4th Generation GS Reviews Thread
11-23-11, 10:58 PM
#46
Lexus Champion
Join Date: Apr 2011
Location: CA
Posts: 2,010
Likes: 0
Received 0 Likes
on
0 Posts
MotorTrend First Drive
http://www.motortrend.com/roadtests/...s_first_drive/
First Drive: 2013 Lexus GS
Back in the Game: Mid-Level Sedan Becomes Relevant Again
Through October 2011, sales of the Lexus GS luxury sedan were a paltry 3346 units, less than half that of the crosstown rival Infiniti M (8813) or the slowest-selling German, the Audi A6 (7890). Worse yet, compared with the big boys, the BMW 5 Series (43,040) and Mercedes-Benz E-Class (52,340), the GS was barely a blip on the radar. Lexus' onetime prominent player, which debuted back in 1993 and won our Import Car of the Year award in '98, has become a forgotten entry. That's a trend Lexus is aiming to reverse.
Enter the fourth-generation 2013 Lexus GS, restyled and reengineered to jump-start that reversal when it goes on sale in February. But "restyled" seems an inadequate description, as the highly evolved L-Finesse design language, with its prominent "spindle" grille, LED light treatment, and 7 Series-esque rear end, is such a radical departure from the previous car. But given current GS sales numbers, Lexus needed radical. Controversial for sure, the grille, which resembles that of Schwarzenegger's Predator, looked even more extreme on the LF-Gh concept. It's been toned down for production, now appearing -- dare I say? -- cool.
The GS' chiseled body is made of a mix of aluminum, high- and ultra-high-strength steel, and hot-pressed steel, the last boasting a tensile strength so high that it can't be cold-stamped. (HPS is used in the B-pillar and roof for increased side-impact and rollover protection.) All in all, Lexus claims the body is stiffer (up 14 percent in torsional rigidity) and lighter, which helps keep curb weights to what they were before. Better still, the body's clean shape, along with such aero tricks as undertrays with longitudinal ribs, nets a Cd improvement from 0.27 to 0.26. Dimensionally, the new GS is 0.7 inch wider and 1.2 inches taller (1.4 for AWD), although wheelbase (112.2) and overall length (190.7) remain the same.
Step inside the GS, and the interior's transformation is as great as the exterior's. Utilizing a new wiring system and electronics, Lexus was able to construct an all-new dash, center stack, and console, all trimmed in richer wood, aluminum, leather, and soft-touch plastics. The result is Lexus' most appealing and advanced interior to date. Of note are a redesigned gauge cluster with a 3.5-inch TFT display; momentary-type wiper and signal stalks, the latter offering the three-flash lane change; a console-mounted remote-touch controller for infotainment a la the RX and CT 200h; a head-up display; and a huge 12.3-inch multi-information screen that shows navigation, audio, HVAC, and Enform 2.0 functions. If the display doesn't sound that big, consider that it's the same size as the entire gauge cluster on the new Cadillac XTS. As for Enform 2.0, it connects through a smartphone, allowing passengers to use such apps as Yelp and Facebook. And lest I forget, the cabin boasts sizeable bumps in headroom, hiproom, and rear shoulder room (legroom is down slightly).
The volume seller will be the rear-drive GS 350, which is fitted with a 3.5-liter, 306-horse V-6 and six-speed automatic, and priced from around $48,000. Unlike its predecessor, the new 350 is available in Luxury and F Sport trims - the former piles on the full luxe treatment (wood and leather steering wheel, rear audio controls, 18-way power front seats, adaptive suspension), while the latter brings the complete sport suite (redesigned fascias, 19-inch wheels with staggered summer tires, larger brakes, perforated-leather interior, aluminum trim and pedals, and dynamic handling with variable-gear-ratio steering).
All-wheel-drive variants, using a center differential with multiplate clutch pack that can vary the torque split from 50/50 front/rear to 30/70, will bridge the sales gap between the RWD 350 and the GS 450h hybrid. Speaking of the 450h, it ups the ante with 338 horsepower (total output from 3.5-liter Atkinson-cycle V-6 and two electric motors) channeled through a high-tech CVT, delivering combined fuel economy of over 30 mpg - all from a sedan that can hit 60 mph in about 5.6 seconds. And what about the V-8-powered GS? Gone. Lexus feels the hybrid is plenty peppy to satisfy power-mongers, and cites that 95 percent of segment buyers opt for a V-6 anyway. If anything, Lexus may eventually bring to the U.S. a 2.5-liter, 207-horse V-6 available in other markets.
At the GS press preview in Southern California, I began with back-to-back stints in rear- and all-wheel-drive preproduction 350s. On dry roads, both felt decidedly similar, with each delivering nice, linear action and decent feedback from the new electric power steering system. The revised front control-arm and rear multilink suspension, both of which feature more aluminum pieces, kept body motions well in check and provided a composed, comfortable ride. The 3.5-liter is pleasingly powerful -- supplying enough gusto for 0-60 in around 6.0 seconds -- hybrid-quiet at idle, yet makes itself known under WOT, thanks to an "intake sound creator" that sends mid- to high-rpm music directly into the cabin. The carryover six-speed now comes with standard shift paddles, so accessing manual control is easier than ever. That said, shift speed and smoothness seemed a little behind that of today's top seven- and eight-speed boxes, including the Lexus LS'.
Next up, the F Sport, Lexus' answer to BMW's M Sport package. Although the front-end treatment is arguably a bit much, the overall appearance is stealthy and mean, a facade that should make many Euro-brand enthusiasts take notice. With 265/35R19 rear tires - the widest ever for a GS - and 235/40R19s up front, the F Sport felt firm, planted, and crisper than the base 350. For a small dose of adrenaline, dial the drive-mode selector to Sport, which heightens throttle response and turns the meter display from blue to red. Want a big dose? Select Sport Plus, and the variable suspension, transmission, and steering all amp up accordingly, delivering the tautest, most agile GS. Unsurprisingly, the ride suffers in Sport Plus, but not so much that it tarnishes the handling gains on a twisty road. Expect pricing to come in around $55,000.
Last, but certainly not least, is the 450h, which I found to be the most significant GS. Smoother, quieter, quicker, and more seamless than its predecessor, the 450h is an impressive engineering feat, offering the power and speed of the previous V-8 GS 460 combined with the fuel economy of the current 1.8-liter Corolla. Fuel economy, estimated at 29/34 city/highway, is better than that of the Infiniti M35h and the Mercedes E350 BlueTEC. The GS 450h also feels the most special of the lineup, due in part to an exclusive bamboo-trimmed interior that's about as elegant and green as a Japanese garden. Bottom line? About $60,000 to start and pushing $70,000, if equipped with such options as Mark Levinson audio, navigation, and Luxury
Active safety features on the GS include an available blind-spot monitor, Lane Keep Assist with Lane Departure Warning, night vision, and a precollision system. Ten airbags, including dual front knee bags, provide passive protection.
In light of the previous gen, the new GS represents advancements in refinement, performance, fuel economy, technology, and luxury. Further, the hybrid positively raises the bar among premium hypermilers, as it's a deftly executed best-of-both-worlds four-door. Yet, with a standard V-6 that puts out mid-class power, a behind-the-curve six-speed, and a front end that some will deem scary, the GS is a sizeable step forward, not a huge leap. At the very least, Lexus can count on double, maybe even triple, the sales as well as an entry that will not be soon forgotten.
First Drive: 2013 Lexus GS
Back in the Game: Mid-Level Sedan Becomes Relevant Again
Through October 2011, sales of the Lexus GS luxury sedan were a paltry 3346 units, less than half that of the crosstown rival Infiniti M (8813) or the slowest-selling German, the Audi A6 (7890). Worse yet, compared with the big boys, the BMW 5 Series (43,040) and Mercedes-Benz E-Class (52,340), the GS was barely a blip on the radar. Lexus' onetime prominent player, which debuted back in 1993 and won our Import Car of the Year award in '98, has become a forgotten entry. That's a trend Lexus is aiming to reverse.
Enter the fourth-generation 2013 Lexus GS, restyled and reengineered to jump-start that reversal when it goes on sale in February. But "restyled" seems an inadequate description, as the highly evolved L-Finesse design language, with its prominent "spindle" grille, LED light treatment, and 7 Series-esque rear end, is such a radical departure from the previous car. But given current GS sales numbers, Lexus needed radical. Controversial for sure, the grille, which resembles that of Schwarzenegger's Predator, looked even more extreme on the LF-Gh concept. It's been toned down for production, now appearing -- dare I say? -- cool.
The GS' chiseled body is made of a mix of aluminum, high- and ultra-high-strength steel, and hot-pressed steel, the last boasting a tensile strength so high that it can't be cold-stamped. (HPS is used in the B-pillar and roof for increased side-impact and rollover protection.) All in all, Lexus claims the body is stiffer (up 14 percent in torsional rigidity) and lighter, which helps keep curb weights to what they were before. Better still, the body's clean shape, along with such aero tricks as undertrays with longitudinal ribs, nets a Cd improvement from 0.27 to 0.26. Dimensionally, the new GS is 0.7 inch wider and 1.2 inches taller (1.4 for AWD), although wheelbase (112.2) and overall length (190.7) remain the same.
Step inside the GS, and the interior's transformation is as great as the exterior's. Utilizing a new wiring system and electronics, Lexus was able to construct an all-new dash, center stack, and console, all trimmed in richer wood, aluminum, leather, and soft-touch plastics. The result is Lexus' most appealing and advanced interior to date. Of note are a redesigned gauge cluster with a 3.5-inch TFT display; momentary-type wiper and signal stalks, the latter offering the three-flash lane change; a console-mounted remote-touch controller for infotainment a la the RX and CT 200h; a head-up display; and a huge 12.3-inch multi-information screen that shows navigation, audio, HVAC, and Enform 2.0 functions. If the display doesn't sound that big, consider that it's the same size as the entire gauge cluster on the new Cadillac XTS. As for Enform 2.0, it connects through a smartphone, allowing passengers to use such apps as Yelp and Facebook. And lest I forget, the cabin boasts sizeable bumps in headroom, hiproom, and rear shoulder room (legroom is down slightly).
The volume seller will be the rear-drive GS 350, which is fitted with a 3.5-liter, 306-horse V-6 and six-speed automatic, and priced from around $48,000. Unlike its predecessor, the new 350 is available in Luxury and F Sport trims - the former piles on the full luxe treatment (wood and leather steering wheel, rear audio controls, 18-way power front seats, adaptive suspension), while the latter brings the complete sport suite (redesigned fascias, 19-inch wheels with staggered summer tires, larger brakes, perforated-leather interior, aluminum trim and pedals, and dynamic handling with variable-gear-ratio steering).
All-wheel-drive variants, using a center differential with multiplate clutch pack that can vary the torque split from 50/50 front/rear to 30/70, will bridge the sales gap between the RWD 350 and the GS 450h hybrid. Speaking of the 450h, it ups the ante with 338 horsepower (total output from 3.5-liter Atkinson-cycle V-6 and two electric motors) channeled through a high-tech CVT, delivering combined fuel economy of over 30 mpg - all from a sedan that can hit 60 mph in about 5.6 seconds. And what about the V-8-powered GS? Gone. Lexus feels the hybrid is plenty peppy to satisfy power-mongers, and cites that 95 percent of segment buyers opt for a V-6 anyway. If anything, Lexus may eventually bring to the U.S. a 2.5-liter, 207-horse V-6 available in other markets.
At the GS press preview in Southern California, I began with back-to-back stints in rear- and all-wheel-drive preproduction 350s. On dry roads, both felt decidedly similar, with each delivering nice, linear action and decent feedback from the new electric power steering system. The revised front control-arm and rear multilink suspension, both of which feature more aluminum pieces, kept body motions well in check and provided a composed, comfortable ride. The 3.5-liter is pleasingly powerful -- supplying enough gusto for 0-60 in around 6.0 seconds -- hybrid-quiet at idle, yet makes itself known under WOT, thanks to an "intake sound creator" that sends mid- to high-rpm music directly into the cabin. The carryover six-speed now comes with standard shift paddles, so accessing manual control is easier than ever. That said, shift speed and smoothness seemed a little behind that of today's top seven- and eight-speed boxes, including the Lexus LS'.
Next up, the F Sport, Lexus' answer to BMW's M Sport package. Although the front-end treatment is arguably a bit much, the overall appearance is stealthy and mean, a facade that should make many Euro-brand enthusiasts take notice. With 265/35R19 rear tires - the widest ever for a GS - and 235/40R19s up front, the F Sport felt firm, planted, and crisper than the base 350. For a small dose of adrenaline, dial the drive-mode selector to Sport, which heightens throttle response and turns the meter display from blue to red. Want a big dose? Select Sport Plus, and the variable suspension, transmission, and steering all amp up accordingly, delivering the tautest, most agile GS. Unsurprisingly, the ride suffers in Sport Plus, but not so much that it tarnishes the handling gains on a twisty road. Expect pricing to come in around $55,000.
Last, but certainly not least, is the 450h, which I found to be the most significant GS. Smoother, quieter, quicker, and more seamless than its predecessor, the 450h is an impressive engineering feat, offering the power and speed of the previous V-8 GS 460 combined with the fuel economy of the current 1.8-liter Corolla. Fuel economy, estimated at 29/34 city/highway, is better than that of the Infiniti M35h and the Mercedes E350 BlueTEC. The GS 450h also feels the most special of the lineup, due in part to an exclusive bamboo-trimmed interior that's about as elegant and green as a Japanese garden. Bottom line? About $60,000 to start and pushing $70,000, if equipped with such options as Mark Levinson audio, navigation, and Luxury
Active safety features on the GS include an available blind-spot monitor, Lane Keep Assist with Lane Departure Warning, night vision, and a precollision system. Ten airbags, including dual front knee bags, provide passive protection.
In light of the previous gen, the new GS represents advancements in refinement, performance, fuel economy, technology, and luxury. Further, the hybrid positively raises the bar among premium hypermilers, as it's a deftly executed best-of-both-worlds four-door. Yet, with a standard V-6 that puts out mid-class power, a behind-the-curve six-speed, and a front end that some will deem scary, the GS is a sizeable step forward, not a huge leap. At the very least, Lexus can count on double, maybe even triple, the sales as well as an entry that will not be soon forgotten.
11-24-11, 06:25 AM
#47
EVO mag review
http://www.evo.co.uk/carreviews/evoc...0h_fsport.html
3/5
What is it?
Believe it or not, you’re looking at the fourth generation of Lexus’s mid-sized GS; a car whose predecessors have played perpetual underdog to the BMW 5-series and Mercedes E-Class. So, the big question is, can the new car (and its slashy styling) get any closer to the executive pack?
We drove the range-topping GS450h F-Sport hybrid, which combines a 285bhp 3.5-litre V6 engine with assistance from a 39kW electric motor. Although prices haven’t been confirmed it will cost around the £50,000 mark. A basic V6-powered GS 250 will also be available when the car goes on sale in the UK next spring.
Technical highlights?
Where to start? As always, the Lexus is absolutely packed with tech. The powertrain is mostly familiar, in principle at least, with the petrol/ electric power blended by a CVT gearbox and delivered to the rear wheels. The engine uses an Atkinson cycle – effectively over-compressing the mixture to boost economy. As before, the car can also operate for brief periods, and at low speeds, in pure electric mode.
F-Sport trim also brings the option of a ‘dynamic handling’ package that incorporates variable ratio steering with electric assistance and active rear-wheel steering. This uses an electric servo ‘rack’ to turn the rear wheels in the opposite direction to the front wheels at low speeds, and in the same direction at higher speeds.
Other kit includes active everything – from collision avoidance to a night view system – plus a 12.3-inch wide LCD dashboard display screen that’s claimed to be the biggest ever fitted to a production car.
What’s it like to drive?
It starts off well, with the low-down boost of the electric motor giving strong off-the-line acceleration. We drove cars both with and without the dynamic handling package, and the rear-wheel steering certainly sharpens cornering responses, especially at low speeds. But although the GS450h feels keener than its predecessors, it’s no sports saloon – throttle response is – depending on how kind you’re feeling - either leisurely or hesitant and the CVT gearbox responds to requests for serious acceleration with the usual noise of a (muted) food blender on high speed.
On the plus side, it’s good at wafting with air suspension and excellent noise insulation making it a very relaxing place to spend time.
How does it compare?
Lexus acknowledges that its failure to offer a diesel engine will affect sales in Europe. The company’s relatively modest ambitions are to sell 2500 a year in the UK – a fraction of what BMW, Merc, Audi and Jaguar manage with their equivalent models. The official line is that the GS 450h’s combination of combined 40mpg economy and CO2 emissions of 137g/km allows it to be fairly compared to big-engined diesel rivals, although we’ll need to drive the car properly in the UK to see how close it can get to its official mpg – something hybrids always struggle to do.
Set to be more expensive than rivals like the BMW 535D M-Sport – although with more standard kit – the GS450h looks set to have what could be termed an ‘exclusive appeal’.
Anything else I should know?
The hybrid battery pack has been relocated to live between the boot and the rear seats, increasing luggage space by 60 percent compared to the previous-gen GS450h.
What is it?
Believe it or not, you’re looking at the fourth generation of Lexus’s mid-sized GS; a car whose predecessors have played perpetual underdog to the BMW 5-series and Mercedes E-Class. So, the big question is, can the new car (and its slashy styling) get any closer to the executive pack?
We drove the range-topping GS450h F-Sport hybrid, which combines a 285bhp 3.5-litre V6 engine with assistance from a 39kW electric motor. Although prices haven’t been confirmed it will cost around the £50,000 mark. A basic V6-powered GS 250 will also be available when the car goes on sale in the UK next spring.
Technical highlights?
Where to start? As always, the Lexus is absolutely packed with tech. The powertrain is mostly familiar, in principle at least, with the petrol/ electric power blended by a CVT gearbox and delivered to the rear wheels. The engine uses an Atkinson cycle – effectively over-compressing the mixture to boost economy. As before, the car can also operate for brief periods, and at low speeds, in pure electric mode.
F-Sport trim also brings the option of a ‘dynamic handling’ package that incorporates variable ratio steering with electric assistance and active rear-wheel steering. This uses an electric servo ‘rack’ to turn the rear wheels in the opposite direction to the front wheels at low speeds, and in the same direction at higher speeds.
Other kit includes active everything – from collision avoidance to a night view system – plus a 12.3-inch wide LCD dashboard display screen that’s claimed to be the biggest ever fitted to a production car.
What’s it like to drive?
It starts off well, with the low-down boost of the electric motor giving strong off-the-line acceleration. We drove cars both with and without the dynamic handling package, and the rear-wheel steering certainly sharpens cornering responses, especially at low speeds. But although the GS450h feels keener than its predecessors, it’s no sports saloon – throttle response is – depending on how kind you’re feeling - either leisurely or hesitant and the CVT gearbox responds to requests for serious acceleration with the usual noise of a (muted) food blender on high speed.
On the plus side, it’s good at wafting with air suspension and excellent noise insulation making it a very relaxing place to spend time.
How does it compare?
Lexus acknowledges that its failure to offer a diesel engine will affect sales in Europe. The company’s relatively modest ambitions are to sell 2500 a year in the UK – a fraction of what BMW, Merc, Audi and Jaguar manage with their equivalent models. The official line is that the GS 450h’s combination of combined 40mpg economy and CO2 emissions of 137g/km allows it to be fairly compared to big-engined diesel rivals, although we’ll need to drive the car properly in the UK to see how close it can get to its official mpg – something hybrids always struggle to do.
Set to be more expensive than rivals like the BMW 535D M-Sport – although with more standard kit – the GS450h looks set to have what could be termed an ‘exclusive appeal’.
Anything else I should know?
The hybrid battery pack has been relocated to live between the boot and the rear seats, increasing luggage space by 60 percent compared to the previous-gen GS450h.
11-24-11, 06:34 AM
#48
What Car? Review
http://www.whatcar.com/car-news/lexus-gs-review/260149
3/5
3/5
What is it? This is the fourth-generation Lexus GS – the Japanese brand’s mid-size saloon. More than ever, it’s a direct rival for the BMW 5 Series, with a focus on sharper looks and extra driving appeal.
The GS450h petrol/electric hybrid model will be the big seller, but Lexus has introduced a new entry-level 2.5-litre V6 option, the GS250.
What’s it like to drive? Much like the BMW 5 Series, the way the GS drives depends on the version you choose. A number of different steering and suspension set-ups are available and each gives the car a slightly different character.
Entry-level GS250 models have standard suspension, while the GS450h has an adaptive damping system that allows you to choose between two suspension settings.
Then there’s F Sport trim, which for GS 250 models brings an adaptive damping system with sportier settings. In addition, GS 450h F Sport models have ‘Lexus Dynamic Handling’ (LDH), which adds rear-wheel steering and variable gear ratio steering.
We drove GS250 F Sport and GS450h models in both standard and F Sport guise.
The standard GS450h rides comfortably (albeit on the mostly smooth Californian roads of our test route) and the handling is secure and grippy. There's a degree of slack in the body control and steering that make it feel its size on twisty roads, though.
The all-singing, all-dancing GS450h F Sport comes much closer to Lexus’s claims of an ‘engaging driving experience.’ The rear-wheel-steering system gives significantly crisper turn-in to corners and, overall, the car feels more lively and responsive. Grip is excellent and the car flows smoothly along twisty roads. The ride is stiffer in the firmest suspension setting, but it’s far from harsh.
The GS250 F Sport’s lighter weight gives it a usefully nimble feel, but it doesn’t have the pace to make the most of it. The 2.5-litre V6 engine has just 207bhp, and a weedy 187lb ft of torque. The six-speed auto 'box works smoothly enough, but you have to work the engine hard to achieve decent pace, and it becomes boomy when you do.
The GS450h, which combines a 3.5 V6 petrol engine and electric motor for a combined output of 338bhp and 254lb ft, is usefully quicker, as a 0-62mph time of 5.9 rather than 8.6 seconds suggests. Again, though, getting the most from it isn’t much fun – the Continuously Variable Transmission (CVT) gearbox sends the revs soaring and the petrol engine sounds coarse when pushed. Admittedly, at low speed you can coast around in electric-only mode, creating little more than a whisper.
Wind and road noise isn't an issue on either model, but first impressions are that there’s less of each in a BMW 5 Series.
What’s it like inside? The new GS’s cabin has a more modern look than the current car, but it’s not as appealing as an Audi A6’s or BMW 5 Series’. The huge information screen at the top of the dash (the largest in any production car, Lexus says) is easy to read, but the ‘Remote Touch Interface’ system – with computer mouse-style controller – is fiddly.
Build quality is excellent, and Lexus’ impeccable reliability record and consistently high scores in customer satisfaction surveys suggests that the GS’s cabin will outlast most owners. There’s lots of plush leather, comfortable seats and electric adjustment for just about everything, too, but some of the plastics and switchgear would look more at home in a Toyota.
Interior space has improved, but the GS isn’t as roomy as its German rivals. Rear legroom is plentiful, but foot space is rather limited and headroom – front and rear – is tight for anyone more than 6ft tall. The boot is also larger, but remains rather short.
Should I buy one?The GS isn’t a bad car, but it's hard to recommend. Lexus has yet to announce prices, but the GS250 will start at around £36,000 and the cheapest GS450h will cost around £46,000. To get the best driving experience you'll need to go for an F Sport model, which will push the price closer to £50,000. That's its biggest problem; standard equipment will be lavish, but the Audi A6 and BMW 5 Series are better cars and both start at just over £30,000.
The GS450h averages 47.9mpg and emits 137g/km of CO2, which puts it roughly on a par with a six-cylinder 530d with optional automatic gearbox, and three company car tax bands lower. The 520d, however, accounts for around 80% of 5 Series sales and that’ll cost substantially less to buy and run, even when loaded with optional extras. The GS250 averages just 31.7mpg and has CO2 emissions of 207g/km; 12.4mpg less and 58g/km more than a BMW 520i automatic.
Lexus says there are no plans for a diesel model and admits that, as a result, the GS has limited appeal. We'd have to agree.
The GS450h petrol/electric hybrid model will be the big seller, but Lexus has introduced a new entry-level 2.5-litre V6 option, the GS250.
What’s it like to drive? Much like the BMW 5 Series, the way the GS drives depends on the version you choose. A number of different steering and suspension set-ups are available and each gives the car a slightly different character.
Entry-level GS250 models have standard suspension, while the GS450h has an adaptive damping system that allows you to choose between two suspension settings.
Then there’s F Sport trim, which for GS 250 models brings an adaptive damping system with sportier settings. In addition, GS 450h F Sport models have ‘Lexus Dynamic Handling’ (LDH), which adds rear-wheel steering and variable gear ratio steering.
We drove GS250 F Sport and GS450h models in both standard and F Sport guise.
The standard GS450h rides comfortably (albeit on the mostly smooth Californian roads of our test route) and the handling is secure and grippy. There's a degree of slack in the body control and steering that make it feel its size on twisty roads, though.
The all-singing, all-dancing GS450h F Sport comes much closer to Lexus’s claims of an ‘engaging driving experience.’ The rear-wheel-steering system gives significantly crisper turn-in to corners and, overall, the car feels more lively and responsive. Grip is excellent and the car flows smoothly along twisty roads. The ride is stiffer in the firmest suspension setting, but it’s far from harsh.
The GS250 F Sport’s lighter weight gives it a usefully nimble feel, but it doesn’t have the pace to make the most of it. The 2.5-litre V6 engine has just 207bhp, and a weedy 187lb ft of torque. The six-speed auto 'box works smoothly enough, but you have to work the engine hard to achieve decent pace, and it becomes boomy when you do.
The GS450h, which combines a 3.5 V6 petrol engine and electric motor for a combined output of 338bhp and 254lb ft, is usefully quicker, as a 0-62mph time of 5.9 rather than 8.6 seconds suggests. Again, though, getting the most from it isn’t much fun – the Continuously Variable Transmission (CVT) gearbox sends the revs soaring and the petrol engine sounds coarse when pushed. Admittedly, at low speed you can coast around in electric-only mode, creating little more than a whisper.
Wind and road noise isn't an issue on either model, but first impressions are that there’s less of each in a BMW 5 Series.
What’s it like inside? The new GS’s cabin has a more modern look than the current car, but it’s not as appealing as an Audi A6’s or BMW 5 Series’. The huge information screen at the top of the dash (the largest in any production car, Lexus says) is easy to read, but the ‘Remote Touch Interface’ system – with computer mouse-style controller – is fiddly.
Build quality is excellent, and Lexus’ impeccable reliability record and consistently high scores in customer satisfaction surveys suggests that the GS’s cabin will outlast most owners. There’s lots of plush leather, comfortable seats and electric adjustment for just about everything, too, but some of the plastics and switchgear would look more at home in a Toyota.
Interior space has improved, but the GS isn’t as roomy as its German rivals. Rear legroom is plentiful, but foot space is rather limited and headroom – front and rear – is tight for anyone more than 6ft tall. The boot is also larger, but remains rather short.
Should I buy one?The GS isn’t a bad car, but it's hard to recommend. Lexus has yet to announce prices, but the GS250 will start at around £36,000 and the cheapest GS450h will cost around £46,000. To get the best driving experience you'll need to go for an F Sport model, which will push the price closer to £50,000. That's its biggest problem; standard equipment will be lavish, but the Audi A6 and BMW 5 Series are better cars and both start at just over £30,000.
The GS450h averages 47.9mpg and emits 137g/km of CO2, which puts it roughly on a par with a six-cylinder 530d with optional automatic gearbox, and three company car tax bands lower. The 520d, however, accounts for around 80% of 5 Series sales and that’ll cost substantially less to buy and run, even when loaded with optional extras. The GS250 averages just 31.7mpg and has CO2 emissions of 207g/km; 12.4mpg less and 58g/km more than a BMW 520i automatic.
Lexus says there are no plans for a diesel model and admits that, as a result, the GS has limited appeal. We'd have to agree.
11-24-11, 10:36 AM
#49
Lead Lap
Thread Starter
InsideLine
The 1st-generation Lexus GS 450h didn't make sense to a lot of people.
Lexus promised V8 performance with V6 fuel economy. But hybrid geeks were thrown off by a combined mileage rating of only 23 mpg, while driving enthusiasts were put off by its lifeless steering, portly curb weight and intrusive stability control system.
It didn't help that the GS hybrid cost some $3,000 more than the V8-powered GS 460. Yeah, we woulda had a V8 for sure.
With the 2013 Lexus GS 450h, Toyota's luxury brand is taking a different approach. This time the emphasis is on fuel mileage, as in an estimated 35% improvement over the 2011 model. And this time around the GS hybrid is taking the place of the V8 model, so it's hybrid or nothing. Bold move.
Version 2
The GS 450h continues as a series-parallel hybrid, which means it's capable of operating in electric-only, gas-only, or a combination of the 2 modes. Its 286-horsepower 3.5-liter gasoline V6 now uses the Atkinson cycle for greater fuel efficiency.
There's also an increased compression ratio (13.1:1, up from 11.8), a new mid-port intake tumble generator and Lexus' combo of direct and port injection, which Lexus calls D-4S. Although the Atkinson cycle is more efficient, the downside is that it has a narrower power band. No problem when you have a 2nd power source on-board.
In the GS 450h the extra power comes from a water-cooled 30kW (41-hp) permanent electric motor powered by a nickel-metal hydride battery pack. In Sport mode, the system voltage is bumped up, which raises the battery power to 52 hp (39 kW) for a total combined hp of 338. The gas engine and electric motor drive the rear wheels independently or in tandem, depending on what's needed.
Also helping to reduce fuel consumption is better cooling of the hybrid's power control unit. The GS's Eco mode takes it a step further by limiting the electric motor to a maximum of 500 volts. And lastly, the regenerative braking operation range has been expanded.
The result? An estimated 29 city, 34 highway and 31 combined mpg, a colossal improvement over the previous GS hybrid's numbers (22 city/25 highway/23 combined mpg). Even more impressive is the fact that Lexus claims that the new 2013 Lexus GS 450h will hit 60 mph in 5.6 seconds and carry on to a top speed of 131 mph. It may be more efficient, but it's certainly not any slower.
Stiffer and Lighter
Just like the 2013 GS 350, the new GS 450h carries over an identical wheelbase and overall length, but is 2 inches wider and 1.2 inches taller in an effort to gain some interior space. It worked, as head-, knee and foot room are all reasonable now for slightly above average-size adults. That goes for the backseat as well. Lexus engineers also created more trunk room by vertically stacking the battery pack, so cargo room is up by nearly 3 cubic feet.
The 2013 Lexus GS 450h has more than just all-new sheet metal. The body is also 14% stiffer due to an increased number of spot and laser welds. Meanwhile, the interior was put on a strict diet, with the engineers told to lighten every material possible to make up for the car being slightly larger and stuffed with more features.
We were told at the car's press launch that the 2013 model is in fact 14 kilograms (31 pounds) lighter than the 2011 model, but a quick check of Lexus' own specs lists the 2011 model's curb weight as 4,134 pounds versus the 2013 car's 4,190 pounds. Maybe it's new math.
New Digs
The interior of the previous GS 450h was hardly its weak point, but Lexus sought to improve it for 2013 anyway with an all-new design and a higher grade of materials.
A couple of things stand out: First, Lexus lowered the comfortable driver seat a small amount so that you sit more in the GS, not on it. 2nd, the GS 450h comes with a bamboo steering wheel and trim pieces, which Lexus says "reinforce the sustainability of the GS 450h." Whatever, it's cool, especially because it's left au naturel, without the usual wood clearcoat.
The materials generally are a step up from the previous GS, although a few of the plastic buttons (particularly for the HVAC controls on the center stack) feel a little cheap and don't quite match the tactility of the rest of the cabin.
Order the optional navigation system and you'll get a gigantic 12.3-inch display screen, controlled via a second generation of Lexus' Remote Touch controller, a device that looks and acts like a computer mouse. You'll also have the handiness of the Lexus Enform App Suite, which lets you access your mobile phone apps through the display screen, for searches with Bing, OpenTable (restaurant reservations), MovieTickets.com, Pandora, iHeartRadio, Yelp (restaurant/business reviews) and of course Facebook.
Adaptive Suspension
The 2013 Lexus GS 450h shares its updated chassis with the standard GS 350. That means a wider track, increased use of aluminum for the front double wishbones and a multilink setup in back that uses a new rear subframe and more aggressive geometry.
But the big news is that Lexus' Adaptive Variable Suspension (AVS) system comes standard on the hybrid model. It's a softer setup than on the GS 350 F Sport, but the principle is the same: The shocks are constantly adapting to road and driving conditions and they're driver-adjustable.
Toggling the Drive Mode selector lets you choose among Eco, Normal, Sport and Sport Plus. The first three mostly deal with throttle calibration, but Sport Plus dials back steering boost and firms up the shocks, while raising the stability control's intervention point (a Lexus official told us it could be fully defeated, but no amount of button pushing/holding did the trick).
On a fast and twisty back road, the 2013 Lexus GS 450h felt heavy and a bit ponderous through turns in the Sport setting. There's a definite feeling of some major weight being thrown over to one side as you enter high-speed bends. But cue up Sport Plus and there's a big difference in terms of body roll, precision and confidence, and the weighting of the steering is heavier and more precise.
V8 Substitute?
Driving around town, the first thing you notice is that, well, it simply doesn't have the smooth, supple feel and sound of a V8. In other words, it's not a great replacement, at least if you're more than an A-to-B type of person.
The electronically controlled continuously variable transmission (CVT) still rubberbands a bit and there's still some steady-state throttle surge. The brakes are far from linear, too, as they have an abrupt initial tip-in, then become difficult to modulate for a smooth stop.
Drive it casually, though, and the GS 450h is reasonably quiet and seamless. Floor the throttle and, although the CVT hangs the revs up high, it surprises you with how deceptively it gets up to speed, and the force with which it keeps pushing forward.
The Bottom Line
The 2013 Lexus GS 450h will begin production at the Tahara, Japan, plant in late April/early May of next year. Pricing is a long ways off from being set, but a reasonable guess is around $60,000 (the current model begins at $58,950).
This is an improved GS hybrid for sure, if not in pure drivability then in terms of interior quality, design and definitely handling due to the standard-issue adaptive suspension. Lexus isn't expecting the GS 450h to set the world on fire with sales numbers. It's guessing that the GS 450h will account for less than 10% of the total GS mix.
Sales expectations aside, the 2013 Lexus GS 450h at least makes sense this time around. It's still got the sauce to back up its rep as a performance hybrid, but now it gets the kind of fuel economy for which owners could actually be smug about. And isn't that the point of hybrids anyway?
11-24-11, 06:35 PM
#53
yup, love mine in the bmw and mb.
lexus had them on 2010 ls460 i believe
i believe all those are programming. having the option is better than not having the option
not to mention, the setup in mb is brilliant. it somehow senses your intention and if you hesitate just a bit in releasing the stalk, the 3 turn signal will terminate right the way
lexus had them on 2010 ls460 i believe
i believe all those are programming. having the option is better than not having the option
not to mention, the setup in mb is brilliant. it somehow senses your intention and if you hesitate just a bit in releasing the stalk, the 3 turn signal will terminate right the way
11-24-11, 07:15 PM
#54
Lexus Connoisseur
Yes the 3 turn signal stalk is something that came on the 2010 LS standard. Its adjustable from 1 to 5 blinks. As for the turnsignal stalk in the New GS, it's an electronic stalk meaning it's not a mechanical canceling system like in previous Lexus, it's all electronic like the European models.
11-24-11, 10:04 PM
#56
Moderator
Join Date: Aug 2006
Location: San Francisco, CA
Posts: 12,042
Likes: 0
Received 69 Likes
on
42 Posts
yup, love mine in the bmw and mb.
lexus had them on 2010 ls460 i believe
i believe all those are programming. having the option is better than not having the option
not to mention, the setup in mb is brilliant. it somehow senses your intention and if you hesitate just a bit in releasing the stalk, the 3 turn signal will terminate right the way
lexus had them on 2010 ls460 i believe
i believe all those are programming. having the option is better than not having the option
not to mention, the setup in mb is brilliant. it somehow senses your intention and if you hesitate just a bit in releasing the stalk, the 3 turn signal will terminate right the way
my c class doesnt recognize when I change my mind
11-24-11, 11:10 PM
#57
Yes the 3 turn signal stalk is something that came on the 2010 LS standard. Its adjustable from 1 to 5 blinks. As for the turnsignal stalk in the New GS, it's an electronic stalk meaning it's not a mechanical canceling system like in previous Lexus, it's all electronic like the European models.
yeah i don't think it's in the c class, drove one for quite a while and didn't notice it. was quite surprised when i experienced that in my s.
11-25-11, 08:23 AM
#58
Judging by the reviews, I think if the GS 350 had 25 more horespower and an 8AT, it would have been a complete knockout - some criticism of the transmission and a few mentions about the engine being a carryover that's just average on power.
Can't have it all, I suppose, but those two improvements would have been the icing on the cake (as many of us have mentioned).
I'm also a little concerned about the comments saying that aside from the grille, the rest of the design is pretty bland. I haven't seen the car myself, so I'll reserve my judgement until then.
Can't have it all, I suppose, but those two improvements would have been the icing on the cake (as many of us have mentioned).
I'm also a little concerned about the comments saying that aside from the grille, the rest of the design is pretty bland. I haven't seen the car myself, so I'll reserve my judgement until then.
11-25-11, 08:50 AM
#59
Lexus Connoisseur
8 speed auto would be proper if it had a V8 and wasn't targeted at a sporty midsize luxury sedan. It's too much for a V6 even with 25 more horsepower. It would be prone to gear hunting. 8 is already too much for an IS F. That's the biggest thing I dislike about my ISF, is the constant shifting between 6-7-8 on the highway. Sports driving is not fun with that many gears close together.
11-25-11, 09:03 AM
#60
^I don't disagree...it's hard to really use 8 gears when you're having fun, and I'd probably rather have 6 or 7 speeds for that reason. With that said, I think 8ATs are the obvious future because of MPG standards, whether we like it or not.
I have the feeling that if they reworked this engine slightly, added Valvematic and an 8AT, the GS would have probably exceeded the 535i's MPG numbers (21/31, I think). It's impressive that the Bimmer weighs so much more (something like 400 lbs more) and still gets decently better MPG than the GS.
I think I could deal with the extra gears if it would give me another 2-3MPG.
I know you've seen and driven the car. What do you think about the exterior? I'd like to hear your opinions...I know your review is going up soon
I have the feeling that if they reworked this engine slightly, added Valvematic and an 8AT, the GS would have probably exceeded the 535i's MPG numbers (21/31, I think). It's impressive that the Bimmer weighs so much more (something like 400 lbs more) and still gets decently better MPG than the GS.
I think I could deal with the extra gears if it would give me another 2-3MPG.
I know you've seen and driven the car. What do you think about the exterior? I'd like to hear your opinions...I know your review is going up soon