 17 March 2005
The Straits Times. Life! Motoring
IT HAS hints of the Beemer Fiver. And it has a front section that is a mite Jaguarish when the light bounces off it at certain angles.
Yet, to say the new Lexus GS300 is a copy of any car would be completely untrue. Unlike the occasional Korean Franken-car, the luxury performance Lexus is its own creature.
It has unmistakable GS genes, although it looks more like its granddaddy than its father. Longer, wider but with a lower roof line, the car is obviously sportier and more planted to the ground.
Although some may bemoan the fact that its straight-six engine has been replaced by a V6, take note that the new power plant has dual VVT-i and is unbelievably smooth.
The grunt of the straight-six may be absent, but seeing how most city tasks are accomplished at 2,000rpm and a mere blip of the throttle, the old song will soon be forgotten. While low-end is adequate and high-end is knee-weakening, no one would complain if the V6 had a bit more mid-range.
Its track times are impressive nonetheless, with a 7.5-second sprint to 100kmh. Despite being larger than the last car and having a similar peak output, the new GS benefits from a 30kg weight saving.
Inside, it seems as roomy as an LS, which makes tighter, sharper negotiations a little more taxing. It is at its best on open roads, where it swallows up tarmac deftly and takes to the wider curves with aplomb. Without kerbs and traffic though, Lexus will have you know the GS300 turns on a 5.2m
radius, down from 5.5m previously.
The car is just a joy to behold. Just when you thought you'd seen it all, the GS' cockpit springs a few lovely surprises. Automatic connection to your Bluetooth phone is one. Seats with the strongest in-built fans are another.
Then there is the touch-screen master control, which is more intuitive and requires fewer 'keystrokes' than models preferred by the Germans.
The most impressive of the functions here is the Park Assist. It has the usual beeping guidance, plus a CCTV that lets you see what the sonar misses (like a child's plastic toy, for instance).
Not only that, the system will even suggest which way you should turn the steering wheel to straighten up while you park. This is the closest to a self-parking mechanism (available in domestic versions of the new Prius) you will ever find here.
The transponder key, which offers fumble-free access and twist-free ignition, is another nice touch. Although not the first to offer it, the GS way is more stylish - in the design of the key as well as the push-button ignition.
Less visible, but no less impressive are the array of dual-stage airbags. Some of the wonders mentioned are found only in the Super Luxury variant, which costs $14,000 more.
As always, the car lives up to expectations that Lexus is about things that work. There is absolutely no hint of less-than-perfect workmanship or assembly.
It whispers at galloping speeds, allowing all on board to enjoy the exquisite Mark Levinson hi-fi system.
If one were to nitpick, I suppose the speedo and tacho could be better. The metallic dials would look better if they did not have cut-outs in the lower quarter to provide for the LED readings.
As a package, the car is hard to fault and is a tempting proposition for those in the market for something like the 5-series. It offers almost as involving a drive, even without the brilliance of the 5's varying ratio steering. But the GS has more room, is a silkier ride and, as usual, is good
value when compared with other luxury three-litres. It also looks great.
* LEXUS GS300
* Price: $179,888 with COE
* Engine: 2,994cc 24-valve V6
* Gearbox: Six-speed auto with manual selection
* Power: 228bhp at 6,200rpm
* Torque: 300Nm at 4,400rpm
* Top speed: 235kmh
* 0-100kmh: 7.5 seconds
This article first appeared in ST on March 12, 2005
http://motoring.asiaone.com.sg/artic...50317_001.html
The Straits Times, Singapore
Lexus' new GS300 is all that it's cracked up to be ... and more
Christopher Tan - 17 March 2005
The Straits Times. Life! Motoring
IT HAS hints of the Beemer Fiver. And it has a front section that is a mite Jaguarish when the light bounces off it at certain angles.
Yet, to say the new Lexus GS300 is a copy of any car would be completely untrue. Unlike the occasional Korean Franken-car, the luxury performance Lexus is its own creature.
It has unmistakable GS genes, although it looks more like its granddaddy than its father. Longer, wider but with a lower roof line, the car is obviously sportier and more planted to the ground.
Although some may bemoan the fact that its straight-six engine has been replaced by a V6, take note that the new power plant has dual VVT-i and is unbelievably smooth.
The grunt of the straight-six may be absent, but seeing how most city tasks are accomplished at 2,000rpm and a mere blip of the throttle, the old song will soon be forgotten. While low-end is adequate and high-end is knee-weakening, no one would complain if the V6 had a bit more mid-range.
Its track times are impressive nonetheless, with a 7.5-second sprint to 100kmh. Despite being larger than the last car and having a similar peak output, the new GS benefits from a 30kg weight saving.
Inside, it seems as roomy as an LS, which makes tighter, sharper negotiations a little more taxing. It is at its best on open roads, where it swallows up tarmac deftly and takes to the wider curves with aplomb. Without kerbs and traffic though, Lexus will have you know the GS300 turns on a 5.2m
radius, down from 5.5m previously.
The car is just a joy to behold. Just when you thought you'd seen it all, the GS' cockpit springs a few lovely surprises. Automatic connection to your Bluetooth phone is one. Seats with the strongest in-built fans are another.
Then there is the touch-screen master control, which is more intuitive and requires fewer 'keystrokes' than models preferred by the Germans.
The most impressive of the functions here is the Park Assist. It has the usual beeping guidance, plus a CCTV that lets you see what the sonar misses (like a child's plastic toy, for instance).
Not only that, the system will even suggest which way you should turn the steering wheel to straighten up while you park. This is the closest to a self-parking mechanism (available in domestic versions of the new Prius) you will ever find here.
The transponder key, which offers fumble-free access and twist-free ignition, is another nice touch. Although not the first to offer it, the GS way is more stylish - in the design of the key as well as the push-button ignition.
Less visible, but no less impressive are the array of dual-stage airbags. Some of the wonders mentioned are found only in the Super Luxury variant, which costs $14,000 more.
As always, the car lives up to expectations that Lexus is about things that work. There is absolutely no hint of less-than-perfect workmanship or assembly.
It whispers at galloping speeds, allowing all on board to enjoy the exquisite Mark Levinson hi-fi system.
If one were to nitpick, I suppose the speedo and tacho could be better. The metallic dials would look better if they did not have cut-outs in the lower quarter to provide for the LED readings.
As a package, the car is hard to fault and is a tempting proposition for those in the market for something like the 5-series. It offers almost as involving a drive, even without the brilliance of the 5's varying ratio steering. But the GS has more room, is a silkier ride and, as usual, is good
value when compared with other luxury three-litres. It also looks great.
* LEXUS GS300
* Price: $179,888 with COE
* Engine: 2,994cc 24-valve V6
* Gearbox: Six-speed auto with manual selection
* Power: 228bhp at 6,200rpm
* Torque: 300Nm at 4,400rpm
* Top speed: 235kmh
* 0-100kmh: 7.5 seconds
This article first appeared in ST on March 12, 2005
http://motoring.asiaone.com.sg/artic...50317_001.html
04-10-05, 06:20 PM
#27
Driver School Candidate
Join Date: Apr 2005
Location: UK
Posts: 2
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04-12-05, 02:58 PM
#28
What! Car liked it a lot, thats biggest car buying guide in the UK, previously rated 2nd gen 2 stars, and new one got nice 4 star rating:
http://www.whatcar.co.uk/RoadTest_Fu...DL=1&RT=214536
Road Test Quick Verdict
For
The epitome of refinement; now with more rear space, a better ride and drive.
Against
The GS still leaves you feeling detached from the driving process, and the seat isn’t supportive enough.
http://www.whatcar.co.uk/RoadTest_Fu...DL=1&RT=214536
Road Test Quick Verdict
For
The epitome of refinement; now with more rear space, a better ride and drive.
Against
The GS still leaves you feeling detached from the driving process, and the seat isn’t supportive enough.
04-13-05, 12:04 PM
#29
Driver School Candidate
Join Date: Mar 2005
Location: UK
Posts: 30
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New UK Review for GS - WhatCar
http://www.whatcar.co.uk/RoadTest_Su...4536&ST=single
This latest UK review has the new GS scoring pretty well compared with previous 2gs reviews.
These guys are usually quite picky and the points they are coming up with here are trivial as far as I can see - nitpicking for the sake of something to write about!
This latest UK review has the new GS scoring pretty well compared with previous 2gs reviews.
These guys are usually quite picky and the points they are coming up with here are trivial as far as I can see - nitpicking for the sake of something to write about!
04-14-05, 01:10 PM
#30
I'm not sure if this is considered a review but Autoblog is going to be driving the 2006 GS300 AWD for a few days. Here's their commentary on the first day "in the Autoblog garage".
http://www.autoblog.com/entry/1234000510040201/
http://www.autoblog.com/entry/1234000510040201/
