Lexus GS

	Lexus GS
	Debut: 2011 Maker: Toyota Predecessor: Lexus GS (2005)

Published on 25 Jan 2012

20 years ago Toyota created Aristo / Lexus GS to challenge Mercedes E-class and BMW 5-Series in the executive cars segment. Like many Japanese cars born in that era, it was an impressive first attempt, with good looks, fine performance and advanced technology to make the German worrying. However, contrary to our prediction, the GS line never quite matched the success of its German rivals in the following years. Not only it failed to challenge the established German machines, it slipped behind the fast-rising Audi A6 and is now struggling to keep up with Jaguar XF and Infiniti M. What's wrong with it?

Forgive me for reserving my opinion until the end of this article. Let us see Toyota's viewpoint first: the outgoing GS was comfortable and refined, but it lacks driver appeal to please the trend of this segment, which is increasingly biased towards the sporty side. Therefore, for the fourth generation GS, Toyota injected a lot more spicy flavors. Here you can see a twist of the "L-finesse" styling theme with Chris Bangle-style assaultive and unsettling approach. The harmony of the old car has gone, replaced with some razor-sharp blades and heavily twisted surfaces which challenge the limits of your taste. More adventurous might be, it is not to be confused with beauty.

The philosophy of chassis tuning has also been shifted to the sporty side. Drive the car, you will immediately realize the electrical power steering has gained weight as well as response, if not exactly road feel. The car is more eager to steer thus it feels lighter on its feet. You can still get a smooth and quiet ride for regular day-to-day trip, but in case you are in mood to have some excitement, now you have the option to select Sport or Sport+ mode (beside Eco and Normal) like those European rivals. In this way you will get sportier throttle, steering, damping and stability control. Existing owners of the GS will be surprised by its new found agility and sharpness, especially if the car is optioned with 4-wheel steering. If not enough, there is the F Sport package which brings even sportier suspension tuning, larger brakes and unusually wide rubbers measuring 265/35R19. Admittedly, those absurd rear tires rob it the ability to oversteer like a good BMW 5-Series. When it does oversteer, it comes abruptly thus is nowhere as accessible as the BMW. This prevents it from challenging the latter as a driver's car. However, we have to say few buyers might care about this issue, as the majority are unlikely to play oversteer on public roads.

As before, the GS sits on the same platform as its Japanese sister Toyota Crown (as well as Mark X). Most of the sophisticated technologies are shared, such as the AVS adaptive damping, TFT LCD instrument reading, infrared Night Vision, Pre-Crash safety system, driver drowsiness monitor and head-up display. They also share the double-wishbones and multi-link suspensions, electrical power steering, multi-plate clutch 4WD (beside the standard RWD version) and all powertrains. Most of these are lightly adapted from the last generation. For example, the front suspensions featured more aluminum components to cut unsprung weight. The rear suspensions have their springs and dampers separated to reduce intrusion to the boot.

The powertrain is relatively disappointing. Now the powerful 4.6-liter V8 has been dropped because of poor sales and the rise of environmental consciousness. Entering the scene is an entry level 2.5-liter direct-injected V6 with 210 hp and 187 lbft. It is not gusty enough to haul the 1.7-ton car, so our pick of the range is still the carried over 3.5-liter DI V6 with 306hp and 277lbft. Although it is not as flexible as the forced induction BMW 535i or Audi A6 3.0TFSI, its top end power and its progressive manner are still appreciable. 0-60 mph can be done in a respectable 5.7 seconds. Unfortunately, its partner remains to be that outdated 6-speed automatic, which lacks the response and precision of its 7 or 8-speed rivals. Just wonder why it does not adopt the 8-speeder from LS460, because that would have given the old motor a new lease of life.

Because of the demise of V8, now GS450h hybrid takes the role of the flagship model. As before, it comprises of the 3.5-liter V6 and a pair of permanent magnet electric motors (one for propulsion and another for regeneration) and produces a combined 338hp. There is some refinement to the system to make it more efficient. For example, the V6 now runs in Atkinson cycle like other Toyota hybrid motors. The cooling to power electronics has been improved. The battery pack is now vertically positioned behind the cabin to increase luggage space. The regenerative braking now operates across a wider range. All help the hybrid car to boost its EPA mileage from 22 to 29 mpg in city and 25 to 34 mpg on highway. Nevertheless, the GS450h is still hardly a recommendable choice. Carrying 160kg more than GS350, its handling suffers a little and its acceleration is no faster than the lesser model. The rubberband effect of its CVT and the mushy brake pedal feel – typical to hybrid cars – rob it some driving pleasure. Moreover, it is more expensive than a BMW 535d, which offers better performance and handling yet easily matches the Lexus for emission (142g/km vs 137g/km) and fuel consumption (52.3 mpg vs 47.9 mpg in EU combined cycle). It's no brainer to choose the BMW.

Admittedly, the Lexus is better equipped than its German rivals. Its interior is very well made, with plenty of rich materials and classy features, such as bamboo trim and a 12.3-inch sat-nav screen – said to be the largest in production cars, at least until the arrival of Tesla Model S with its 17-inch item. On the downside, the interior styling is a bit boring and the space it offered is barely average. Unlike the early Lexus, it has not set any new standards on cabin quietness and refinement. Now its German rivals are on a par with it.

Despite of the enhanced driver appeal, the new GS is not going to be a class leader. It lacks the all-round appeal of BMW 5-Series and Mercedes E-class, the performance edge of Infiniti M56 and the romance of Jaguar XF. That brings us back to the question: why does it fail to raise its game? I suppose because Toyota Crown and Mark X stretch its development budget thin. If Toyota could consolidate the three into one, just like what Nissan did to Cedric, Gloria and Infiniti M, it might be able to afford new engines, transmission and some new technologies to better its oppositions. Of course, that decision would not be easy. The Crown has strong customer base in Japan thus it is not to be abandoned. Neither the Lexus can be abandoned, as Toyota has invested enormous money to build the brand overseas. In my opinion, the best solution is to kill the Mark X and combine Crown and GS into a single model while keep using their existing names for different markets. Only in this way there will be hope for beating the European.

Verdict: