2015 Lexus GS450H Reviews

Derek Ogden road tests and reviews the 2016 Lexus GS F with specs, fuel consumption and verdict.

Lexus GS300 is an upmarket Japanese sedan with a fair bit of sportiness in its makeup.

Sports and hybrid are words not usually seen together. And while the F Sport version of the second-generation Lexus GS 450h is not exactly stimulating and involving to drive in a sporty sense, it does live up to its claim of performance without penalty.VALUEAt $111,900, the F Sport is $10,000 less than the Luxury Sport version, which comes with features such as a heads-up display, a tyre pressure monitor and eight parking sensors, even polyurethane-coated paint that repairs scratches when exposed to sunlight. The F Sport adds all-wheel-steer hybrid, sports suspension settings, bigger brakes, automatic high-beam, 19-inch wheels, an 18-setting driver's seat, pre-collision and cruise control systems.DESIGNYou expect Lexus quality inside and you get it. The materials, the finish, the layout and even the stitching are flawless. Not so attractive is the angular and aggressive lower lip spoiler included in the sports body kit.TECHNOLOGYPowered by a 254kW hybrid drivetrain, it accelerates from 0-100km/h in 5.9 seconds yet has a combined fuel use of 6.3l/100km, a 20 per cent improvement over its predecessor at 7.9l/100km. Emissions of CO2 have fallen to a class-leading 147g/km.And the benefits continue. A more compact hybrid battery helps expand boot space by 45 per cent to 465 litres and the redesigned chassis provides more interior space. The chassis is also stiffer and with the battery mounted lower the weight distribution is close to an ideal 50:50, which improves handling. The 3.5-litre V6 engine is now an Atkinson cycle, which has improved efficiency by 20 per cent while retaining the previous engine's 254kW output and lifting torque from 317Nm to 352Nm. An Atkinson Cycle engine has a higher compression ratio than a conventional Otto Cycle.DRIVINGMost of the time it feels as if you are guiding the F Sport rather than driving it. The first thing you notice is the lack of starter-motor noise. Push the start-stop button and the dash lights up and signals “Ready''. Flick the gear selector into drive, press the accelerator and off you go, the petrol engine kicking in only when needed and shutting itself down when coasting or stationary. There is no noise on idle and just a slight shudder when the petrol engine kicks in. A low whine when slowing indicates regenerative braking. Driven sedately it potters around without fuss, switching at will between electric and petrol. Bury the right foot and it launches itself with enough thrust to chirp the wheels on a damp surface and delivers enough seamless punch to keep you pinned back in the seat. Power application is silky smooth and linear. Acceleration is strong, even on light throttle, such is the electric motor's high torque at low revs. But the driving experience is all a bit remote; the engine note is so well muted it's barely audible, the steering feels lifeless on the straight and then there is the quirky nature of the switching between petrol and electric. Despite myriad micro-second decisions going on internally, there is no need for the driver to intervene. All the swapping and sharing is done automatically.VERDICTIt’s a large car with flat, agile cornering and a comfortable, well-controlled ride.Lexus GS 450H F SportPrice: $111,900Warranty: 4 years/100,000kmResale: 57 per centService interval: 10,000km/6 monthsSafety rating: 5 starSpare: space-saverEngine: 3.5-litre V6 petrol 215kW/352Nm; 147kW/275Nm electric motorTransmission: CVT auto; RWDBody: 4.9m (L); 1.8m (w); 1.5m (h)Weight: 1910kgThirst: 6.3 1/100km; 91 RON; 147g/km Co2

Currency and competition mean a price cut and more gear are top of the highlights sheet for most new models coming into the Australian market - the Lexus GS450h is no different. The new model has no major changes in dimensions but plenty of improvement, now offered in three model designations - Luxury, F Sport and Sport Luxury - we're luxuriating in the latter.VALUEIt's difficult to fit value into the same sentence as a Japanese luxury car that carries a $121,900 pricetag, but when you consider it is $5000 cheaper than the outgoing model, there's some scope to keep a straight face.The features list is extensive - 18-in alloy wheels, keyless entry and ignition, sunroof, electronically-controlled suspension, leather and woodgrain trim, power-adjustable (Lexus says 20 ways) heated and cooled front seats, manual rear-side sunblinds, an electric rear windscreen sunblind, rear climate and sound system control, heated rear seats and tri-zone climate control.The infotainment system in the top-spec model has a 12.3-inch control screen, which Lexus says is the world's largest, to control the 835-watt 17-speaker Mark Levinson sound system, the satnav and a number of the car's settings and functions, although strangely there's no TV receiver, which seems a waste of such a big screen.It's all operated by the fixed mouse-like set-up that is the Japanese brand's take on BMW's iDrive, controlling access to the menu system, while some phone and sound system controls are also accessible from the buttons on the wood/leather trimmed steering wheel, which looks nice but isn't the best for grip.TECHNOLOGYThe drivetrain is an upgraded version of the superceded car - using a 3.5-litre Atkinson cycle V6 direct and port injection engine, which has - says Lexus - improved by 20 per cent the engine's efficiency and emissions without reducing output. An Atkinson combustion cycle delays the intake valve closure for a smaller fuel-air mix, the company says.Changes have also been made to the continuously variable transmission (CVT) to improve the drivetrain feel and reduce the "flare" inherent in these transmissions - the driver also has the choice of a manual mode via paddleshifts to liven up the drive a bit. More along those lines can also be achieved by playing with the Lexus Drive Mode Select system - which changes drivetrain, chassis and steering mapping in one of four modes.Eco mode aims to make the most economical way from A to B, with a milder throttle map, less input from the petrol engine and a reduction to 500 volts on the electric side in most driving conditions. Eco and Normal modes both bring blue illumination to the dashboard, but when Sport or Sport+ are selected, the red mist descends on the instruments. Turn the controller to Sport and the ECU opts for more aggressive throttle calibration and the petrol-electric drivetrain leans more towards performance than economy. Flick it again and the Sport+ mode brings the chassis into the equation, tightening up steering and dampers and allegedly backing off stability control interference. Extra energy is also being recovered the via the company's most efficient regenerative braking package yet, which Lexus says contributes to a 20 per cent drop in fuel use reduction to 6.3l/100km. Other highlights include a climate control system that counteracts dehydration by putting microscopic ions with around 1000 times more water content than regular air ions - apparently it's gentler on skin and hair.DESIGNThe second generation Lexus GS 450h hybrid is the fourth Lexus to get the new look, and the aggressive, angular look sits nicely on the big sedan. The rear end has lost the rounded rump of its predecessor and that's a good thing. There's also a classier clock - analogue, which is a big improvement over the old green digital unit.The car's overall size hasn't changed much apart from a small increase in width height - the wheelbase remains a little shorter than its class competitors and that is displayed in a number of ways, including rear legroom. Thankfully the new nickel-metal hydride battery layout allows for 45 per cent more bootspace - now 465 litres - than the outgoing car and helps give the GS450h near 50/50 weight distribution.SAFETYThe outgoing car was a five-star car and the new one has more than enough to suggest a similar rating. The Sport Luxury top-spec model has a blind spot monitor, a Head Up Display with speed, satnav and sound system info, active cruise control and pre-collision safety system, anti-lock brakes, stability and traction control, tyre pressure monitoring, automatic bi-xenon adaptive headlights with automatic high-beam system (although its more clumsy to use than the BMW system).Also on the Sport Luxury model is the driver fatigue monitor, encased within the little red LED monitor on the top of the steering column, which uses an infra-red LED pulse and a camera to monitor the driver's face and eyes, to check if the driver's eyes are open and watching the road. The alert system warns the driver of potential drowsiness and can even jolt the brakes to further alert the driver.There's also auto-dimming mirrors, ten airbags (dual front, dual front knee, front and rear side, full-length curtain and a ) and rain-sensing wipers. The features list also has parking sensors front and rear (part of the auto-parking system), a rear camera, LED front running lights and tail lights.DRIVINGThe old car looked a little droopy front and rear compared to the sharp new Lexus look, and it works. What is also very effective is the drivetrain - it's nearly two tonnes of Japanese luxury car but the smooth and unobstrusive petrol-electric system mimmicks a never-ending slingshot away from standstill.The continuously-variable transmission (which doubles as a generator to re-charge the battery when coasting) lays claim to a sprint to 100km/h of 5.9 seconds and it is a deceptively quick conveyance. The ride is on the firm side but is still in the good range - tightening it up for corners over cruising doesn't turn it into a molar-rattler either, but nor does it become a vehicle that is going to match a purpose-built corner-carver either.This definitely is a cruiser - swift in a straightline, but cruising is its forte. The soundtrack doesn't match the mumbo, sadly - it sounds like angry wasps on speed - but you can't argue with the outcome.The soundtrack is easily overcome - crank up the Mark Levinson sound system, which is considerable in quality and volume of sound, topping a well-packed features list that is minimal for optional extras, unlike the German opposition. The cabin is perhaps not as cavernous for interior space as the overall dimensions might suggest, but four occupants can be comfortably transported - a fifth passenger is going to need to be vertically-challenged as the centre section of the seat is high.Slow improvement has been made on the active cruise control front with Lexus, but they're still not there yet. The latest version brakes to a standstill and can move away again but it's not as dextrous as the opposing German systems. It still has trouble maintaining a set cruising speed downhill without a car in front to engage the braking function. Even the non-radar cruise systems of Benz and BMW can involve the brakes to do this, Lexus has taken too long to catch up.Pricing has always been a plus for the Lexus and the Japanese luxury marque has kept it lean - it's the only hybrid in the segment until the three German brands get into the act, but preliminary numbers on the Beemer ActiveHybrid 5 suggest fuel economy on that brand's existing diesels is better.Audi says an A6 hybrid is in the future and Benz has two hybrid E-Class models - a petrol-electric E400 and the E300 diesel-electric hybrid - but none of the aforementioned are imminent on Australian showrooms.VERDICTThe GS series is a car that - by Lexus brass' own admission - hasn't done enough in Australia. The medium prestige market has a number of under-performers but Lexus might have given the GS the look to get it on more shopping lists.Lexus GS450h Sports LuxuryPrice: from $121,900Warranty: 4 years/unlimited kmResale:  43 per cent (Source: Glass's Guide)Service interval: 15,000km/12 monthsSafety rating: five star (predicted)Engine: 3.5-litre dual-injection 24-valve DOHC 215kW/352Nm petrol V6, 650v electric drive motor 147kW/275NmTransmission: Six-step electronically-controlled continuously-variable transmission with paddleshift; RWDBody: 4.9m (L); 1.8m (w); 1.5m (h)Weight: 1910kgThirst: 6.31/100km, on test 8.1, tank 66 litres; 147g/km CO2

The brushed alloy analogue clock centred in the Lexus dash is so neat, so understated and so, well, Jaguar, that its simplicity is almost lost within the electronic efficiency of the dashboard.That's a clear, and timely, pointer to the disparate nature of the Lexus GS450h - the "h'' is for hybrid - that holds pieces of the past and melds with the future. The GS450h platform, for example, is virtually unchanged from the outgoing model yet the drivetrain reeks of a fresh look at creating a civilised handshake between electric and combustion power sources.Now - if you want it - you have a spacious, luxurious and even sensibly-priced saloon that uncompromisingly offers big-bore performance with small car economy. The only question is that, stacked up against its more conservatively engineered rivals, is a hybrid worth the bother?Out the gates at $99,900, the GS450h is already a winner. Only Euro diesels combine price, economy and features but even then Lexus keeps upping the equipment level. The test car is the F Sport model, adding even more kit and wearing new body adornments, that is $111,900.An "enhancement pack'' with LED headlights, 17-speaker audio and the monster 308mm monitor lifts your invoice to $116,900. But across the board, equipment levels are exhaustive and will outpace  rivals costing up to $50,000 more.Self-healing paint (which I have subsequently used on my body), Volvo-inspired blind-spot warning, sunroof, five-mode selectable driving options, digital radio, HDD sat-nav, heated and vented front seats, head-up display and adaptive suspension are just some of the items on the base-model GS450h standard list.It uses the same platform but this second-generation GS450h gets the corporate grille - shaped like a spindle - and ensures buyers find distinct ion in its 330 colour and trim combinations.The new car's size is almost identical to its predecessor but boasts a bigger boot thanks to a new battery layout, upping space by 45 per cent on the old model to 465 litres. The F Sport gets mesh side grilles, unique bumper and lip spoiler, a rear spoiler and dark-finish 19-inch alloys.The seats have diamond-shaped perforations and the cabin wears a sports theme accenting alloy and leather. Spacious seating is for five, though the saloon genre bette r suits four. Despite the apparent complexity of the dashboard and the wealth of functions, it's intuitive.Lots here. The platform may be regenerated but the suspension is new, especially the rear that is now a multi-link system to better suit the rear-wheel steering and the bulky transaxle that comprises two electric motors - one for motive power and the other as a generator.The 3.5-litre V6 petrol engine, which has an electric water pump and runs on standard unleaded, now is a more efficient Atkinson cycle design - as is Prius - yet together with the motor, is 20 per cent more fuel efficient than before and is faster with a 0-100km/h time of only 5.9 seconds. But Lexus claims an average of 6.3 L/100km.The suspension is electronically adjustable through a drive-mode select function that includes five features from all-electric to sport and, including firming the suspension and steering feel and sharpening engine response, the sport-plus mode.The transmission is a CVT with paddle shifters for manual gear selection. The new regenerative system that recharges the battery when the car is coasting and braking is responsible for lowering fuel use over the old model by 20 per cent.Expect the best here and Lexus delivers with a five-star crash rating, 10 airbags, standard equipment Blind Spot Monitor - which uses two radar sensors to detect other vehicles in either adjacent lane - and tyre pressure monitoring.There's also an eight-sensor parking sonar syst em, a reverse camera with rear guide assist, bi-xenon headlamps with cornering lights, the usual electronic brake suspects such as stability and traction control. The F Sport gets a pre-collision safety system including an all-speed active cruise control feature that will bring the car to a stop.There's an unsettling initial period where the GS450h doesn't feel as planted as its European rivals. The steering is too light, too distant from the road to engage the driver. But familiarity exposes two things - you become accustomed to it and then you find the Sport+ button.By default the car selects a lethargic, yet fuel efficient engine-transmission program. Dial in Sport or Sport+ and the big sedan tightens. It's nowhere near BMW in feel, yet strangely the electronics and rear-wheel steering make it surprisingly agile and quick through the bends.Acceleration is sparkling, both off the mark - where the electric motor's instant torque bites hard on the bitumen - and when overtak ing. Invigorating as this all is, it's the comfort, serenity and sheer gadgetry of the Lexus that will win its buyers.For me, the fuel economy benefits of a $111,000 car are almost futile. But the near-perfect build quality, the ocean of gadgetry, the urge of the hybrid drivetrain and the superb ride and comfort should win canny buyers.Understated and clever luxury car at prestige-car prices.

Hot on the heels of the release of its fourth-generation petrol-powered GS models, Lexus has added the GS 450h petrol/electric variant to the range.The big news with the second-generation Lexus GS 450h is a substantial drop in price from $126,800 for the outgoing single-variant model down to $99,990 for the entry-level 2012 model.In 2006 when the original GS 450h was released we commented on the good value it represented for its class. Now, despite a mid-life price rise, six years of inflation and the addition of considerably more equipment the new model is 20 per cent cheaper so the value equation has jumped even further.Lexus and parent company Toyota are both keen on promoting their petrol-electric hybrid models and have significantly reduced prices on them.Lexus has long been the leader in luxury hybrids and it’s interesting to note that both BMW and Mercedes-Benz have competitors on the way in the form of the BMW ActiveHybrid 5 (based on the 5 Series) and the Mercedes-Benz E400 Hybrid (based on the E-Class).The GS 450h shares the same V6 petrol engine as the GS 350 although with slightly less power (215 kW compared with 233 kW) and torque (352 Nm vs 378 Nm) but modified to have an Atkinson cycle for improved efficiency and lower fuel consumption. When combined with the 650-volt nickel-metal hydride battery peak power increases to 254 kW.Lexus is planning on eventually replacing the nickel-metal hydride batteries with more efficient lithium-ion units, but could not provide a time frame when this will happen. All GS 450h variants come with six-step continuously variable transmission (CVT), unlike the GS 250 and GS 350 which get six-speed sequential automatic.For the first time, the GS 450h hybrid model comes with the same three equipment levels that are available in the two petrol models. These are Luxury, F Sport and Sports Luxury. Previously only one variant was offered.Standard equipment in the entry-level GS 450h Luxury includes ten airbags, a so-called blind spot monitor in the door mirrors, parking sensors, reversing camera, moonroof, LED daytime running lights, Bluetooth telephone and audio streaming, dual-zone climate control air conditioning, 8-inch multimedia monitor and head-up display.The flagship GS 450h Sport Luxury tops up the Luxury’s features with a 12.3-inch multimedia monitor, driver fatigue monitor, enhanced Mark Levinson audio, three-zone climate control, automatic high/low beam headlights, and leather and woodgrain trim.The official combined cycle fuel consumption figure for the Lexus GS 450h is 6.3 litres per 100 kilometres, compared with 9.3 L/100km and 9.7 L/100km respectively from the GS 250 and GS 350. Likewise combined cycle CO2 emissions are 147 g/km compared to 215 and 225.Styling of the new GS 450h is much the same as that of the GS 250 and GS 350 models released in early April 2012. The most notable change from the previous GS series is the bold grille styling of the type that’s all the rage at the moment. Lexus calls it’s a ‘spindle-grille’ because of the bobbin-like pinched in section at the top. The design is attractive and distinctive.The Lexus GS 450h F Sport adds body kit, 19-inch alloy wheels, sports suspension settings, dynamic handling system and all-speed active cruise control.One feature of the outgoing GS 450h that drew justified criticism was the limited size of the boot caused by the location of the batteries behind the rear seat. Lexus has addressed the problem in the 2012 model by stacking the batteries in two rows with the battery devices laid on top. The new arrangement increases boot capacity by 45 per cent to a reasonable 465 litres, only 75 litres less than the GS 250/350.One of the barriers to the sale of any new-technology commodity is the price premium that early-adopters have to pay. However with the release of the second-generation GS hybrid, Lexus CEO Tony Cramb says, “the hybrid price premium has all-but been eliminated” by a combination of price decreases and additional equipment which cuts into the $10,000-$12,000 extra cost of the GS 450h over the GS 350We commented in the course of our recent review of the 2012 petrol GS models that the car had made the step up from being a commuter to become a true grand tourer able to match the comfort, smoothness and quietness of the big-name German marquees that have been Lexus’s target from day one.Following our extended drive of the GS 450h to the north of Melbourne we can only re-affirm that view and add that the GS 450h provides the added benefit of significantly lower fuel consumption and emissions.With significant price drops across the Lexus GS range we can see many prospective buyers stepping into one or other of the hybrid variants instead of their petrol-only siblings. There’s no loss in comfort or performance but significant gains in fuel economy and emissions.

Plenty of people would think business execs would have little or no conscience because they suppress emotion in favour of the corporate good.It would be a handy attribute in the corporate jungle, that's for sure. But now, Lexus has provided an outlet for the softer centre of hard nosed execs to show through, allowing them to express a concerned "green'' side if they chose to drive the new Lexus GS450h Hybrid luxury sedan.It will cost them though — quite a premium over the "normal'' V6 petrol GS but for that investment, they get to use less fuel, considerably less and also generate a lot fewer emissions thereby being good custodians of our children's future. Oh and by the way, the GS450h is quite the performance packaged too showing a clean pair of rears to a good percentage of cars out there.This is the second generation GS450h and far surpasses the first model which was good in parts. The drivetrain is 20 per cent more efficient this time around, it's a roomier car despite sharing similar external dimensions and dynamically, they are like chalk and cheese with the new model being more of a GT car.Though encumbered with additional weight from a (stacked) battery pack (for less boot intrusion) and two electric motors in the transmission case, the new GS has a similar feel to the regular petrol GS range albeit with a stepped CVT transmission featuring paddle shift.They've made the body/chassis stiffer by a considerable degree and lighter too though the car still weighs in over 1900kg. Weight balance is a neat 50/50 which explains why it feels so planted on variable road conditions. And, remember, it's a rear wheel drive so no cheating with all wheel drive here thank you.What is somewhat perplexing is the use of a Nickel Metal Hydride battery instead of the new tech Lithium Ion which is lighter. But Lexus reckons the older type is "mature'' technology less prone to failure. Infact, Lexus has yet to replace a hybrid battery in this country — enough said. Because it's a totally new car from the wheels up, Lexus has been able to adopt refinements across the board including the suspension, steering, brakes and powertrain.The 3.5-litre petrol V6 uses the Atkinson Cycle which delays valve closure allowing a reduction in pumping losses inside the engine and a higher compression ratio for output gains. It has a direct injection system with two nozzles per cylinder. Variable valve timing operates on the inlet and exhaust sides so it's a fairly complex device. But the upside of this is a 0-100kmh sprint time of 5.9 seconds and fuel economy in the region of 6.3-litres/100km — phenomenal. This low fuel consumption is aided in the city by auto stop/start.Maximum output with the petrol and electric engines combined is difficult to nail but Lexus says it's good for 254kW/352Nm a figure that seems about right — perhaps a little under stated. The important thing is the electric motor kicks out 275Nm from zero. You can feel it off the line.There are three variants available, Luxury, F-Sport and Sports Luxury priced at $99,900, $111,900 and $121,900 respectively which is a $3000 reduction on the previous model despite all the extra stuff.All three are generously specified with all manner of luxury kit, premium audio, climate control, leather, electric assistance and five star safety rating.Though a tad noisy under full acceleration, the trademark Lexus silent running is evident most of the time in the GS450h thanks in part to new engine mounts. It's surprisingly good to drive and quite adept in tight going. Multi drive modes are available for the powertrain and other dynamic functions. And the GS is quite good to fire up using the paddle shift and full sport on all settings. The active rear steering system on the top model further sharpens responses.There's a definite European feel to its dynamics even if you can't get around that slurring CVT noise. It's supremely comfortable over a long drive with supple, fully adjustable seats and adaptive suspension.The active cruise control system where fitted will run right down to a stop then accelerate away again when it's clear. Like the look of it too particularly the new spindle grille.The new GS450h is a strong competitor for the turbodiesel Europeans offering similar fuel economy using petrol, superior performance and comparable dynamics and feel. It's a good thing to put on your remuneration "package.''

By any measure the Lexus GS450h is a top-shelf prestige sedan. And with its second generation car priced from $99,900 Lexus says the premium on hybrid technology is all but gone.Drivetrains aside, the standard specification for the three-model range is better value than its German-based rivals and the quality of the ride and interior is on a par. That gear runs from 10 airbags to xenon headlamps, a moonroof, heated and vented front seats with 12-way adjustment, head-up display and adaptive suspension dampers.The biggest point of difference for the Lexus, though, is the method of locomotion that differentiates it from the Audi A6, BMW 5 Series and Mercedes-Benz E-Class.The second-generation of the hybrid drivetrain is more efficient than ever, with official fuel use of just 6.3 litres for 100km. And that is starting to resonate with luxury car buyers. Lexus won't nominate a number for GS sales but it is a niche but growing market.If hi-tech toys tick the boxes, so will the Lexus. The top-range Sports Luxury packs a massive 12.3-inch screen. That's bragging rights in this class but it is also a smart way to show other functions even when the satnav display is on.The drivetrain uses the same 3.5-litre V6 found in the regular GS350 but for hybrid application it has been modified to extract maximum efficiency. The total power from the V6 petrol engine is 254kW, and acceleration to 100km/h is a more-than-respectable 5.9 seconds.The interior gadgets are virtually indistinguishable in application or effectiveness from the Euro rivals, from bind-spot assistance to driver drowsiness monitoring and adaptive cruise control. Depending on the model, the seats adjust in 12 or 18 ways — either approach enough to ensure comfort. Toss in xenon or LED headlamps and there is a lot to like about the new GS range.So who buys a Japanese luxury model that ranges in price from $100,000 to $122,000 — and why? Lexus CEO Tony Cramb says the average GS buyer has an income of $402,000 and wants a vehicle with the latest and greatest features."Buyers in this class have owned luxury cars before and are generally looking to stand out from the crowd," he says. They will do that in the GS. The revised front looks more aggressive than its Euro rivals and Lexus focused on improving the handling and ride for this model after feedback from customers and journalists. Adaptive suspension damping is standard across the range and the suspension itself has been overhauled to boost responsiveness.  Inside, the infotainment display dominates the dash and there's a mouse-style control unit on the centre console to navigate through the menus.The four driving modes — from Eco, Normal, Sports and Sports + — adjust throttle and transmission response from enviro-slushy to revhead sharp. An EV-only mode will power the vehicle for 2km at speeds up to 50km/h.On the road the GS feels as refined and relaxing as buyers could want in a prestige car. It isn't built to tackle hairpins but the four-wheel steering gives it an edge across Victoria's Black Spur.It turns in as quickly as a motorbike and can take a couple of corners to adjust to. That is matched by a reasonably direct steering wheel — go the no-cost bamboo option if you really want to stand out — and suspension that squashes most irregularities out of the cabin.It is a cossetted place to be. Wind noise is all but non-existent and tyre roar is muted even on coarse chip bitumen. The dreaded CVT drone can faintly be heard, but only under hard acceleration.This is not, however, a five-seat car — not unless the fifth member is a small child or a contortionist. The middle rear pew would do for a trip to the local shops but I wouldn't like to perch there for much longer. The drive experience is supremely competent without being quite as engaging as it can be in a Merc or a BMW. It is not that the Lexus does anything wrong, it just does it differently.It's a precision watch that works perfectly in any situation. but doesn't have the character of the scratched timepiece that you've been wearing forever. Not too many mid-sized buyers flog their cars, however, and when it comes to the comfort, it is hard to argue with the Lexus's price.Lexus may still be the road less travelled but it is becoming a smarter route with every new model. 

Until now the Lexus GS has been a smaller edition of its big brother, Lexus LS. With a big emphasis on quietness, smoothness and refinement, the just superseded GS, but no real sporting ambitions, it was steadily losing sales to the German luxury marques.All that has changed and we have just stepped out of a pair of the all-new, fourth-generation GS sedans with big smiles on our faces. In the manner of the BMW 3 Series, Mercedes E-Class and Audi A6, the upmarket Japanese sedan provides plenty of driving pleasure.Cleverly, the Japanese engineers have managed to give the GS 250 and GS 350 twin desirable attributes –it’s smooth and quiet in the Lexus manner when cruising gently but becomes a true sports sedan when you push it along hard. The engine has great induction and exhaust note and the transmission sharpens its actions to get the best torque on tap moment by moment.This truly is an excellent grand tourer, or GT, in the true sense of that often misused acronym. You could travel at high speeds in the Australian bush all day and come back feeling relaxed and refreshed.The styling has taken a new direction at the front and back, though the profile still carries cues of the just superseded GS. At the front the designers have come up with what they call the ‘spindle-grille’. This sees a tightening of the sides of the area to create a most distinctive shape that makes the mid-sized Lexus stand out from crowd.Our only criticism is that the lower areas of the bumper/spoiler look as though they will be vulnerable in carparks and over poorly designed gutter ramps. Lexus is not alone in this – but that won’t reduce the size of the bill from your favourite panel repairer.We love the interior styling of the all-new Lexus for its elegant simplicity. It could be mistaken for an Italian machine in the way the primary instruments are large, clear and easy to read at the fastest glance.The stitching of the leather on the dashboard adds to the Italian theme, as does the centrally mounted analog clock, a feature Maserati has used with great effect for generations.The integration of the centre information and entertainment screen into the central region of the dashboard is brilliant. Too many other marques have satellite navigation screens that look like an afterthought, the Lexus’s is just right. As well as being aesthetically pleasing, the central screen is well shielded from light.We don’t like drivers taking their attention off the road, but in many cases they will do so even when it creates danger, so Lexus has done the right thing in helping people minimise distraction.Lexus GS 250 is powered by a 2.5-litre V6 petrol engine that’s a heavily revised unit installed in the now superseded model. It produces more power and torque (the peaks are 154 kW / 253 Nm) than previously, but the official fuel consumption has been significantly reduced.It’s a similar story with the 3.5-litre powerplant in the GS 350, with 233 kW and 378 Nm it gives the keen driver plenty of sporting flair, yet using less fuel and producing fewer emissions than in the superseded unit.We tested both engines on demanding roads in and out of Albury and up into the Snowy Mountains and found the 2.5 is probably best described as adequate in its performance. Compensating for that is the fact that it’s well mated to its six-speed automatic transmission. The auto is quick to sense the need for more grunt and change down gears at a moment’s notice.As revheads we would go for the 3.5-litre V6 any day, but saner drivers will be more than happy with the 2.5-litre.Up to four modes are offered on the auto and on the sporting models with adjustable suspension and steering the sportier the mode, the more the driver feels in control of the GS. Four-wheel steering on topline models adds further to the sporty feeling of this bid sedan.A hybrid version of the new Lexus GS, tagged the 450h, will be introduced on May 15th. As before, the number 450 doesn’t indicate engine capacity, but the fact that Lexus considers it provides the sort of driving feel that would normally demand a 4.5-litre engine.With a staggering array of passive safety features to help you stay out of trouble, as 10 airbags should things still go badly wrong, the Lexus must be one of the safest cars on our roads.Lexus is currently importing the GS to Australia in no fewer that six grades. Rather than filling in about 10 pages with all the details, may we suggest making an appointment with your local Lexus dealer and you can work together to tailor the best car for your needs.What we will say is that there numerous body and interior colour choices; driver’s seats with as many as 20 electrically adjustable settings; Mark Levinson topline audio systems with 17 speakers; air conditioning that moistens your skin - and much, much more...Lexus’s stunning change of direction with its GS series is a bold move. But we feel it will be immediately successful. 

A top-secret Lexus in a burqa is not the sort of car you get to drive every day. When that Lexus drive time is also more than six months ahead of the car's showroom start, and even two months in advance of its first public appearance, things take on a very different slant.That's because Lexus knows its all-new GS, the car you cannot actually see beneath the full-coverage black camouflage, has to work. The newcomer is aimed at the same sort of people who were expected to buy the current car - successful 30-40 year-olds who might usually favour a BMW 5 Series or E-Class Mercedes - but drove away in droves.In fact, even Lexus now admits the GS is a failure at all levels - from driving enjoyment to sales. "Giving the new GS a more fun-to-drive character was the prime objective. We wanted a more fun and rewarding drive," Koji Sato, deputy chief engineer on the GS, tells Carsguide during an exclusive preview drive at Pasadena on the outskirts of Los Angeles. "We have created a sharp and responsive driving experience. There is a more connected driving experience," he promises.So the new GS is intended to deliver for people who want more than just a pair of automotive slippers for their retirement years, and Lexus is calling 11 journalists from around the world for an early taste test. It has fingers crossed for ticks in boxes.The plan is simple: a background briefing and then a fling around a carpark test course before several hours of on-road driving that varies from typical California freeways to give-and-take canyon roads which are fun driving and expose the weaknesses in most cars. But first - time in the current GS. The reminder driver is a refresher on a car that's a Camry in a formal suit.It drives more like a boat than a car, is quiet but not particularly comfortable, and ticks all the expected luxury boxes without having any personality. To sum up, today's Lexus GS is a yawn. And then I catch sight of the two burqua-wrapped prototypes promising the biggest change at Lexus since the arrival of the original compact IS.It's hard to rate a car so far from showrooms, but Lexus promises a sharper price than today's GS. The current lineup starts with the GS300 Sports from $97,814 but Carsguide is expecting the newcomer - even with a larger 3.5-litre V6 engine - to drop into the eighty-something price bracket.Value will also be boosted by everything from an 18-way electric adjustable driver's seat to what is claimed as the biggest full-colour display screen in the car business today. The California drive points to an extension of the current two-model run with the GS300 - sports and luxury, with the sports model getting a bunch of new stuff including active rear-wheel steering - with a run of other models to come including a new 450h hybrid and an F-Sport sports hero.The remake of the GS goes right down to the chassis, which is more rigid in the new model for improved safety and a better suspension platform. Lexus is keeping quiet on the finer details, but the California cars come with new suspension, upgraded 3.5-litre V6 engines - most likely with around 233 kiloWatts - and everything from adaptive variable suspension to dynamic handling with rear-wheel steering, and a stability control system that can be turned off.There is also a new exhaust system that's claimed to be noisier and a slipperier body. But the biggest driver benefit is Drive Mode Select - a bit like the switchable chassis-engine control we've seen from Subaru - that has three settings from maximum comfort through to maximum grip and feedback.We've seen the Lexus GS concept, which is Carsguide Car of the Show from the Australian International Motor Show at the start of the month, which gives a close pointer to how the production car will look. But the California burqa, and a bunch of other cabin camouflage, means we cannot give any sort of on-the-spot assessment. When I try to zip back part of the burqa body panels, briefly catching a glimpse of a dark-blue guard, a Japanese security guard rushes in to stop me.I know the car has a clock in the centre of the dash, with a new-age sound system, but everything that's remotely interesting is covered in thick black tape. Still, the boot is now a giant and handles four golf bags - up from two - and even the driver's footrest has been enlarged. The security measures on the GS run deep, and we cannot even begin driving until flaps over the door handles are locked down. When an inquisitive Californian stops to ask what movie we're filming, he is nearly mobbed by the over-eager protection team.The new GS is certain to be a five-star car, but there are none of the high-tech safety systems promised by Toyota in the past week. So the GS gets past with things like cabin airbags, ABS and ESP and brake assist, and probably with active cruise control, but not the radar or laser-guided pedestrian protection and anti-crash systems first seen at Volvo and Mercedes-Benz and coming soon in the EyeSight package at Subaru.The back-to-back comparison between the current and future GS cars shows the difference between how the car is, and how it was supposed to be. And will be. The newcomer is sharper in every way, from the driving position - which finally gets you down lower into the car with more support for corners - to the steering response and even the ride.There is more control, more feedback and - consequently - more enjoyment. Is the GS a real rival for the 5 Series, our current class benchmark? We will not know until a Carsguide drive on familiar roads, but the signs are good.The new GS sprints around the handling course at Pasadena and can even be pushed into a full-on drift through corners. That's new for any Lexus short of the IS-F hotrod. The car with rear steering goes even further, with BMW-style response to the steering, great balance under brakes, and a can-do attitude that makes driving fun. It definitely can handle more punch than I'm getting from the 3.5-litre V6.Out on canyon roads, the rear-steer car is really sporty and quicker than I expect after earlier GS experiences. It's a car with surprise and delight. The 'standard' car, most likely the Luxury model for Australia, is less enthusiastic but better than today's Sports model. It needs to be eased along, but is nice enough.There are lots of things to really like in the new GS - from the chassis balance to the giant colour display screen and a huge boot - although the seats could still be better and Lexus has failed to deliver the claimed exhaust rort. If Lexus Australia can hit the right price then the GS will be back from the dead.Even without seeing the final styling - or the cabin finish, for that matter - the new GS is impressive. It has hit almost every target set by Lexus for potential buyers, and gets a Carsguide tick. But it's only a three-star car until we can get it home for a real drive, and some comparison work against BMW and Benz. It could improve and it's very unlikely to slide. What's best is that Koji Sato is passionate about the GS and building a car that is rewarding to drive, not just another automotive appliance that keeps you cool but leaves you cold.