Lexus GS 2011 Review - International

OVERVIEW
--A sporty Lexus... No, really!
Lexus' 5 Series-sized GS has long been the car of choice... For granddads and silver-haired matrons around town. In terms of attracting its original target market (the sort of mature cashed up professionals that buy BMW and Benz's 5s and Es) it was a flop. So much so that a couple of years Lexus seriously considered killing the model.

The fourth generation is the series' one last chance. The target market hasn't changed, but the car has – and this time it has a better than even chance of succeeding.

The new GS is not perfect, and the range of models offered is not ideal in our estimation. But the basics – handsome design, decent differentiation for the F Sport models, excellent cabin and a chassis that rewards keen drivers -- are there and good. Very good...

What it will require for significant sales growth, however, is that previous generation GS rejectors approach the new model with an open mind. That might be the car's biggest hurdle.

PRICE & EQUIPMENT
--Work in progress
We sampled the new GS at its international launch in the seaside environs of Laguna Niguel, about halfway between Los Angeles and San Diego. Prime Lexus territory.

Alas, still four to five months away from the car's release in Australia, Lexus Oz isn't being too keen to commit on key details, ie: pricing, equipment and model walk. Below are our best guesses.

It's likely the GS range will kick off with a GS 250 model. Powered by a 2.5-litre direct-injected petrol V6 (familiar to IS buyers), Lexus Australia says it is still to secure the model for local release. We think that's bunkum – it's on the way and will compete head-on with the entry-level 2.0-litre turbodiesel models in the 5 Series, E-Class and A6 ranges.

The Audi A6 2.0-litre petrol and TDI twins set the mark here in the high-$70K region. BMW and Benz's entry level 520d and E 220 CDI are both priced at $83,300 or thereabouts. These are key benchmarks for Lexus to consider.

The last generation GS was significantly overpriced compared to the Europeans – hence its single-figure monthly sales rates. It's not a mistake Lexus can afford to repeat.

Based on Lexus' stated aim of competing with the 2.0-litre turbo petrols with its 350 model and the abovementioned GS250 v TDIs stoush, we reckon the GS 250 could arrive at close to the $70K mark (call it $69,990) with the cheapest 3.5-litre V6 petrol 350 $8-10K more.

The new GS range model walk will almost certainly include standard (Prestige), F Sport and Sports Luxury grades, though it's not clear which grades will be made available with which engines.

We'd suggest the following will be close to the end result:
GS250 -- Prestige and F Sport
GS350 -- Prestige, F Sport and Sports Luxury
GS450h -- F Sport and Sports Luxury

The 450h hybrid range-topper demands a $20K premium in the third generation GS. We'd expect that premium to continue. With $8-10K walks through the various grade jumps that would place the top fourth generation at around $115-118,000. It's currently around $127,000. It'll likely be into the first few months of 2012 before we know for sure.

Lexus has stated it will seek to offer a higher level of equipment than its Teutonic equivalents at each model grade. Standard features include all the normal luxury car accoutrements. We'll have to wait for more details on the local line-up before we quote chapter and verse, but you're safe to assume the equipment list will want for little.

Some of the key aspects for the new generation are detailed below.

New to GS is Lexus latest Drive Mode Select function. This allows the driver to choose between ECO, NORMAL, SPORT S and SPORT S+ driving modes, each of which is intended to maximise the vehicle’s environmental efficiency or dynamic abilities.

In ECO mode, engine output, throttle opening and gear selection are automatically adjusted to maximise efficiency. The aircon system is wound back. If heating is required this may be via seat heaters and electric elements in the HVAC system rather than using engine heat-based climate control.

In SPORT S mode, throttle and gearbox response is optimised and SPORT S+ also retunes not only the GS's adjustable dampers but also other elements of chassis – such as Dynamic Rear Steer (DRS) in F Sport models.

Even the GS's aircon system has smarts above and beyond the norm. Claimed to be 10 times more powerful than the system in the last GS, it uses sensors in the seats to determine which are occupied and closes all vents serving unoccupied spots to maximise efficiency.

External air is blown from the windscreen vents for anti-fogging, while internal air is recirculated in the lower cabin areas to reduce ventilation losses.

The air conditioning system also incorporates a new ‘Nano-e’ technology that cleans and humidifies the air. The molecules the system generates are claimed to have both an air purifying and odour-eliminating effect on the cabin and soft materials.

Lexus places great stead on its audio systems and the GS is no exception, reprising the Mark Levinson relationship.

The standard system is a 12-speaker set up, but buyers can option up to a 825W 17-speaker Levinson system that Lexus claims approximates the sound quality of a $US65,000 home system! Special 'GreenEdge' speakers require less power to make more noise. [Ed: can you tell I'm an audiophile?].

The hero cars of the new GS range are the F Sport models. Inside they are differentiated via upgraded door and seat upholstery alloy ornamentation, electrically adjustable F Sport front seats, a black headliner, perforated leather steering wheel and gear knob, large aluminium pedals, black logo scuff plates and F sport badging .

Outside the F Sport treatment adds unique front grille and an aggressively re-profiled bumper, rear bumper, diffuser-style undertray and lip spoiler treatment, 19-inch alloys and grade-specific badging.

Though F Sport approximates an M Sport or AMG Sport kit, Lexus is at pains to point out F Sport is more than just sport seats and a spoiler.

In addition, the sporting version of the fourth generation GS gets bigger (larger and wider) wheels and tyres, unique suspension calibration with adjustable, adaptive dampers, a larger braking package with semi-floating front discs on alloy top-hats (a la AMG's 'composite' brake set-up), bespoke vehicle management settings (including a 'freer' version of the stability system) and the abovementioned DRS rear-wheel steering set-up (see MECHANICAL).

PACKAGING

And it is a new car. Though it rides on the same wheelbase as the outgoing model (2850mm) and matches it for overall length (4850), the new GS has a 10mm shorter front overhang, a 10mm longer rear overhang and is 30mm higher than its predecessor. To help improve high speed stability, the front track has been increased by 40mm and the rear track by 50mm. Overall, the vehicle's width has increased by 20mm.

Styling is an evolution of Lexis L-finesse theme and introduces the new 'spindle' grille design – along with aggressively styled LED daylight running lamps. These elements are made more striking in the restyle that comprises part of the F Sport package.

Exclusive to the hybrid GS 450h is a three-lamp headlight design that "aligns the turn signal and Lexus-first high and low beam LED lamps in a single horizontal row". Lexus says, "the improved illumination and beam range provided by LED lamps offers significantly superior visibility even under low beam driving conditions".

Overall the front graphic is handsome on both standard and F Sport models. The rear is somewhat more anonymous. In Southern California freeway traffic, the GS blended in, exhibiting more than a passing resemblance to Hyundai's i45 from the middle distance. Not sure whether that's a comment on Lexus' designers or how far Hyundais have come...

Lexus says the new GS has a drag co-efficient of 0.26Cd. This is impressive for a sedan, though Mercedes claims its E-Class is better at 0.25Cd.

The new GS gifts front seat occupants an increase in legroom and up to 30mm of extra headroom. Rear seat knee room has been improved by 20mm and headroom increased by 25mm.

The extra roof height has improved the shape and size of the rear door opening. Entering and alighting from the second row is now a more natural affair with less head bobbing required.

At 532 litres boot space is up 23 per cent in the petrol models, says Lexus. And there's a ski port.

The percentage increase in the 450h is closer to 50 per cent. Thanks to a new stacked design, the hybrid's batteries and componentry do not encroach as much on the boot space. At 464 litres, even the hybrid's boot will take four golf bags, Lexus says.

The cabin of the new GS is a highlight. The key focus of much of the news on the new GS it is what's billed as the "largest, ultra-wide, 12.3 inch, LCD multi-display screen yet installed in a production car". Though this does move in-car infographics to a new level, it's just part of what is a very impressive cabin.

The quality of the finish overall is first rate, continuing the great work Lexus interior team started with the CT200h. There's plenty of leather, including a wrapped dashpad, colour-themed stitching and wood and machined alloy highlights that look first class.

The dashboard is divided into upper 'Display' and lower 'Operation' zones and works well. It seems less cluttered than previous Lexus cabins. A head-up display is also used on top models.

The instrument panel itself is Lexus' now-trademark electro-luminescent gauges. On the hybrid model it 'replaces' an eco-style meter with analogue style tacho and speedometer when Sport S and Sport S+ modes are selected.

Satnav, trip computer, phone and audio interfaces are all incorporated in the main 12.3-inch display.

With a choice of six interior themes that are partnered with 11 exterior colours, there's room enough for a reasonable level of customisation. F Sport buyers also get the choice of model-specific colourings and finishes.

Standard and Sport seats offer plenty of adjustment – the latter 16-way! There's memory for both driver and front passenger and these settings can be matched to the car's proximity keys and keycard.

My only concern about the interior is probably more the writer's problem than Lexus. When going to use the navigation and other onboard functions, I tended to grab for the Driving Mode rotary control rather than the captive mouse style Lexus Remote Touch Interface (RTI).

RTI has been freshened for use in the GS and is claimed to be more intuitive to use. Frankly I found it a touch fiddly. It's also let down a little by the 'clunky;' nature of the software behind the onboard screen and functions. Other prestige makers' systems seem to be more fluid in operation.

The new GS features new suspension front and rear. The front, high-mount, double wishbone set-up incorporates unequal length upper and lower control arms in forged aluminium. Lexus says: "the rigidity of upper and lower arms, the hub bearing unit and the steering knuckle has been increased to enhance steering responsiveness".

Front-end geometry changes enhance straight line stability and steering feel.

At the rear there's a new multilink set-up with toe control bars and redesigned aluminium rear axle carrier. The spring and damper have been separated to help improve packaging. This also allows a subtle relocation of the damper in F Sport models.

All local GS model get the Lexus Adaptive Variable Suspension (AVS) system. The system adjusts both rebound and compression damping on the fly. In static terms both damping and spring rates are increased significantly compared to the third-gen car.

F Sport models feature retuned front and rear suspension. They also feature a new computer-controlled, electrically-actuated active rear-steer system called Dynamic Rear Steering (DRS).

Fully integrated into the new Lexus Dynamic Handling system (LDH), DRS is used in conjunction with Variable Gear Ratio Steering (VGRS) and Electric Power Steering (EPS) to "coordinate every aspect of front and rear wheel control and provide agile, sharp and confident driving behaviour with a more direct response to the driver’s actions".

Says Lexus: "Monitoring vehicle speed, steering direction and driver inputs, LDH calculates the optimum angle for all four wheels... The LDH system monitors vehicle speed and yaw rate, steering angle and speed, and lateral G to calculate the required rear wheel steering input, to a maximum of 2.0 degrees. At most speeds below 80km/h the front and rear wheels turn in opposite directions. In certain conditions at speeds over 80km/h, front and rear wheels turn in the same direction".

The good news is all of this is achieved without the artificial or hinge in the middle feel some passive rear-steer systems create. It's a feather in Lexus engineers' collective cap that DRS works so well.

After all the focus on the chassis, the engines seem somewhat of an anticlimax. The range-topping 450h combines a new 213kW 3.5-litre Atkinson cycle direct-injected V6 petrol engine with a high-output, water-cooled permanent-magnet electric motor. In traditional Lexus hybrid style, the two powerplants drive the rear wheels both independently and in tandem, as appropriate, via a CVT gearbox.

The 450h offers an EV mode for pure-electric operation. You don't have to go very far or very fast before the petrol V6 chimes in, however.

It's only the CVT that lets the show down. Despite work to give it a more 'authentic' gearbox feel, it's still more golf cart than sportscar.

With a total system power output of 252kW and more than 345Nm of torque (that's the engine's output only), Lexus says the GS 450h will accelerate from 0-100km/h in 5.9 seconds and has a maximum speed of 250km/h. A very fast, very comfortable golf cart...

Fuel consumption has been reduced from 7.9 to 6.2L/100 km, says Lexus Australia. That's a big jump – it'll be interesting to get real world figures down the track.

The GS350 gets a version of the same direct-injected petrol 3.5 litre DOHC V6 as used in the IS350. It features D-4S direct and port injection and Dual VVT-i (Variable Valve Timing-intelligent) to both intake and exhaust camshafts. Peak power and torque are 233kW at 6400rpm and 378Nm at 4800rpm.

The V6 is matched to Lexus' ‘6 Super ECT’ six-speed automatic transmission. The transmission is claimed to feature a close-ratio gearset and incorporates "numerous technologies including faster shift speeds, earlier torque converter lock-up and downshift throttle blips".

It's a much better match for the sporty nature of the car. Changes are crisp on the steering wheel paddles but the gearbox also works well when left to its own devices.

Lexus says the GS 350 accelerates from 0-100km/h in 6.0sec and returns a combined fuel consumption figure of 9.7L/100km.

The GS250 V6 is rated at 154kW/253Nm at the same engine revs as the 350. Combined fuel economy is 8.9L/100km and a 0-100km/h time of 8.6sec is claimed. The Laguna Niguel launch did not provide an opportunity to drive the GS250.

Non-F Sport GS models ride on 18 x 8-inch alloys all around. F Sports get 19 x 8-inch fronts and 19 x 9-inch rears for extra grip and attitude. F Sport tyres are 235/40 ZR 19 at the front and 265/35 ZR19 gumballs at the rear. Both Dunlop and Bridgestones are specified.

Braking is by four-wheel discs on all models. F Sport models feature semi-floating discs that comprise alloy centres and separate, cast iron ventilated rotors. This system reduces unsprung mass and is claimed to offer more consistent braking performance in extreme conditions.

Safety systems include the usual antilock brakes, et al, plus Lane-Keep Assist (LKA), a Blind Spot Monitor (BSM) system, (optional) Lexus Night View system and a head-up display. The GS also gets Pre-Crash Safety system (PCS) and incorporates a Driver Monitor Camera to detect fatigue and a complementary Adaptive Cruise Control system with autonomous braking.

The GS's stability control system is integrated with LDH and uses rear-wheel steering (on F Sport) models to enhance stability in emergency braking, especially on slippery surfaces.

As an executive segment car, the GS is matched against the 5 Series, E-Class and A6, but it will also potentially attract buyers of cars around the periphery of this segment.

Whatever's the case it will need to do much better than its predecessor. YTD October 2011, the GS range had sold just 100 units Down Under. This is in stark contrast to the 1136* and 1358* BMW and Benz had registered.

* This figures include 5 GT and CLS-Class registrations.

This is a very different animal to its last generation and rewards enthusiastic drivers with good natural grip, decent steering feel and feedback and a measure of agility unusual in this class of car, thanks to the DRS system.

That's not to say the standard GS350 is not a good car – it is. It's just that the extra dynamic abilities of the F Sport model magnify the chalk and cheese difference between the generations. It doesn't hurt that it looks pretty mean in the metal.

The cabin is a ripper. Seats, both sport and standard, offer plenty of adjustment and good shape. The F Sport's multifunction front seats include side bolster adjustment that is a plus for those who like to drive at a comfortable clip.

The materials used are somehow a bit more 'real' than previous generation Lexus offerings. The leather surfaces have a nice density to them – especially the dash. All the controls have added 'weight' to their operation. In this respect the car has quite a solid feel to it.

Ride and handling is a good balance in both versions. There's not really any more noticeable harshness in the F Sport variants though the lower profile rubber tends to thump on the LA area's horrible concrete freeway expansion joints.

Our test loops were on largely well-surfaced bitumen canyon and urban roads, and here both versions were quiet, refined and very at home. In the tighter canyon stuff the F Sports exhibited an extra measure of wieldiness.

But you're hard pressed to pick the car has rear-wheel steering --unlike the systems of old or the odd feeling BMW's 5 Series GT exhibits at times. There's just an impression of an extra eagerness to turn into the corner, crisp transition and the impression of more grip when it's there. Yes, we're still talking about a Lexus... I'd say that's mission accomplished.

The 350 V6 is a willing engine with plenty of go and, thanks to a sound generator and some acoustic fiddling, is possessed of a fruity aural character. It sounds great – quite un-Lexus like. The IS350 F Sport could benefit from the same tweaks.

The same handling plaudits stand for the heavier but faster 450h. There's no doubting the effectiveness of the combined petro-electric performance of the hybrid but this writer just can't connect sports and hybrid in the same breath – at least as long as Lexus persists with its CVT transmission.

There's none of the aural appeal of the 350's V6 in the 450h and the CVT further removes the driver from the equation. Though Lexus maintains it has recalibrated the CVT box to perform more like a conventional gearbox, the result is lacklustre – even in Sport mode.

In addition to the road drive, Lexus mapped out a 2.5km handling course on the massive concrete runways of the decommissioned El Toro Marine Air Corp base – the same location Top Gear USA is filmed.

Here the differences between the GS350 and 450h were even more marked on a tricky circuit that included high-speed slaloms and tightening-radius corners. In extremis, with stability control disabled (and yes it does go off), the extra 150kg or so of the hybrid could easily be felt. That said, it remained remarkably well behaved.

What was clear here though was the good balance and willingness of the basic 350 chassis and running gear -- plus the inherent stability of the F Sport model's rear-steer platform. In this aspect it was time well spent.

What was also clear at El Toro is that this is a chassis ready to cope with significantly more mumbo than a 233kW 3.5-litre V6 can provide. Which begs the question – where's the V8...?

Seems the answer to that question might be a single letter – F.