Lexus GS 450h F Sport 2012 Review

Price Guide (MRLP): $111,900
Options fitted to test car (not included in above price): Nil
Crash rating: Five-star (ANCAP)
Fuel: 91 RON ULP
Claimed fuel economy (L/100km): 6.3
CO2 emissions (g/km): 147
Also consider:BMW ActiveHybrid 5 ($TBA); Mercedes-Benz E350 CDI BlueEfficiency (from $136,485)

While the Mercedes-Benz E-Class and BMW 5 Series boast V8 engines atop their respective line-ups, Lexus says it doesn't need eight cylinders to offer top-shelf performance. Instead it uses a 3.5-litre V6 paired with a couple of electric motors to provide a 'boost'.

The reality of this high performance hybrid configuration is like art -- it's all in the eye of the beholder. Some will like it, others won't.

I like the setup, and though the engine doesn't have the bassy rumble and unique character of a V8-engined luxury car, the V6 engine does deliver enough of a thrum at full throttle to let passengers and surrounding traffic know it's not an ordinary hybrid.

And it can really move! Lexus claims its flagship GS-series accelerates from 0-100km/h in 5.9 seconds thanks to a combined 254kW power output, and it certainly feels as fast as this boast, charging hard thanks to the electric motors' torquey contributions.

The F Sport version of the Lexus GS 450h also looks the part, with an appreciably angular and assertive body kit that comprises deeper front and rear aprons, side skirts and premium 19-inch alloy wheels with wider rear tyres.

Bigger front brakes (356mm vs. 334mm) and DRS (Dynamic Rear Steering) -- not to be confused with F1's Drag Reduction System -- four-wheel steering also contribute to the F Sport's athleticism.

Since we last tested the Lexus GS450h at the national launch, we've had a bit more time to ponder the ins and outs of the driveline, and by and large it works well. The continuously variable transmission is one of the best systems on the market. But it's still a CVT.

It transfers power to the rear wheels with an inexorable force – there are no peaks or troughs in the power delivery whatsoever. But it lacks character when compared to what most drivers are used to with a traditional automatic or dual-clutch transmission. The electric power steering setup doesn't have the feel or involvement of a BMW 5 Series, either.

But on the bright side the car has no problems carving its way through corners at high speeds, particularly when switched to Sport+ mode. This sharpens everything up, including throttle response and shock absorber firmness. Throw in some 19-inch alloy wheels shod with chunky 265/35 Bridgestone rubber at the rear (235/40 up front) and you've got yourself a harder-edged, rear-wheel drive luxury sports sedan.

It's super-fast punching out of bends thanks to good mid-corner grip and the nose tips into corners a lot more nimbly than it ought to. The car is heavy, weighing in at 1910kg, but it handles like it's about 150kg lighter, which speaks volumes for Lexus chassis tuning crew.

One of the best-handling mass-produced cars Lexus has ever built we're itching to see how it fares against a V8-powered Benz E-Class or BMW 5 Series. Or better yet, a TMG-tuned version of the car...

We also spent a lot of time commuting in the high-tech luxury car, something we didn't get to experience on the national launch, and this is an area where the CVT comes to the fore. It makes up for its deadpan character with a buttery smoothness that makes the peak hour drive seamless and economical.

Because there are no stepped ratios (unless you flick the steering wheel paddles) the Lexus just purrs along with no interruption to forward motion, and with the adaptive variable suspension set on its softest level the ride quality is velvety smooth.

The car can run in pure EV mode up to about 50km/h and will last for several kilometres before the petrol engine kicks in to recharge the batteries. And how's this - the car is happy to drink low grade 91 RON petrol, yet has a four and half star green car rating thanks to low CO2 emissions, claimed to be 147g/km.

Fuel consumption is rated at 6.3L/100km. We saw figures or around 8.0L/100km over a seven day period which is still decent for a petrol V6.

Comfort is another of the Lexus hybrid's strong suits, with some of the best sports seats available. There's plenty of lateral bolstering for when you hit the 'fast' button but the cushioning and supple leather quality means that cruising is very comfy too.

One of the creature comforts that stood out included the digital radio -- you can listen to your favourite AM stations in full, high fidelity stereo -- in fact it sounds better than regular FM stereo. The huge 12.3-inch widescreen display is also a highlight (it's the world's widest in-car LCD screen), and things like tri-zone climate control and an electronic rear window blind are nice touches.

We've been through the standard equipment of all three GS 450h models during the national launch drive, but for a quick recap you get plenty of kit for your coin: lavish 18-way electrically adjustable sports leather seats, radar cruise control, auto high beam headlights, a pre-collision safety system, adaptive variable suspension, blind-spot monitor, reversing camera and my favourite, self-healing paint.

It's true that the Lexus GS 450h can't match the sheer power of its V8-powered German rivals but it's come closer than ever before, bridging the gap with its European peers particularly in terms of driving dynamics. As an everyday driver the Lexus' silky ride quality and seamless power delivery make for a compelling combination and the more I drove this car, the more I liked it.

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